Steel wire rope structure for pantograph of railway vehicle

Abstract

The utility model relates to the technical field of steel wire ropes for pantographs of railway vehicles, and discloses a steel wire rope structure for pantographs of railway vehicles, which comprises a steel wire rope body, steel wire rope joints are fixedly connected to two ends of the steel wire rope body respectively, a protective shell is sleeved outside the steel wire rope body, and fixing blocks are fixedly connected to two ends of the protective shell respectively. The fixing block is slidably connected with the steel wire rope connector, a lubricating assembly is arranged in the protective shell, first anti-skid lines are formed in the side wall of the end, away from the steel wire rope body, of the steel wire rope connector, the steel wire rope connector is in butt joint with a mounting base, a fixing sleeve is fixedly connected into the mounting base, and second anti-skid lines are formed in the fixing sleeve. According to the steel wire rope connector, tight meshing is achieved through the first anti-skid lines on the inner wall of the steel wire rope connector and the second anti-skid lines matched with the interior of the fixing sleeve, meanwhile, in the screwing process of the locking sleeve, axial pressure is applied to the connector, the connection stability is further enhanced, and the stability of equipment is improved through the structure.

Description

Technical Field

[0001] This utility model relates to the technical field of wire ropes for pantographs of rail vehicles, and in particular to a structure for wire ropes for pantographs of rail vehicles. Background Technology

[0002] The pantograph of a rail vehicle is a key device for obtaining power from the overhead contact line and supplying power to the vehicle's electrical system. The wire rope plays a vital role in the pantograph's raising and lowering process, and its performance directly affects the pantograph's working condition and reliability. With the continuous increase in the operating speed of rail vehicles and the increasingly stringent requirements for power supply stability, higher demands are being placed on the performance and reliability of the wire rope used in pantographs.

[0003] The existing wire rope installation structure of pantographs is usually relatively simple. Generally, one end of the wire rope is fixed to the lower arm of the pantograph or other related components, and the other end is connected to the drive mechanism or balancing device. Its working principle mainly relies on the power of the drive mechanism, such as the tension generated by the inflation of the airbag or the driving force of the motor, which is transmitted through the wire rope to realize the raising and lowering action of the pantograph.

[0004] The uneven tightening of bolts during the installation of existing pantograph wire ropes can easily lead to uneven stress at the connection points and loosening of some bolts. During train operation, the vibration and stress changes of the pantograph caused by the loose bolts can cause displacement of the wire rope at the connection points, thus affecting the normal operation of the pantograph. To address this issue, a new wire rope structure for pantographs in rail vehicles is proposed. Summary of the Invention

[0005] To overcome the above shortcomings, this utility model provides a wire rope structure for a pantograph of a rail vehicle, which aims to improve the problem in the prior art where uneven bolt tightening during installation easily leads to uneven stress at the connection points and loosening of some bolts.

[0006] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0007] A wire rope structure for a pantograph of a rail vehicle includes a wire rope body, with wire rope connectors fixedly connected to both ends of the wire rope body. A protective shell is fitted over the wire rope body, and fixing blocks are fixedly connected to both ends of the protective shell. The fixing blocks are slidably connected to the wire rope connectors. A lubrication assembly is provided inside the protective shell. The side wall of the wire rope connector away from the wire rope body has an anti-slip texture and is connected to a mounting base. A fixing sleeve is fixedly connected inside the mounting base, and the fixing sleeve has a second anti-slip texture. The wire rope connector is inserted into the fixing sleeve. A threaded groove is provided inside the mounting base, and a locking sleeve is threadedly connected through the threaded groove. The locking sleeve clamps and fixes the wire rope connector by pressing against the fixing sleeve.

[0008] As a further description of the above technical solution:

[0009] The lubrication assembly includes an oil pipe disposed inside the protective housing, an oil injection hole communicating with the oil pipe is provided on the side wall of the protective housing, a sealing plug is sealed and connected at the oil injection hole, and multiple oil outlet holes are provided on the oil pipe.

[0010] As a further description of the above technical solution:

[0011] The steel wire rope body is fitted with a grease retaining ring on its side wall. The grease retaining ring is made of wool felt material and can store lubricating oil.

