Locomotive maintenance system

Abstract

The utility model discloses a locomotive maintenance system which comprises a locomotive traction power supply, a protection mechanism, a rotating mechanism and a control cabinet, the control cabinet is provided with an interlocking unit, and the control ends of the traction power supply, the protection mechanism and the rotating mechanism are respectively connected with the interlocking unit; the interlocking unit is used for generating a first signal and a second signal when the locomotive traction power supply supplies power to the locomotive, and generating a third signal and a fourth signal when the locomotive traction power supply stops supplying power to the locomotive; the first signal is used for controlling the protection mechanism to be at a first position, and the second signal is used for controlling the rotating mechanism to be at a second position; the third signal is used for controlling the protection mechanism to be at a third position, and the fourth signal is used for controlling the rotating mechanism to be at a fourth position; when the protection mechanism is arranged at the first position, the locomotive is allowed to enter the maintenance area, and when the protection mechanism is arranged at the third position, the locomotive is forbidden to enter the maintenance area; the locomotive is forbidden to be overhauled when the rotating mechanism is at the second position, and is allowed to be overhauled when the rotating mechanism is at the fourth position.

Description

Technical Field

[0001] This utility model relates to control technology, and more particularly to a locomotive maintenance system. Background Technology

[0002] Locomotive maintenance is crucial for ensuring the safety and efficiency of railway transportation. Locomotive maintenance includes routine maintenance and periodic maintenance. Routine maintenance, also known as operational maintenance, is mainly carried out during the intervals between daily train operations. This includes inspecting the train's exterior, such as for damage to the body and the integrity of the paint; inspecting the running gear, such as for abnormal wear or looseness in components like wheels and bogies; and conducting simple tests on the braking system to ensure good braking performance. This is usually performed by station maintenance personnel or onboard mechanics and generally does not involve large-scale disassembly or in-depth repairs. Periodic maintenance involves comprehensive overhauls of the train according to a set time cycle or mileage. Depending on the depth and scope of the maintenance, it can be divided into different levels, such as Level 1 and Level 2 maintenance. Level 1 maintenance mainly involves inspecting and maintaining key components of the train, such as the electrical system, braking system, and suspension system. This may involve the disassembly and replacement of some components, but the overall structural modifications to the train are relatively minor. Level 2 and higher maintenance are more in-depth and comprehensive, possibly requiring partial or complete disassembly of the train for detailed inspection, repair, and debugging of each system. For example, conducting a comprehensive inspection and maintenance of the engine, and updating and repairing the facilities inside the vehicle.

[0003] The locomotive maintenance system includes various maintenance platforms, equipment, and tools. Maintenance platforms are typically divided into different functional areas, such as mechanical maintenance areas, electrical maintenance areas, and painting areas. Maintenance equipment includes cranes, flaw detectors, testing equipment, and repair tools. This equipment should possess advanced technical performance and reliable quality to meet the diverse needs of train maintenance.

[0004] Currently, the equipment in the locomotive maintenance system usually operates independently, lacking interlocking and mutual control between different devices, which cannot effectively ensure the safety of personnel working in the maintenance yard. Utility Model Content

[0005] This utility model provides a locomotive maintenance system that effectively achieves the safety protection function for rail locomotives and personnel through interlocking and mutual control including the traction power supply.

[0006] This utility model embodiment provides a locomotive maintenance system, including:

[0007] The power supply for the traction device, the protective mechanism, the rotating mechanism, and the control cabinet;

[0008] The control cabinet is equipped with an interlock unit, and the control terminals of the traction power supply, the protective mechanism, and the rotating mechanism are respectively connected to the interlock unit;

[0009] The interlock unit is used to generate a first signal and a second signal when the traction power supply supplies power to the locomotive, and to generate a third signal and a fourth signal when the traction power supply stops supplying power to the locomotive.

