Railway vehicle end bridging wiring structure

Abstract

The utility model discloses a railway vehicle end bridging wiring structure, which comprises power cables arranged at the bottoms of a trailer and a bullet train adjacent to the trailer, the power cables comprise an offset power cable and a central power cable, and the trailer is provided with a bridging box along the end part of a traction beam on one side of a central line. The offset power cable is bridged to the bullet train through the bridging box, the central power cable turns to extend along the central line before reaching the trailer end, the junction box is arranged between the trailer end and the bullet train end, and the central power cable is bridged to the trailer through the junction box. And the bridging areas between the adjacent trains are connected in a quick plugging manner, so that the problem that the power cables are damaged due to the fact that the number of the bridging power cables at the train ends of the multi-marshalling motor train unit is large and the power cables are easily connected and abraded in the running process of the trains is solved.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, and more specifically, to a crossover wiring structure at the end of a rail vehicle. Background Technology

[0002] As an important component of the electrical connection between vehicles, the vehicle-end jumper cable directly determines the functionality of each system in the vehicle and the safety and reliability of train operation. Currently, most vehicle-end jumper wiring schemes in China involve setting up jumper boxes at the underframe end positions of adjacent two vehicles. The jumper boxes are equipped with connectors or terminal blocks to cut the cables from the vehicle that need to be jumpered. The jumper boxes at the adjacent vehicle ends are then connected by jumper cables, thereby enabling the power, control, and signal transmission functions between different vehicles.

[0003] For EMU trainsets, taking each traction power unit as an example, the transformer and converter are installed on the underframe of different cars. The transformer is connected to each converter through multiple sets of power cables to supply power. Each set of power cables is connected to the transformer and converter through a jumper box or other structure at the end of the car underframe. The drawback of this wiring structure is that, because the outer diameter of the power cable connecting each transformer and converter is relatively large, usually 120mm² or 150mm², in some trainsets, due to the large number of jumper power cables, adjacent power cables are prone to rubbing against each other during movement, which can damage the cable structure and affect the reliability of the jumper connection at the car end and driving safety. Utility Model Content

[0004] In view of the above-mentioned defects or improvement needs of the existing technology, this utility model provides a crossover wiring structure at the end of a rail vehicle, which solves the problem that the power cables of multi-formation EMUs are prone to rubbing against each other during vehicle operation due to the large number of crossover power cables at the end of the train.

[0005] To achieve the above objectives, this utility model provides a rail vehicle end-bridging wiring structure, including a power cable installed at the bottom of the trailer and its adjacent motor car, a traction beam located on both sides of the centerline of the trailer, the power cable including an offset power cable and a center power cable, a bridging box installed at the end of the traction beam, and the offset power cable bridging to the motor car through the bridging box;

[0006] The central power cable turns and extends along the centerline before reaching the trailer end. A junction box is installed along the centerline between the trailer end and the motor vehicle end, and the central power cable is connected to the trailer through the junction box.

[0007] The characteristic of this wiring structure is that when multiple power cables of adjacent cars in a train set are bridging, one set of power cables is bridging on one side of the vehicle underframe centerline through the bridging box at the end of the traction beam, and the other set of power cables changes its arrangement when it reaches the end of the vehicle, turning to extend along the vehicle centerline for bridging. This prevents larger diameter power cables from being too close together in the bridging area and causing wear, thus reducing their service life.

[0008] Furthermore, the jumper box is provided with an inlet panel and a connector panel on both sides. The bias power cable enters the jumper box through the inlet panel and exits from the outlet on the connector panel. Furthermore, a first cable tightening member is provided at the corresponding position of each bias power cable on the inlet panel. Furthermore, a first cable connector socket is provided on the connector panel. The bias power cable on the train is connected to the first cable connector socket through the connector plug. By setting up the jumper box and the first cable tightening member, the bias power cable is locked in the jumper box. Each first cable tightening member corresponds to a power cable to prevent wear between them, and the first cable connector socket allows for quick connection with the power cable on the adjacent train.