[0012] As a further description of the above technical solution:

[0013] The protective shell is made of fiber-reinforced plastic, and a buffer layer is provided on the side wall of the protective shell;

[0014] As a further description of the above technical solution:

[0015] The buffer layer is made of nitrile rubber, and a lubricating layer is provided on the sidewall of the buffer layer;

[0016] As a further description of the above technical solution:

[0017] The lubricating layer is made of molybdenum disulfide, and the sidewall of the lubricating layer is attached to the sidewall of the grease retaining ring.

[0018] As a further description of the above technical solution:

[0019] The oil pipe is located between the buffer layer and the lubrication layer, and the oil outlet holes are arranged horizontally and fit against the sidewall of the grease retaining ring.

[0020] This utility model has the following beneficial effects:

[0021] 1. In this utility model, a tight engagement is achieved through the anti-slip texture one on the inner wall of the wire rope joint and the matching anti-slip texture two inside the fixing sleeve. During installation, this engagement ensures that the wire rope will not easily rotate or slide within the mounting base. Simultaneously, the locking sleeve applies axial pressure to the joint during tightening, further enhancing the stability of the connection. This solves the problem of uneven stress on the connection point due to uneven bolt tightening in some rail vehicle pantographs, which can lead to loose bolts and affect the normal operation of the pantograph. The above structure allows the connection point to withstand various vibrations and stress changes during train operation, effectively reducing the possibility of loosening and improving the reliability of the pantograph.

[0022] 2. In this utility model, by covering the outside of the wire rope body with a protective shell and then setting a lubrication layer inside it, the wire rope can be automatically lubricated when it undergoes slight extension or bending due to the pantograph's movement. This makes the wire rope move more smoothly inside the protective shell, reduces movement resistance, and effectively extends its service life. Attached Figure Description

[0023] Figure 1 This is a three-dimensional schematic diagram of a wire rope structure for a pantograph of a rail vehicle proposed in this utility model.

[0024] Figure 2 This is a schematic diagram of the end seat of a steel wire rope structure for a pantograph of a rail vehicle proposed in this utility model.

[0025] Figure 3 This is a schematic diagram of the steel wire rope body of a pantograph structure for rail vehicles proposed in this utility model.

[0026] Figure 4 for Figure 3 Enlarged view of point A in the middle.

[0027] Figure 5 This is a schematic diagram of the internal structure of the protective shell of the wire rope structure for the pantograph of a rail vehicle proposed in this utility model.

[0028] Legend:

[0029] 1. Protective shell; 2. Fixing block; 3. Wire rope joint; 4. Anti-slip texture one; 5. Mounting base; 6. Fixing sleeve; 7. Locking sleeve; 8. Threaded groove; 9. Anti-slip texture two; 10. Wire rope body; 11. Sealing plug; 12. Oil pipe; 13. Oil outlet; 14. Grease retaining ring; 15. Buffer layer; 16. Lubricating layer. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] Reference Figure 1 and Figure 2 This utility model provides an embodiment of a wire rope structure for a pantograph on a rail vehicle, comprising a wire rope body 10, with wire rope connectors 3 fixedly connected to both ends of the wire rope body 10. This stable connection ensures effective force transmission, making the wire rope body 10 and the wire rope connectors 3 form a whole, working together to cope with various working conditions. A protective shell 1 is fitted over the wire rope body 10, with fixing blocks 2 fixedly connected to both ends. The protective shell 1 effectively prevents external dust, sand, moisture, and other impurities from entering the interior, avoiding scratches and wear on the surface of the wire rope body 10 caused by its movement, thus preventing a reduction in the strength of the wire rope body 10. The fixing block 2 is slidably connected to the wire rope connector 3. This connection method provides a certain degree of freedom in installation and adjustment. The protective shell 1 contains a lubrication component that continuously provides lubricating oil or grease to the wire rope body 10, effectively reducing the coefficient of friction between it and the inner wall of the protective shell 1 and other adjacent components, reducing wear, and making the movement of the wire rope body 10 smoother within the protective shell 1, ensuring rapid response and precise action of the pantograph. The side wall of the wire rope connector 3 away from the wire rope body 10 is provided with anti-slip texture 4, which is connected to the mounting base 5. The anti-slip texture 4 is generally designed as a fine and deep serrated pattern, and its texture direction strictly matches the direction of force on the wire rope, which can significantly increase the friction with the connecting parts. Mounting base 5 serves as the key base for the connection. An internal fixing sleeve 6 is fixedly connected, and the fixing sleeve 6 has a second anti-slip texture 9 inside. The wire rope connector 3 is inserted into the fixing sleeve 6. When the two are engaged, the first anti-slip texture 4 and the second anti-slip texture 9 tightly interlock, ensuring that even under harsh conditions of high-speed train operation and frequent vibration, the wire rope connector 3 will not easily shift or rotate within the fixing sleeve 6, guaranteeing the stability of the connection. Mounting base 5 has a threaded groove 8 inside, through which a locking sleeve 7 is threadedly connected. This ensures that the locking sleeve 7 rotates smoothly and steadily without jamming or tangling. The locking sleeve 7 clamps and fixes the wire rope connector 3 by pressing against the fixing sleeve 6. When the locking sleeve 7 is tightened, it moves downwards along the threaded groove 8, precisely applying pressure to the fixing sleeve 6, causing the fixing sleeve 6 to further tighten its wrapping around the wire rope connector 3, firmly fixing the wire rope connector 3 in the preset position, forming a stable and reliable connection node, providing a solid guarantee for the safe operation of the pantograph.

