Overheight early warning device for outer rail of overhead line system operation vehicle

Abstract

The utility model discloses a contact network operation vehicle outer rail superelevation early warning device which comprises an operation vehicle body, a measuring unit which is arranged in the center of the bottom of the operation vehicle body and is used for measuring the inclination angle of the operation vehicle, and a control terminal which is in communication connection with the measuring unit and is used for processing measured data. The display early warning unit is electrically connected with the control terminal; wherein the measuring unit is arranged at the bottom of the vehicle body of the operation vehicle through a mounting bracket with an inverted U-shaped structure. The early warning device is only composed of the measuring unit, the control terminal and the display early warning unit, the device is relatively simple in structure, the equipment cost and the difficulty of installation and maintenance are reduced, and meanwhile the measuring unit can better adapt to the space layout of the bottom of the operation vehicle through the installation support of the inverted-U-shaped structure.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of track operation safety, more specifically, the utility model relates to a catenary operation vehicle outer rail superhigh early warning device. BACKGROUND

[0002] In the maintenance operation of the railway catenary, the catenary operation vehicle plays an important role. In the operation and operation process of the catenary operation vehicle, the line outer rail superhigh situation has a significant influence on its stability and safety. When dealing with the problem of outer rail superhigh, the traditional operation vehicle lacks effective real-time monitoring means. On the one hand, the operation personnel cannot accurately and timely obtain the current inclination angle information of the operation vehicle, and when encountering a line with large outer rail superhigh, they cannot timely detect whether the inclination state of the operation vehicle has reached a dangerous level, which may cause the operation vehicle to run or operate in an unstable state, and there are safety hazards such as rollover. On the other hand, due to the lack of accurate measurement and early warning device, the operation personnel can only judge the inclination of the operation vehicle by experience, which is subjective and has low accuracy, and it is difficult to meet the increasingly strict requirements of railway operation safety. Or the existing device needs multiple complex modules to measure the outer rail height, such as the railway track outer rail superhigh measurement system disclosed in patent application No. CN201721364148.9, which is composed of multiple complex modules, including a spatial positioning module, a slope angle measurement module, a track gauge measurement module and a central control module. Each module contains a variety of different devices, and the overall structure is complex. At the same time, each module needs to be installed at different parts of the vehicle body to measure the outer rail height of the vehicle body. The installation and measurement process is very time-consuming and laborious. SUMMARY

[0003] An object of the present utility model is to solve at least the above problems and / or deficiencies, and to provide at least the advantages to be explained later.

[0004] In order to achieve these objects and other advantages according to the present utility model, a catenary operation vehicle outer rail superhigh early warning device is provided, comprising: an operation vehicle body, further comprising: a measurement unit arranged at the center of the bottom of the operation vehicle body to measure the inclination angle of the operation vehicle, a control terminal in communication connection with the measurement unit to process the measurement data, and a display warning unit electrically connected with the control terminal;

[0005] Preferably, the measurement unit is configured as a nine-axis IMU attitude sensor.

[0006] Preferably, the measurement unit is configured as a nine-axis IMU attitude sensor.

[0007] Preferably, the device further comprises a base detachably connected to the bottom of the vehicle body, and the mounting bracket is arranged on the base, and the nine-axis IMU attitude sensor is arranged on the upper surface of the mounting bracket.

[0008] Preferably, the device further comprises a sealing cabin arranged on the upper surface of the mounting bracket and used for sealing the nine-axis IMU attitude sensor.

[0009] Preferably, the contact surface of the mounting bracket and the base and the contact surface of the sealing cabin and the mounting bracket are both provided with shock-absorbing pads.

[0010] Preferably, the shock-absorbing pads are made of rubber.

[0011] Preferably, the display warning unit comprises a display connected to the base of the vehicle body through a support and a loudspeaker arranged on the top of the vehicle body.

[0012] Preferably, the display and the loudspeaker are electrically connected to the control terminal.

[0013] The device of the utility model at least has the following beneficial effects: the device of the utility model is composed of a measuring unit, a control terminal and a display warning unit, the device is relatively simple in structure, the device cost and the difficulty of installation and maintenance are reduced, and the installation bracket in the inverted U-shaped structure can better adapt to the space layout of the bottom of the working vehicle.

[0014] Other advantages, objects and features of the utility model will be embodied in part through the following description, and will be understood by those skilled in the art through research and practice of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 The connection relationship of the measuring unit, the control terminal and the display warning unit in the utility model is shown.

[0016] Figure 2 The structure diagram of the mounting bracket, the base and the sealing cabin of the utility model is shown.