[0009] Furthermore, the ends of the motor car and the trailer car are provided with semi-permanent couplers along the center line. The junction box is installed at the connection point of the adjacent semi-permanent couplers, and the junction box is fixed at the semi-permanent coupler in the center of the bridging area, and is a certain distance away from the biased power cable located on one side.

[0010] Furthermore, a traction beam cover plate is fixed to the bottom of the traction beam, and a first fixing frame is installed on the traction beam cover plate. The central power cable extends towards the center line of the vehicle and is arranged on the first fixing frame. Furthermore, a second fixing frame is installed below the semi-permanent coupler. A second cable tightening member for fixing the central power cable is installed on the second fixing frame. Through the first fixing frame and the second fixing frame, the central power cable completes two turns and finally reaches the bridging area along the center line and remains there. The second fixing frame has the function of adjusting each central power cable in advance, so that each central power cable maintains a certain distance and is gradually guided into the junction box located in the bridging area.

[0011] Furthermore, a third cable tightening component and a second cable connector socket are respectively installed on both sides of the junction box. The central power cable enters the junction box through the third cable tightening component. The second cable connector socket is plugged into the central power cable with a connector plug on the train. The junction box structure in the bridging area serves to receive and fix the central power cable between adjacent trains. The second cable connector enables quick connection and disconnection of the central power cable with the adjacent train.

[0012] In summary, compared with the prior art, the above-described technical solution conceived by this utility model can achieve the following beneficial effects:

[0013] (1) This utility model provides a bridge wiring structure for the end of a rail vehicle. Since the EMU vehicle is equipped with a transformer car, there are many bridge power cables at the end of the chassis and the space at the end of the vehicle is limited. This wiring structure effectively avoids the problem that the bridge power cables will rub against each other during the movement due to being too close together, which will cause the power cable structure to be quickly damaged and thus affect the service life of the cable. This improves the reliability of the bridge connection at the end of the vehicle and ensures the safety of vehicle operation.

[0014] (2) This utility model provides a crossover wiring structure for the end of a rail vehicle. The crossover power cable between adjacent vehicles is divided into an offset power cable and a center power cable. The two sets of cables are respectively in the crossover box and junction box. Finally, the connector is used to quickly connect with the corresponding power cable of the adjacent vehicle, which helps to improve the efficiency of vehicle coupling and uncoupling. Attached Figure Description

[0015] Figure 1 This is a bottom view of two adjacent rail vehicles in an embodiment of the present invention (rotated 90° counterclockwise).

[0016] Figure 2 A is a partial enlarged view A of the track vehicle end bridging wiring structure according to an embodiment of this utility model;

[0017] Figure 3 This utility model Figure 2 Cross-sectional view at point BB;

[0018] Figure 4 This is a front view of the jumper box in an embodiment of this utility model;

[0019] Figure 5 This is a schematic diagram of the junction box in an embodiment of the present utility model.

[0020] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Power cable assembly; 2. Jumper box; 3. First mounting bracket; 4. Second mounting bracket; 5. First cable tightening member; 6. Cable connector socket; 7. Jumper connector panel; 8. Semi-permanent coupler; 9. Offset power cable; 10. Second cable tightening member; 11. Center power cable; 12. Inlet panel; 13. Cable clamp; 14. Traction beam; 15. Junction box; 16. Third cable tightening member; 17. Traction beam cover plate; 18. Second cable connector socket. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present utility model and are not intended to limit the present utility model. Furthermore, the technical features involved in the various embodiments of the present utility model described below can be combined with each other as long as they do not conflict with each other.