[0032] During installation, firstly, the mounting base 5 is installed between the bottom of the pantograph and the top of the bracket. Then, the wire rope connector 3 at the end of the wire rope body 10 is inserted into the fixing sleeve 6. The outer dimensions of the wire rope connector 3 are tightly fitted with the inner diameter of the fixing sleeve 6, causing the anti-slip texture 4 and anti-slip texture 9 to engage. This engagement significantly increases the friction at the connection point. Even under complex conditions such as strong vibrations, frequent starts and stops, and airflow impacts from high-speed train operation, the wire rope connector 3 can effectively prevent sliding or rotation within the fixing sleeve 6, ensuring reliable connection. Finally, the locking sleeve 7 is tightened. The locking sleeve 7 has hexagonal grooves on its outer side for easy wrench operation, facilitating force application by on-site personnel. The wire rope rotates downwards through the threaded groove 8, thereby compressing the fixing sleeve 6. When compressed, the internal structure of the fixing sleeve 6 can generate moderate elastic deformation. This deformation further tightens the wrapping around the wire rope joint 3, causing it to contract and press against the wire rope joint 3, firmly fixing the wire rope joint 3 in the preset position, forming a stable connection node. The other end of the wire rope body 10 is connected to the corresponding connection point on the top of the pantograph bracket in the same way, completing the installation of the wire rope body 10. This double-end connection method allows the wire rope body 10 to transmit tension evenly, ensuring that the pantograph is subjected to uniform force at both ends during raising and lowering, without any abnormalities such as tilting or jamming. This quick-release connection structure greatly simplifies the installation and disassembly process of the pantograph wire rope. Compared with traditional connection methods, the operation is simpler and faster, significantly shortening the time required for maintenance and replacement of the wire rope, improving work efficiency, and effectively preventing the wire rope from loosening or falling off even under strong vibration and impact, ensuring the normal operation of the pantograph and improving the safety and reliability of train operation.

[0033] Reference Figure 3 , Figure 4 and Figure 5The lubrication component includes an oil pipe 12 installed inside the protective shell 1. The oil pipe 12 is designed in accordance with the internal structure of the protective shell 1 and the layout of the wire rope body 10 to ensure that the lubricating oil flows smoothly inside without blockage or leakage. An oil injection hole communicating with an oil pipe 12 is provided on the side wall of the protective shell 1. A sealing plug 11 is sealed at the oil injection hole. The sealing plug 11 is made of elastic material such as rubber or silicone and has good sealing performance. Multiple oil outlet holes 13 are provided on the oil pipe 12. The oil outlet holes 13 are arranged horizontally and fit against the side wall of the grease retaining ring 14. This layout allows the lubricating oil to be accurately sprayed onto the grease retaining ring 14. The side wall of the wire rope body 10 is fitted with a grease retaining ring 14. The grease retaining ring 14 is made of wool felt. The unique porous structure of wool felt gives it a strong oil storage capacity, which can store a large amount of lubricating oil sprayed from the oil outlet holes 13. During the operation of the wire rope body 10, the stored lubricating oil is slowly and continuously released, forming a uniform and stable oil film on the surface of the wire rope body 10. This greatly reduces the coefficient of friction between the wire rope body 10 and the inner wall of the protective shell 1 and other adjacent parts, reducing wear. A buffer layer 1 is provided on the side wall of the protective shell 1. 5. The buffer layer 15 is made of nitrile rubber. When the train is running, the pantograph encounters vibration and impact, such as when the train passes through the track joint or is affected by airflow fluctuations at high speed. The buffer layer 15 can quickly absorb and dissipate this energy due to the good elasticity and damping characteristics of nitrile rubber, reducing the impact of external impacts on the wire rope body 10 and other components inside the protective shell 1. The side wall of the buffer layer 15 is provided with a lubrication layer 16, which is made of molybdenum disulfide. Molybdenum disulfide has an extremely low coefficient of friction. The side wall of the lubrication layer 16 is attached to the side wall of the grease retaining ring 14. When the wire rope body 10 is running, it can not only provide additional lubrication for the wire rope body 10 itself, further reducing friction, but also guide the lubricating oil sprayed from the oil outlet 13 to be better distributed around the wire rope body 10, ensuring that the wire rope body 10 is always in a low-friction, high-efficiency operating state inside the protective shell 1, laying a solid foundation for the pantograph to continuously and stably obtain electrical energy from the contact network. The oil pipe 12 is located between the buffer layer 15 and the lubrication layer 16. This layout can not only use the buffer layer 15 to protect the oil pipe 12 to a certain extent and prevent the oil pipe 12 from being damaged by external impact, but also allow the lubricating oil to flow smoothly from the oil pipe 12 to the lubrication layer 16 and the grease retaining ring 14, ensuring the efficient operation of the entire lubrication system.