[0010] The first signal is used to control the protective mechanism to be placed in a first position, and the second signal is used to control the rotating mechanism to be placed in a second position;

[0011] The third signal is used to control the protective mechanism to be placed in the third position, and the fourth signal is used to control the rotating mechanism to be placed in the fourth position;

[0012] When the protective mechanism is in the first position, the locomotive is allowed to enter the maintenance area; when the protective mechanism is in the third position, the locomotive is prohibited from entering the maintenance area.

[0013] When the rotating mechanism is in the second position, maintenance of the locomotive is prohibited; when the rotating mechanism is in the fourth position, maintenance of the locomotive is permitted.

[0014] Optionally, the rotation range of the rotating mechanism is 0~90°.

[0015] Optionally, it also includes segmented insulators, which are installed in the section of the high-voltage contact network at level crossings.

[0016] Optionally, the traction power supply is equipped with an automatic retraction device, which is used to retract the traction power supply to its initial position when the traction power supply is detached from the locomotive.

[0017] Optionally, the protective mechanism includes a derailer, which is positioned in the lower derailment according to the first signal and in the upper derailment according to the third signal.

[0018] Optionally, it also includes a switch machine, the derailer being connected to the switch machine, and the switch machine being connected to the interlocking unit;

[0019] The switch machine controls the derailer to derail downwards via the first signal, and the switch machine controls the derailer to derail upwards via the third signal.

[0020] Optionally, the control cabinet is equipped with a power supply button, which is used to control the traction power supply to provide power to the locomotive.

[0021] Optionally, the traction power supply is connected to the locomotive via a plug.

[0022] Optionally, the control cabinet is configured to generate the third signal and the fourth signal when the plug is disconnected from the locomotive.

[0023] Optionally, the maintenance area is also equipped with a preparation shed.

[0024] Compared with existing technologies, the advantages of this utility model are as follows: This utility model proposes a locomotive maintenance system, which includes a traction power supply, a protective mechanism, a rotating mechanism, and a control cabinet. The control cabinet includes an interlock unit, which interlocks the control signals of the traction power supply with those of the protective and rotating mechanisms. When the locomotive stops at a fixed position and the traction power supply connects to the locomotive, the interlock signal controls the protective and rotating mechanisms to operate according to specified logic, allowing the locomotive to enter the maintenance yard via the track. When the locomotive enters the maintenance yard platform for maintenance and the traction power supply stops supplying power, the interlock signal controls the protective and rotating mechanisms to operate according to specified logic, preventing locomotives outside the maintenance yard from entering. This prevents locomotive driver misoperation or traction power supply misoperation from leading other vehicles onto the track where the locomotive is being maintained. Attached Figure Description

[0025] Figure 1 This is a block diagram of the locomotive maintenance system in the embodiment. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0027] Figure 1 This is a structural block diagram of the locomotive maintenance system in the embodiment, for reference. Figure 1 The locomotive maintenance system includes:

[0028] The traction power supply 100, the protective mechanism 200, the rotating mechanism 300, and the control cabinet;

[0029] The control cabinet is equipped with an interlock unit 400, and the control terminals of the traction power supply 100, the protective mechanism 200, and the rotating mechanism 300 are respectively connected to the interlock unit 400;

[0030] The interlock unit 400 is used to generate a first signal and a second signal when the traction power supply 100 supplies power to the locomotive, and to generate a third signal and a fourth signal when the traction power supply 400 stops supplying power to the locomotive.

[0031] The first signal is used to control the protective mechanism 200 to be placed in the first position, and the second signal is used to control the rotating mechanism 300 to be placed in the second position;

[0032] The third signal is used to control the protective mechanism 200 to be in the third position, and the fourth signal is used to control the rotating mechanism 400 to be in the fourth position.

[0033] When the protective mechanism 200 is in the first position, the locomotive enters the maintenance area; when the protective mechanism 200 is in the third position, the locomotive is prohibited from entering the maintenance area.

[0034] When the rotating mechanism 300 is in the second position, locomotive maintenance is prohibited; when the rotating mechanism 300 is in the fourth position, locomotive maintenance is permitted.