[0022] like Figure 1 As shown, this embodiment provides a cross-connection wiring structure for the end of a rail vehicle, applied to an eight-car trainset with the formation "-MC1*TP1*M1*M2*M3*M4*TP2*MC2-". The eight-car trainset includes two traction power units, each containing three motor cars and one trailer car. Specifically, "-MC1*TP1*M1*M2" and "M3*M4*TP2*MC2-" are separate traction power units. Here, MC1, MC2, M1, M2, M3, and M4 represent motor cars with a converter mounted on their underframes, TP1 and TP2 represent trailer cars with a transformer mounted on their underframes, and "*" indicates a power supply connection between adjacent cars. This power supply connection is as follows: Figure 3 As shown. Taking the “-MC1*TP1*M1*M2” traction power unit as an example, there are 16 power cables that need to be bridging on the power side of TP1. Among them, there are 8 bias power cables 9 used to connect the converter in TP1 and M1, and another 8 center power cables 11 used to connect the converter in TP1 and M2.

[0023] Furthermore, such as Figure 1 and Figure 2 As shown, a jumper box 2 is installed at the end of the traction beam 14 on one side of the TP1 underframe along the center line CC. The bias power cable 9 enters the jumper box 2 and extends from the other side of the jumper box 2 at the TP1 vehicle end to jump to the adjacent vehicle. The center power cable 11 is laid in the bottom area outside the jumper box 2. The center power cable 11 changes direction before extending out from the TP1 vehicle end to ensure that the center power cable 11 eventually extends along the center line CC at the vehicle end. A junction box 15 is set along the center line CC in the jumper area between the TP1 vehicle end and the M1 vehicle end. The center power cable 11 jumps to the adjacent vehicle through the junction box 15 to prevent friction with the bias power cable 9 in the jumper area.

[0024] Furthermore, the jumper box 2 is provided with an inlet panel 12 and a connector panel 7 on both sides. The jumper box 2 is fixed to the end of the trailer towing beam 14. The bias power cable 9 enters the jumper box 2 from the end of the trailer through the inlet panel 12. The inlet panel 12 is fixed to the end of the towing beam and exits from the outlet on the connector panel 7 on the other side of the jumper box 2. A first cable tightening member 5 is provided at the corresponding position of each bias power cable 9 on the inlet panel 12 to fix the bias power cable 9 to the inlet panel 12. Furthermore, a first cable connector socket 6 is installed on the connector panel 7. The bias power cables 9 between two adjacent vehicles are connected to the first cable connector socket 6 through the connector plug, realizing the connection of the above eight bias power cables 9 between the ends of the two adjacent vehicles.

[0025] Furthermore, such as Figures 1-5 As shown, the traction beams 14 are symmetrically arranged about the centerline CC of the rail vehicle. The semi-permanent coupler 8 is installed at the end of the vehicle along the centerline CC, located between the two traction beams 14. A traction beam cover plate 17 is fixed to the bottom of the traction beam 14. A wire clamp 13 is provided at the end of the traction beam 14 below the cable entry panel 12. A first fixing bracket 3 is installed on the traction beam cover plate 17 at the end of the vehicle. A second fixing bracket 4 is installed below the semi-permanent coupler 8. A second cable tightening member 10 is installed on the second fixing bracket 4. A junction box 15 is installed at the connection of adjacent semi-permanent couplers 8. A third cable tightening member 16 and a second cable connector socket 18 are respectively installed on both sides of the junction box 15. When arranging the central power cable 11, the central power cable 11 first changes direction from the end of one side of the traction beam 14 and separates from the offset power cable 9. Specifically, the direction is changed at the wire clamp 13 below the inlet panel 12. The wire clamp 13 is used to fix the center power cable 11, and then extends towards the vehicle center line CC and is arranged on the first fixing frame 3. The first fixing frame 3 also has the function of unfolding the adjacent center power cable 11. Then, it is fixed to the second fixing frame 4 by the second cable tightening member 10, and finally extends longitudinally along the vehicle center to the connection point of the adjacent semi-permanent coupler 8, and enters the junction box 15 through the third cable tightening member 16. The second cable connector socket 18 on the other side of the junction box 15 is plugged into the power cable with connector plug on the adjacent vehicle, and is laid in a symmetrical arrangement at the bottom of the adjacent vehicle. When the power cables of the adjacent workshops are bridging, the cable connector socket and connector plug are plugged into each other, which improves the efficiency of vehicle coupling and uncoupling. During the arrangement of the central power cable 11, the stress generated by the first bending is overcome by the first fixing frame 3, and the stress generated by the second bending is overcome by the second fixing frame 4. The second cable tightening member 10 on the second fixing frame 4 has a certain spacing to unfold multiple central power cables 11, prevent them from rubbing against each other, and is adapted to the spacing of the third cable tightening member 16 on the junction box 15.