[0017] Figure 3 The structure diagram of the mounting bracket and the nine-axis IMU attitude sensor of the utility model is shown.

[0018] Figure 4 The structure diagram of the mounting bracket of the utility model is shown.

[0019] The figure mark: 1, measuring unit, 2, control terminal, 3, display warning unit, 4, mounting bracket, 5, base, 6, sealing cabin, 7, nine-axis IMU attitude sensor, 8, shock-absorbing pad. DETAILED DESCRIPTION

[0020] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0021] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0022] It should be noted that in the description of this utility model, the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "installed", "equipped with", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0024] Furthermore, in this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Moreover, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0025] like Figure 1 The overhead contact line maintenance vehicle's outer rail over-height early warning device includes: the maintenance vehicle body, and further includes: a measuring unit 1 installed at the center of the bottom of the maintenance vehicle body to measure the tilt angle of the maintenance vehicle, a control terminal 2 that is communicatively connected to the measuring unit 1 to process the measurement data, and a display and early warning unit 3 that is electrically connected to the control terminal 2.

[0026] The measuring unit is mounted on the bottom of the work vehicle body via an inverted U-shaped mounting bracket 4.

[0027] Working principle:

[0028] The contact network is a special form of power transmission line for supplying power to electric locomotives, and the current relied on by the train operation is transmitted through the contact network at the top of the locomotive. Due to the fact that the track plane at the turning position is inclined to the inside of the curve, the track is high on one side and low on the other side. By installing the measuring unit 1 at the center position of the bottom of the work car body, the inclination state of the whole work car can be more accurately perceived. The measuring unit 1 transmits the measured data about the inclination angle of the work car to the control terminal 2 through the communication line. (The control terminal 2 is generally a microcomputer system or a special controller with data processing and analysis capability). After receiving the data, the control terminal 2 will first perform pre-processing operations such as filtering and noise reduction on the data to remove possible interference signals and ensure the accuracy and stability of the data. Then, the control terminal 2 will compare and analyze the real-time measurement data with the pre-set safety threshold. When the control terminal 2 judges that the measurement data exceeds the safety threshold, it will immediately send an instruction to the display warning unit 3. After receiving the instruction, the display warning unit 3 will send a warning signal to the work car operator in a variety of intuitive ways. At the same time, through the installation support 4 of the inverted U-shaped structure, the measuring unit 1 can better adapt to the space layout of the bottom of the work car. The warning device of the utility model is only composed of the measuring unit 1, the control terminal 2 and the display warning unit 3, and the device is relatively simple in structure, which reduces the difficulty of equipment cost and installation and maintenance.

[0029] In the above technical solution, the measuring unit 1 is configured as a nine-axis IMU attitude sensor 7. With this technical solution, the nine-axis IMU attitude sensor integrates a three-axis accelerometer, a three-axis gyroscope and a three-axis magnetometer. The accelerometer can measure the acceleration change of the work car in three axial directions, thereby sensing the inclination, acceleration, deceleration and other motion states of the vehicle; the gyroscope can accurately measure the angular velocity of the vehicle and is very sensitive to the attitude changes such as turning and inclination angle of the vehicle; the magnetometer can provide the heading information of the vehicle. Through the fusion of the data of the three, the attitude change of the work car can be measured with high precision, and the control terminal 2 receives the real-time inclination angle of the work car measured by the nine-axis IMU attitude sensor. The control terminal 2 calculates the real-time height of the outer rail through the calculation formula of the trigonometric function, and compares it with the pre-set value. When it exceeds the corresponding pre-set value, the work car is prohibited from moving and the platform on the work car is prohibited from rising and rotating.

[0030] In the above technical solution, further comprising: a base 5 detachably connected with the bottom of the vehicle body, the mounting bracket 4 is arranged on the base 5, and the nine-axis IMU attitude sensor 7 is arranged on the upper surface of the mounting bracket 4. With this technical solution, the base 5 is detachably connected with the bottom of the vehicle body, which greatly facilitates the installation and later maintenance and replacement of the entire measurement unit 1. When the nine-axis IMU attitude sensor fails or needs to be upgraded, the staff can conveniently detach it from the bottom of the vehicle body without the need to make large-scale changes to the vehicle body structure, saving maintenance time and cost. The mounting bracket 4 in inverted U-shaped structure provides a stable support platform for the nine-axis IMU attitude sensor. This structure can uniformly disperse the weight of the sensor itself and various forces generated during vehicle driving, ensuring that the sensor always maintains a stable installation state in complex operating environments and avoiding measurement errors caused by shaking or displacement.