[0035] In this scheme, the traction power supply 100 is mainly used for the maintenance and debugging of locomotives. During the maintenance of locomotives, the traction power supply can provide power to the locomotives, enabling them to move slowly in the maintenance workshop, which facilitates maintenance personnel to inspect and repair various parts of the locomotives.

[0036] For example, when it is necessary to inspect the running gear at the bottom of the locomotive, the locomotive can be moved to a suitable position using the traction power supply so that maintenance personnel can carry out the operation.

[0037] During the locomotive commissioning phase, the traction power supply can simulate actual operating conditions to test and adjust the locomotive's electrical and braking systems. Driven by the traction power supply, the locomotive's performance at different speeds can be monitored, ensuring that all systems function correctly before the locomotive is put into formal operation.

[0038] Within the maintenance area (railway depot), the traction power supply can be used for the movement and dispatching of locomotives within the depot. When it is necessary to move a locomotive from one parking space to another, or to transfer a locomotive from the maintenance area within the depot to the exit track, the traction power supply provides a convenient power source. This improves the dispatching efficiency of locomotives within the depot and reduces the labor intensity and safety risks associated with manually pushing locomotives.

[0039] A locomotive power supply typically includes a power module, a control module, and a mechanical structure. The power module is the core component of the locomotive power supply, responsible for providing a stable power output. It usually uses rechargeable battery packs or generator sets as its power source and can output DC or AC power of different voltage and current levels to meet the needs of different types of locomotives.

[0040] To ensure the reliability and stability of the power supply, power modules are typically equipped with a charging management system, overcurrent protection devices, and short-circuit protection devices. The charging management system can intelligently charge the battery pack, extending battery life; the overcurrent and short-circuit protection devices can promptly cut off the power output in case of abnormal conditions, protecting the safety of the locomotive and traction power equipment.

[0041] The control module controls the output power, voltage, and current of the locomotive's power supply, as well as the speed and direction of the locomotive. It typically consists of a microprocessor, sensors, and controllers, and can automatically adjust the power output parameters based on user commands and the locomotive's actual needs to achieve precise speed and position control.

[0042] The control module can also communicate with the locomotive's control system to enable coordinated operation between the traction power supply and the locomotive. For example, when the locomotive brakes, the control module can receive the locomotive's braking signal and automatically reduce the power output to cooperate with the locomotive's braking operation;

[0043] The mechanical structure of a tractor power supply mainly includes a casing, wheels, and a drawbar. The casing protects the internal equipment and also facilitates its transport and installation. The wheels typically use rubber tires or steel rims for movement under various conditions. The drawbar connects the tractor power supply to the locomotive, transmitting traction and braking forces.

[0044] In this solution, the protective mechanism 200 is used to prevent the locomotive from moving, slipping, or entering prohibited areas. Depending on different needs and scenarios, different protective mechanisms 200 can be selected to ensure driving safety. For example, the protective mechanism 200 may include wheel stoppers, derailers, etc.

[0045] In this solution, the rotating mechanism 300 includes a rotatable maintenance platform. The maintenance platform is used to ensure personnel safety. Locomotive maintenance usually involves working at heights and operating complex mechanical structures. The maintenance platform provides workers with a solid and stable standing and operating space, preventing personnel from falling from heights and reducing the risk of safety accidents.

[0046] The maintenance platform allows staff to more easily access various parts of the locomotive, including the electrical equipment on the top, the mechanical transmission components in the middle, and the running gear at the bottom, so that maintenance operations can be carried out in a suitable location, thus improving work efficiency.

[0047] In this solution, the maintenance platform may include a multi-layer platform, such as a two- or three-layer platform. The multi-layer maintenance platform can expand the working area in the vertical direction and distribute different maintenance operations on different levels, avoiding space congestion caused by a single planar layout.

[0048] For example, the maintenance of the locomotive's bottom running gear can be arranged on a lower level, the maintenance of the middle mechanical components can be arranged on an intermediate level, and the maintenance of the top electrical equipment can be arranged on a higher level, so that the maintenance work of each part does not interfere with each other, while making efficient use of space.