[0026] Furthermore, the above-mentioned crossover wiring structure is characterized by the following: before the power cable enters the crossover area between two adjacent vehicles, a first set of biased power cables 9 are separated and enter the crossover area from one side of the vehicle end. Another set of central power cables 11 changes direction before reaching the vehicle end and extends along the vehicle centerline CC into the crossover area. This wiring method realizes the crossover wiring of a total of 16 power cables at the vehicle end of the vehicle with transformer installed. It not only ensures that the power cables at the vehicle end will not rub against each other during vehicle movement, thus preventing rapid damage to the power cable structure, but also improves the reliability of the vehicle end crossover connection and the convenience of uncoupling and splicing, ensuring the operational safety of the vehicle.

[0027] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements 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 rail vehicle end cross wiring structure, comprising a power cable arranged at the bottom of a trailer and its adjacent motor car, a traction beam (14) is located on both sides of the center line of the trailer, characterized in that, The power cable includes bias power cable (9) and center power cable (11), the end of the traction beam (14) is provided with a crossover box (2), the bias power cable (9) is crossed to the motor car through the crossover box (2); The center power cable (11) is turned to extend along the center line before reaching the trailer end, a junction box (15) is arranged along the center line between the trailer end and the motor car end, and the center power cable (11) is crossed to the trailer through the junction box (15).

2. A track vehicle end-span wiring structure as claimed in claim 1, characterized in that The crossover box (2) is provided with an incoming line panel (12) and a connector panel (7) on both sides, the bias power cable (9) enters the crossover box (2) through the incoming line panel (12), and the bias power cable (9) is led out from the outgoing line port on the connector panel (7).

3. A rail vehicle end-span wiring structure as claimed in claim 2, characterized in that A first cable tightening piece (5) is arranged at the corresponding position of each bias power cable (9) on the incoming line panel (12).

4. A rail vehicle end-span wiring structure as claimed in claim 2, characterized in that A first cable connector socket (6) is arranged on the connector panel (7), and the bias power cable (9) on the motor car is connected to the first cable connector socket (6) through a connector plug.

5. The track vehicle end-span wiring structure according to claim 1, characterized in that, The motor car end and the trailer end are provided with a semi-permanent coupler (8) along the center line, and the junction box (15) is arranged at the connection position of the adjacent semi-permanent couplers (8).

6. A rail vehicle end-span wiring structure according to any one of claims 1 to 5, characterized in that, A traction beam cover plate (17) is fixed to the bottom of the traction beam (14), a first fixing frame (3) is arranged on the traction beam cover plate (17), and the center power cable (11) extends to the center line of the vehicle and is arranged on the first fixing frame (3).

7. A rail vehicle end-span wiring structure according to claim 5, characterized in that A second fixing frame (4) is arranged below the semi-permanent coupler (8), and a second cable tightening piece (10) for fixing the center power cable (11) is arranged on the second fixing frame (4).

8. The track vehicle end-span wiring structure according to claim 5, wherein Third cable tightening pieces (16) and second cable connector sockets (18) are arranged on both sides of the junction box (15), the center power cable (11) enters the junction box (15) through the third cable tightening pieces (16), and the second cable connector sockets (18) are connected to the center power cable (11) with a connector plug on the motor car.

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