[0031] In the above technical solution, further comprising: a sealing cabin 6 arranged on the upper surface of the mounting bracket 4 for sealing the nine-axis IMU attitude sensor 7; wherein the contact surface of the mounting bracket 4 and the contact surface of the sealing cabin 6 and the mounting bracket 4 are both provided with shock-absorbing pads 8. With this technical solution, the sealing cabin 6 is used to seal the nine-axis IMU attitude sensor, which can effectively resist the influence of external harsh environment on the sensor. During the operation of the working vehicle, the bottom of the vehicle body will be subjected to erosion by rainwater, dust, mud and the like, and the sealing cabin 6 can prevent these substances from entering, avoiding performance degradation or damage of the sensor due to dampness, dust accumulation and the like, thereby prolonging the service life of the sensor. The shock-absorbing pads 8 are arranged on the contact surface of the mounting bracket 4 and the base 5 and the contact surface of the sealing cabin 6 and the mounting bracket 4, which can effectively reduce the influence of the vibration generated during the driving of the working vehicle on the nine-axis IMU attitude sensor. The vibration during vehicle operation may cause the sensor to make a false judgment or measurement deviation, and the shock-absorbing pads 8 absorb and buffer the vibration energy, reduce the amplitude of the vibration transmitted to the sensor, and ensure the accuracy and stability of the sensor measurement.

[0032] In the technical scheme, the damping pad 8 is configured of rubber material. With this technical scheme, the rubber has excellent elasticity, can be deformed when subjected to vibration, and can absorb and disperse vibration energy. When vibration generated during driving of the working vehicle is transmitted to the contact surface between the mounting bracket 4 and the base 5 and between the sealing cabin 6 and the mounting bracket 4, the rubber damping pad 8 can be rapidly elastically deformed, converts the vibration energy into elastic potential energy of the rubber damping pad 8, thereby effectively reducing the influence of the vibration on the nine-axis IMU attitude sensor, and ensuring the accuracy and stability of the sensor measurement.

[0033] In the technical scheme, the display warning unit 3 comprises a display connected with the vehicle body base 5 through a bracket and a loudspeaker arranged on the top of the vehicle body; the display and the loudspeaker are electrically connected with the control terminal 2. With this technical scheme, the display and the loudspeaker have an angle of LED, the display has three blocks, one block is mounted on the working personnel platform through a bracket, facilitating the working personnel to check, and the other two blocks are placed near the driver position, facilitating the driver to check the current angle state. The loudspeaker is mounted in the cab, and the driver is first reminded when the outer rail exceeds the safety threshold. The display bracket base 5 is welded by a profile, and a mounting hole is designed in the lower part and mounted at a proper position. The loudspeaker broadcasts a prompt sound once every 10 seconds when the outer rail exceeds the safety threshold.

[0034] Although the embodiments of the present application have been disclosed as above, it is not limited to the application listed in the specification and the embodiments, and can be fully applied to various fields suitable for the present application. For those skilled in the art, other modifications can be easily realized, and therefore the present application is not limited to specific details and the figures shown and described herein, without departing from the general concept defined by the claims and the equivalent scope.

Claims

1. An outer rail super-high early warning device for a catenary working vehicle, comprising: The work vehicle body is characterized in further comprising: a measuring unit arranged at the center of the bottom of the work vehicle body to measure the inclination angle of the work vehicle; a control terminal in communication connection with the measuring unit to process the measuring data; and a display warning unit in electrical connection with the control terminal. The measuring unit is arranged at the bottom of the work vehicle body through an installation support in an inverted U-shaped structure.

2. The outer rail super-high early warning device of the contact net working vehicle according to claim 1, characterized in that, The measuring unit is configured as a nine-axis IMU posture sensor.

3. The outer rail super-high early warning device of the contact net working vehicle according to claim 2, characterized in that, Further comprising: A base detachably connected to the bottom of the vehicle body, the installation support is arranged on the base, and the nine-axis IMU posture sensor is arranged on the upper surface of the installation support.

4. The outer rail super-high early warning device of the contact net working vehicle according to claim 3, characterized in that, Further comprising: A sealed cabin arranged on the upper surface of the installation support to seal the nine-axis IMU posture sensor. The contact surface of the installation support and the contact surface of the sealed cabin and the installation support are both provided with shock-absorbing pads.

5. The outer rail super-high early warning device of the contact net working vehicle according to claim 4, characterized in that, The shock-absorbing pads are configured of rubber material.

6. The outer rail super-high early warning device of the contact net working vehicle according to claim 1, characterized in that, The display warning unit comprises: a display connected to the base of the vehicle body through a support, and a loudspeaker arranged on the top of the vehicle body. The display and the loudspeaker are in electrical connection with the control terminal.

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