[0049] Multi-level platforms mean that more workers can be accommodated for maintenance work at the same time, improving the overall operational capacity of the workshop. Different levels can be assigned to different maintenance teams, enabling multi-station parallel operations and greatly shortening the locomotive maintenance time. The multi-level maintenance platform can be rationally laid out according to the locomotive maintenance process, allowing the locomotive to flow sequentially between different levels, realizing streamlined maintenance operations.

[0050] For example, the locomotive first undergoes preliminary inspection and disassembly at the bottom level, then moves to the middle level for in-depth maintenance and component replacement, and finally is tested and accepted at the top level. The entire process is smoother and more efficient. This assembly line operation method helps improve work efficiency, reduces the time locomotives spend in the workshop, and increases locomotive turnaround rate.

[0051] In this scheme, the interlock unit 400 is used to generate control signals for controlling the protective mechanism and the rotating mechanism based on the start signal or stop signal of the traction power supply, thereby ensuring that the traction power supply, the protective mechanism and the rotating mechanism work in the specified working state combination;

[0052] Specifically, when the interlock unit 400 generates a traction power start signal, the interlock generates the first signal and the second signal; when the interlock unit generates a traction power stop signal, the interlock generates the third signal and the fourth signal.

[0053] The first signal is used to control the protective mechanism 200 to be placed in the first position, and the second signal is used to control the rotating mechanism 300 to be placed in the second position;

[0054] The third signal is used to control the protective mechanism 200 to be in the third position, and the fourth signal is used to control the rotating mechanism 300 to be in the fourth position.

[0055] When the protective mechanism 200 is in the first position, the locomotive is allowed to enter the maintenance area (towed by the traction power supply 100). When the protective mechanism 200 is in the third position, the locomotive is prohibited from entering the maintenance area (using the protective mechanism 200).

[0056] When the rotating mechanism 300 is in the second position, maintenance of the locomotive is prohibited (maintenance workers are prohibited from entering the maintenance platform). When the rotating mechanism 300 is in the fourth position, maintenance of the locomotive is permitted (maintenance workers are allowed to enter the maintenance platform).

[0057] In this solution, the interlocking unit 400 can be designed based on the relay circuit. The relay circuit can include the interlocking circuit and the interlocking control circuit. The logical relationship between the above-mentioned traction power start signal, traction power stop signal and the first signal to the fourth signal is realized based on the interlocking circuit and the interlocking control circuit.

[0058] In this scheme, the first to fourth signals can be motor control signals. Specifically, by controlling the forward and reverse rotation of the corresponding motor, the protective mechanism can be controlled to be placed in the first and third positions, and the rotating mechanism can be controlled to be placed in the second and fourth positions.

[0059] In this scheme, the specific circuit structure of the interlock circuit and the interlock control circuit is not limited. It is determined according to the specific equipment and the corresponding relay structure of the traction power supply, the protection mechanism and the rotating mechanism.

[0060] In this design, the protective mechanism and the rotating mechanism can each include an interlock circuit. The interlock circuit is mainly used to prevent two or more operations from occurring simultaneously, avoiding equipment damage or safety accidents due to misoperation. For example, in the forward and reverse rotation control of a motor, it is necessary to prevent the forward contactor and the reverse contactor from closing at the same time to avoid causing a short circuit in the power supply.

[0061] Taking a protective mechanism as an example, depending on the controlled object and operational requirements, two relays can be used to control forward and reverse rotation respectively. The normally closed contact of the forward rotation relay is connected in series with the coil of the reverse rotation relay, and the normally closed contact of the reverse rotation relay is connected in series with the coil of the forward rotation relay. Thus, when the forward rotation relay is energized (e.g., configured to generate a first signal), its normally closed contact opens, preventing the reverse rotation relay from being energized; similarly, when the reverse rotation relay is energized (e.g., configured to generate a third signal), its normally closed contact opens, preventing the forward rotation relay from being energized.

[0062] Furthermore, based on the circuit diagram, the control logic of each relay can be determined. For example, in the forward and reverse control of the motor, pressing the forward button energizes the forward relay, causing the motor to rotate forward; pressing the reverse button energizes the reverse relay, causing the motor to rotate in reverse.