[0034] During the long-term operation of the pantograph on rail vehicles, the coordinated protection and lubrication of various components play a crucial role in the stable operation of the equipment. Firstly, the protective shell 1, as the first line of defense ensuring the safe operation of the internal components, is made of fiber-reinforced plastic. The fiber composition gives the protective shell 1 extremely high strength, providing it with strong impact resistance. When the train encounters flying stones, scrapes against foreign objects, or passes through sections of track with complex conditions while traveling at high speed, the protective shell 1, with its robust structure, can effectively withstand these external impacts, preventing direct damage to key components such as the internal wire rope body 10 and lubrication components, thus ensuring the integrity of the overall mechanical structure of the pantograph. Simultaneously, the protective shell 1 also possesses excellent weather resistance. Whether facing high temperatures and ultraviolet radiation under the scorching sun, moisture penetration in humid and rainy environments, or the freezing and thawing tests of cold winters, it can consistently perform its function, creating a relatively stable operating environment for the internal components, isolating the equipment from adverse external factors, and greatly reducing the risk of equipment failure due to environmental factors. The lubricating layer 16 is made of molybdenum disulfide, which has an extremely low coefficient of friction and plays a crucial role in lubrication during equipment operation. The lubricating layer 16 is tightly fitted to the grease retaining ring 14, and the two complement each other. The grease retaining ring 14 is carefully crafted from wool felt material, and its unique porous structure has a strong adsorption capacity. When the lubricating layer 16 comes into contact with the grease retaining ring 14, the lubricating oil is quickly and fully absorbed and stored by the grease retaining ring 14 under the dual drive of intermolecular forces and capillary action. During the frequent raising, lowering, and swaying movements of the wire rope body 10 with the pantograph, the stored lubricating oil is slowly and continuously released, evenly coating the surface of the wire rope body 10 to form a stable and appropriately thick lubricating film. This lubricating film effectively fills the microscopic unevenness on the surface of the wire rope body 10, greatly reducing the direct frictional contact between the wire rope body 10 and the inner wall of the protective shell 1 and other adjacent components. This makes the wire rope move more smoothly within the protective sleeve, avoiding wear and wire breakage caused by excessive friction, effectively extending its service life, and ensuring that the pantograph can operate stably and reliably for a long time, providing continuous power support for the rail vehicle. When it is necessary to add lubricating oil to the equipment to maintain good lubrication, the sealing plug 11 plays a crucial role in oil injection control. The sidewall of the sealing plug 11 is slidably connected to the inside of the protective shell 1, and its sealing performance is carefully designed to ensure that the lubricating oil inside the protective shell 1 will not leak when not in an oiled state. When it is necessary to add lubricating oil, the operator opens the sealing plug 11 through a specific operating procedure, at which time the external lubricating oil can be smoothly injected into the oil pipe 12 through the reserved channel. The oil pipe 12 has multiple oil outlet holes 13 inside, which are arranged horizontally and closely fit the inside of the lubrication layer 16.When the lubricating oil enters the oil pipe 12, it flows rapidly to each oil outlet 13 under the action of pressure difference, and then seeps out evenly from the oil outlet 13, precisely distributing itself inside the lubrication layer 16. This uniform distribution ensures that all parts of the lubrication layer 16 receive sufficient lubricating oil, thereby enabling the lubricating oil to be absorbed more efficiently by the grease retaining ring 14, providing a continuous and high-quality lubrication guarantee for the wire rope body 10, and keeping the pantograph in optimal operating condition at all times.