[0063] In this scheme, an interlocking control circuit can be set between the traction power supply, the protective mechanism and the rotating mechanism. The interlocking control circuit is used to ensure that multiple operations are performed in a specific sequence to ensure the safe and stable operation of the equipment. In this scheme, specifically, when the traction power supply start signal is generated, the interlock generates the first signal and the second signal; when the traction power supply stop signal is generated, the interlock generates the third signal and the fourth signal.

[0064] When designing interlocking control circuits, select appropriate relays based on the number and requirements of the interlocked control objects. Multiple relays can be used to control each device separately, or relays with multiple contacts can be used to achieve interlocking control. Simultaneously, determine the control method, such as push-button control or automatic control.

[0065] In this scheme, when the traction power is started, the normally closed contact of relay A is used to disconnect the motor reverse control circuit (denoted as contactor KM2 coil circuit), and when the traction power is stopped, the normally open contact of relay A is used to close the motor forward control circuit (denoted as contactor KM1 coil circuit).

[0066] When the motor corresponding to the traction power source rotates forward, the motors corresponding to the protective mechanism and the rotating mechanism rotate in reverse (the protective mechanism is in the first position and the rotating mechanism is in the second position). At this time, relay B or C is energized, and its normally closed contact disconnects the motor reverse control circuit.

[0067] One approach is to connect the start button of the traction power supply in series with the coil of relay A and then connect them to the power source. This way, when the start button of the traction power supply is pressed, the coil of relay A is energized.

[0068] Connect the stop button of the traction power supply in series with another connection point of the coil of relay A, and then connect it to the other end of the power supply. This way, when the stop button of device A is pressed, the coil of relay A is de-energized.

[0069] Connect the normally open contact of relay A in series with the coil of contactor KM1 and then connect it to the power supply. When relay A is energized, its normally open contact closes, the coil of contactor KM1 is energized, and the motor rotates forward.

[0070] The coil of contactor KM2 is connected in series with the normally closed contacts of relays A, B, and C, and then connected to the power supply. When relays A, B, and C are not energized, these normally closed contacts close, the coil of contactor KM2 is energized, and the motor reverses. When equipment A starts or equipment B and C operate and need to stop reversing, the corresponding normally closed contacts open, the coil of contactor KM2 is de-energized, and the motor stops reversing.

[0071] Connect the start button of the traction power supply in series with the coils of relays B and C, and then connect them to the power source. When the start button of the traction power supply is pressed, the coils of relays B and C are energized. Connect the normally open contacts of relays B and C in series with the coil of contactor KM2, and then connect them to the power source. When relays B and C are energized, their normally open contacts close, the coil of contactor KM2 is energized, and the motor reverses direction.

[0072] Connect the stop button of the traction power supply in series with another connection point of the coils of relays B and C, and then connect it to the other end of the power supply. When the stop button of the traction power supply is pressed, the coils of relays B and C are de-energized. Connect the normally closed contacts of relays B and C in series with the coil of contactor KM1, and then connect it to the power supply. When relays B and C are de-energized, their normally closed contacts close, the coil of contactor KM1 is energized, and the motor rotates forward.

[0073] This embodiment proposes a locomotive maintenance system, which includes a traction power supply, a protective mechanism, a rotating mechanism, and a control cabinet. The control cabinet includes an interlock unit. Based on this interlock unit, the control signals of the traction power supply, the protective mechanism, and the rotating mechanism are interlocked into a control signal. When the locomotive stops at a fixed position and the traction power supply connects to the locomotive, after the traction power supply provides power to the locomotive, the interlock signal controls the protective mechanism and the rotating mechanism to operate according to specified logic, allowing the locomotive to enter the maintenance yard via the track. When the locomotive enters the maintenance yard platform for maintenance and the traction power supply stops supplying power, the interlock signal controls the protective mechanism and the rotating mechanism to operate according to specified logic, preventing locomotives and vehicles outside the maintenance yard from entering. This prevents locomotive driver misoperation or traction power supply misoperation from leading other vehicles onto the track where the locomotive is being maintained.

[0074] exist Figure 1 Based on the scheme shown, in one possible implementation, the rotation range of the rotating mechanism is set to 0~90°.

[0075] For example, in this solution, during maintenance, the rotating mechanism moves to a 90° position perpendicular to the track where the locomotive to be maintained is located. When the locomotive enters the maintenance area, the rotating mechanism moves to a 0° position parallel to the track where the locomotive to be maintained is located.

[0076] For example, in this solution, the maintenance platform for the rotating mechanism is located within the maintenance yard. Workers can enter the vehicle via the second-level platform and ascend to the top via the third-level platform to perform maintenance work. Each end of the maintenance platform has a set of end rotating platforms for the inspection and maintenance of the vehicle's front end. When the end rotating platforms rotate 90 degrees and are perpendicular to the track direction, workers can use the platforms to inspect some components of the vehicle's front end. After maintenance is completed, the end rotating platforms are retracted.

[0077] Based on any of the aforementioned schemes, in one possible implementation, the locomotive maintenance system further includes a sectional insulator, which is installed in the section of the high-voltage contact network at the level crossing.

[0078] In this scheme, the segmented insulator is used to realize the electrical segmentation of the contact network, so that different power supply zones are electrically isolated from each other, which facilitates fault handling, maintenance and repair and flexible switching of different power supply modes;

[0079] When one of the power supply zones fails or needs maintenance, the sectional insulator can isolate that zone from the other zones without affecting the normal power supply to the other zones.

[0080] The sectional insulator facilitates the operation of the locomotive, which is powered by the high-voltage contact network outside the maintenance area and by the traction power supply after passing the sectional insulator.

[0081] Based on any of the aforementioned schemes, in one possible implementation, the traction power supply is equipped with an automatic retraction device, which is used to retract the traction power supply to its initial position when it is detached from the locomotive.

[0082] For example, in this solution, the automatic recycling device may include a winding mechanism, a drive device, a control unit, a guide device, a fixing device, etc.

[0083] The cable winding mechanism can consist of a drum, a shaft, and bearings. The drum is used to wind the connecting cable of the traction power supply, and the shaft is mounted on a bracket via bearings, allowing it to rotate freely. The function of the cable winding mechanism is to automatically wind the cable onto the drum after the traction power supply has been used, preventing the cable from becoming tangled.

[0084] The drive unit can be an electric motor, hydraulic motor, or pneumatic motor, etc. The drive unit is connected to the shaft of the winding mechanism via a transmission mechanism, providing power to the winding. The choice of drive unit depends on the operating environment and requirements of the power supply; for example, a pneumatic motor may be necessary in an explosion-proof environment.

[0085] The control unit may include a controller, sensors, etc. The controller receives signals from the sensors and controls the operation of the drive unit according to a preset program. The sensors can detect parameters such as the position of the traction power supply and the tension of the cable, providing feedback information to the control unit.

[0086] The guiding device can consist of guide wheels, guide rails, etc. It guides the winding direction of the cable, ensuring it is neatly wound onto the drum. Guide wheels are typically mounted on both sides of the drum and work in conjunction with the guide rails to prevent the cable from deviating from the track during retrieval.

[0087] The fixing device is used to secure the automatic recovery unit to the storage location of the traction power supply or other suitable place. The fixing device can be made of bolts, welding, etc., to ensure that the automatic recovery unit will not move or shake during operation.

[0088] For example, in this solution, after the trolley power supply is used up, the operator separates the trolley power supply from the vehicle and moves it to a nearby storage location. At this time, the control unit's sensor detects the position signal of the trolley power supply and transmits it to the controller;

[0089] The controller starts the drive unit according to the preset program, which drives the rotating shaft of the winding mechanism to rotate, starting the cable winding process. During the winding process, the guide device guides the cable to be neatly wound onto the drum;

[0090] As the cable is continuously wound, the sensor monitors the cable tension in real time. When the cable tension reaches a preset value, the controller adjusts the rotation speed of the drive unit to maintain the cable tension within a suitable range. This prevents the cable from being too loose or too tight, which could affect the recycling effect.