[0035] Working principle: When installing this equipment, install the mounting base 5 between the bottom of the pantograph and the top of the bracket, then insert the wire rope connector 3 at the end of the wire rope body 10 into the fixed sleeve 6, so that the anti-slip pattern 1 4 and the anti-slip pattern 2 9 engage. Then, by twisting the locking sleeve 7, it rotates downward through the threaded groove 8, thereby squeezing the fixed sleeve 6 and causing it to shrink and tighten the wire rope connector 3. The other end of the wire rope body 10 is connected to the corresponding connection point on the top of the pantograph bracket in the same way, completing the installation of the wire rope body 10. During the use of the equipment, the protective shell 1 can resist external impact and environmental corrosion. The lubrication layer 16 is in contact with the grease retaining ring 14, allowing the grease retaining ring 14 to absorb sufficient lubricating oil and release it slowly during the movement of the wire rope body 10, ensuring that the surface of the wire rope body 10 is continuously lubricated. This makes the wire rope move more smoothly inside the protective shell, reduces movement resistance, and effectively extends its service life. When lubricating oil needs to be added, the sealing plug 11 is opened to inject the lubricating oil into the oil pipe 12. The oil is evenly distributed inside the lubrication layer 16 through the oil outlet 13, so that it can be better absorbed by the grease retaining ring 14 to lubricate the wire rope body 10.

[0036] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A wire rope structure for a pantograph on a rail vehicle, comprising a wire rope body (10), characterized in that: The wire rope body (10) is fixedly connected to two ends of a wire rope connector (3). The wire rope body (10) is covered with a protective shell (1). The protective shell (1) is fixedly connected to two ends of a fixing block (2). The fixing block (2) is slidably connected to the wire rope connector (3). The protective shell (1) is provided with a lubrication component. The side wall of the wire rope connector (3) away from the wire rope body (10) is provided with an anti-slip texture (4) and is connected to a mounting base (5). The mounting base (5) is fixedly connected with a fixing sleeve (6). The fixing sleeve (6) is provided with an anti-slip texture (9). The wire rope connector (3) is inserted into the fixing sleeve (6). The mounting base (5) is provided with a threaded groove (8) and a locking sleeve (7) is threadedly connected through the threaded groove (8). The locking sleeve (7) squeezes the fixing sleeve (6) to clamp and fix the wire rope connector (3).

2. The wire rope structure for a pantograph of a rail vehicle according to claim 1, characterized in that: The lubrication assembly includes an oil pipe (12) disposed inside the protective shell (1), an oil injection hole communicating with the oil pipe (12) is provided on the side wall of the protective shell (1), a sealing plug (11) is sealed and connected at the oil injection hole, and multiple oil outlet holes (13) are provided on the oil pipe (12).

3. The wire rope structure for a pantograph of a rail vehicle according to claim 2, characterized in that: The steel wire rope body (10) is fitted with a grease retaining ring (14) on its side wall. The grease retaining ring (14) is made of wool felt material and can store lubricating oil.

4. The wire rope structure for a pantograph of a rail vehicle according to claim 3, characterized in that: The protective shell (1) is made of fiber-reinforced plastic, and a buffer layer (15) is provided on the side wall of the protective shell (1).

5. The wire rope structure for a pantograph of a rail vehicle according to claim 4, characterized in that: The buffer layer (15) is made of nitrile rubber, and a lubricating layer (16) is provided on the side wall of the buffer layer (15).

6. The wire rope structure for a pantograph of a rail vehicle according to claim 5, characterized in that: The lubricating layer (16) is made of molybdenum disulfide, and the sidewall of the lubricating layer (16) is attached to the sidewall of the grease retaining ring (14).

7. The wire rope structure for a pantograph of a rail vehicle according to claim 5, characterized in that: The oil pipe (12) is located between the buffer layer (15) and the lubrication layer (16), and the oil outlet (13) is arranged laterally and fits the side wall of the grease retaining ring (14).

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