[0091] Once the cable is completely wound onto the drum, the controller stops the drive unit, completing the automatic retraction process. At this point, the traction power supply is safely stored in a designated location, ready for the next use.

[0092] Based on any of the aforementioned schemes, in one possible implementation, the protective mechanism includes a derailer, which is positioned in a lower derailment according to a first signal and in an upper derailment according to a third signal.

[0093] For example, in this solution, the derailer is used to prevent vehicles from accidentally slipping into specific hazardous areas, such as track sections undergoing construction or maintenance. When the derailer is installed, once a vehicle enters the area, its wheels will be lifted by the derailer and derailed, thereby preventing greater accidents and losses.

[0094] Based on any of the aforementioned schemes, in one possible implementation scheme, the locomotive maintenance system further includes a switch machine, a derailer connected to the switch machine, and the switch machine connected to an interlocking unit.

[0095] The switch machine controls the derailer to derail downwards via a first signal, and controls the derailer to derail upwards via a third signal.

[0096] For example, in this solution, the derailer is driven by a switch machine to achieve derailment and derailment. Currently, the derailer and the switch machine are installed independently. The derailer is first installed on the rail, and the switch machine is installed on a steel frame on one side of the rail, forming a control logic relationship.

[0097] Based on any of the aforementioned schemes, in one possible implementation scheme, the control cabinet is equipped with a power supply button, which is used to control the traction power supply to provide power to the locomotive.

[0098] For example, in this solution, a traction power start signal can be generated when the power button is pressed, and a traction power stop signal can be generated when the power button is reset.

[0099] Based on any of the aforementioned schemes, in one possible implementation scheme, the traction power supply is configured to be connected to the locomotive via a plug.

[0100] For example, in this solution, the connection or disconnection of the power supply plug to the locomotive is performed manually.

[0101] For example, in this solution, the locomotive traction power supply utilizes a sliding contact line and a plug to supply power to the locomotive, enabling the locomotive to operate in an area without electricity. The power supply is installed 3.8 meters above the ground, using a special inwardly rolled-edge cable tray with a built-in sliding contact line. A trolley that travels along the cable tray is mounted on the inner rolled edge. The trolley contacts the sliding contact line via a current collector, and power is transmitted to the locomotive via a cable fixed below the trolley. Since the locomotive is powered by the plug, a high-voltage contact network is not required in this area, creating a power-free zone and ensuring the safety of the operators.

[0102] Based on any of the aforementioned schemes, in one possible implementation scheme, the control cabinet is configured to generate a third signal and a fourth signal when the plug is disconnected from the locomotive.

[0103] For example, in this solution, a control cabinet can be configured to detect the voltage at the connection point between the locomotive and the traction power supply. Based on the voltage detection signal, it can be determined whether the plug of the traction power supply is disconnected from the locomotive. When disconnected, a traction power supply stop signal is generated through the control cabinet, and then a third signal and a fourth signal are generated through the interlock unit.

[0104] Based on any of the aforementioned schemes, in one feasible implementation, the maintenance area is also equipped with a preparation shed.

[0105] For example, in this solution, the maintenance shed is used to house locomotives and perform various operations. Inside the maintenance shed, a comprehensive inspection of the locomotive can be conducted, including the mechanical, electrical, and braking systems, to promptly identify potential faults and problems; the locomotive can be cleaned and wiped down to maintain its clean appearance; key components can be lubricated and maintained to extend its service life; fuel (such as diesel, electricity, etc.), water, and other necessary supplies can be added to ensure sufficient power and resources for operation; and when the locomotive is waiting for dispatch or undergoing maintenance, the maintenance shed can serve as a temporary storage area, ensuring the safe and orderly management of the locomotive.

[0106] Based on any of the aforementioned schemes, in one possible implementation scheme, the locomotive maintenance system is configured to include a traction power supply, a section insulator, a derailer, a switch machine, a rotating mechanism, and a control cabinet.

[0107] The control cabinet is equipped with an interlocking unit. The control terminals of the traction power supply and the rotating mechanism are connected to the interlocking unit. The derailer is connected to the switch machine, and the switch machine is connected to the interlocking unit. The sectional insulator is installed in the section of the high-voltage contact network at the level crossing.

[0108] In this plan, the locomotive is powered by a high-voltage overhead contact line before entering the maintenance yard. However, before entering the maintenance shed in the maintenance area, a sectional insulator is installed at the level crossing (pedestrian passage). After entering the maintenance shed, there is no overhead contact line power supply, forming a power-free zone.

[0109] In this scheme, the switch machine signal controlling the derailer and the signal controlling the rotating mechanism are incorporated into the traction power supply interlocking control. When the locomotive stops at a fixed position, the traction power plug is connected to the locomotive. When the control cabinet selects the traction power supply button, the interlocking signal controls the derailer to disengage. At the same time, the end rotating mechanism of the maintenance platform of the rotating mechanism retracts, and the locomotive and rolling stock can enter the maintenance yard through the track.

[0110] After the locomotive enters the maintenance platform for repairs, workers disconnect the locomotive plug from the locomotive, and the traction trolley returns to its original position via the automatic retraction device. At this time, the control cabinet of the traction power supply activates the derailment device, preventing the locomotive and rolling stock from entering the track, thus preventing accidental operation by the locomotive driver or the traction power supply, which could lead other vehicles onto the track.

[0111] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A locomotive maintenance system, characterized in that, include: The power supply for the traction device, the protective mechanism, the rotating mechanism, and the control cabinet; The control cabinet is equipped with an interlock unit, and the control terminals of the traction power supply, the protective mechanism, and the rotating mechanism are respectively connected to the interlock unit; The interlock unit is used to generate a first signal and a second signal when the traction power supply supplies power to the locomotive, and to generate a third signal and a fourth signal when the traction power supply stops supplying power to the locomotive. The first signal is used to control the protective mechanism to be placed in a first position, and the second signal is used to control the rotating mechanism to be placed in a second position; The third signal is used to control the protective mechanism to be placed in the third position, and the fourth signal is used to control the rotating mechanism to be placed in the fourth position; When the protective mechanism is in the first position, the locomotive is allowed to enter the maintenance area; when the protective mechanism is in the third position, the locomotive is prohibited from entering the maintenance area. When the rotating mechanism is in the second position, maintenance of the locomotive is prohibited; when the rotating mechanism is in the fourth position, maintenance of the locomotive is permitted.

2. The locomotive maintenance system as described in claim 1, characterized in that, The rotation range of the rotating mechanism is 0~90°.

3. The locomotive maintenance system as described in claim 1, characterized in that, It also includes segmented insulators, which are installed in the sections of the high-voltage contact network at level crossings.

4. The locomotive maintenance system as described in claim 1, characterized in that, The traction power supply is equipped with an automatic retraction device, which is used to retract the traction power supply to its initial position when it detaches from the locomotive.

5. The locomotive maintenance system as described in claim 1, characterized in that, The protective mechanism includes a derailer, which is positioned in the lower derailment according to the first signal and in the upper derailment according to the third signal.

6. The locomotive maintenance system as described in claim 5, characterized in that, It also includes a switch machine, the derailer is connected to the switch machine, and the switch machine is connected to the interlocking unit; The switch machine controls the derailer to derail downwards via the first signal, and the switch machine controls the derailer to derail upwards via the third signal.

7. The locomotive maintenance system as described in claim 1, characterized in that, The control cabinet is equipped with a power supply button, which is used to control the traction power supply to provide power to the locomotive.

8. The locomotive maintenance system as described in claim 1, characterized in that, The traction power supply is connected to the locomotive via a plug.

9. The locomotive maintenance system as described in claim 1, characterized in that, The control cabinet is configured to generate the third and fourth signals when the plug is disconnected from the locomotive.

10. The locomotive maintenance system as described in claim 1, characterized in that, The maintenance area is also equipped with a preparation shed.

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