Emergency command equipment for railway electric service faults

Abstract

The utility model relates to emergency command application equipment for railway electric service faults, and relates to the technical field of railway electric service fault monitoring. The emergency command application equipment for the railway electric service fault comprises an equipment body, a safety door, a connecting assembly and a driving assembly. The equipment body is provided with a containing cavity and an opening communicating with the containing cavity. The safety door is arranged at the opening of the equipment body. The connecting assembly is connected with the equipment body and the safety door. The connecting assembly limits the safety door to be separated from the equipment body in the thickness direction of the safety door. The driving assembly is connected with the equipment body and the safety door. The driving assembly drives the safety door to move in the first direction so as to control the shielding degree of the safety door to the opening. The thickness direction is perpendicular to the first direction. According to the emergency command application equipment for the railway electric service fault, the equipment door can be conveniently opened, detection and maintenance of the equipment are facilitated, and the stability and safety of railway operation are improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to railway electric service fault monitoring technical field especially relates to a kind of emergency command equipment of railway electric service fault. BACKGROUND

[0002] The emergency command equipment of railway electric service fault plays a vital role in railway operation. The main role of these devices is to provide quick and efficient command and dispatch in the event of railway electric service equipment failure or emergency, to ensure the safety and smoothness of railway operation. Although there are many types of emergency command equipment for railway electric service fault on the market, there are still some problems in actual application, such as the inconvenience of opening the equipment door of the emergency command equipment for railway electric service fault, which makes it difficult for staff to open the safety door of the equipment in time to detect and maintain the internal equipment or handle faults, thereby affecting the stability and safety of railway operation. SUMMARY

[0003] The utility model provides a kind of emergency command equipment of railway electric service fault, can realize the opening of equipment door conveniently, facilitate the detection and maintenance of emergency command equipment for railway electric service fault, improve the stability and safety of railway operation.

[0004] The present application provides an emergency command equipment for railway electric service fault, comprising: a device body, the device body is provided with a receiving chamber and an opening communicating with the receiving chamber; a safety door is provided at the opening of the device body; a connecting assembly is connected to the device body and the safety door respectively, and the connecting assembly limits the safety door from separating from the device body in the thickness direction of the safety door; and a driving assembly is connected to the device body and the safety door respectively, and the driving assembly drives the safety door to move in a first direction to control the degree of the safety door blocking the opening, and the thickness direction is perpendicular to the first direction.

[0005] According to the foregoing embodiment of the present application, the driving assembly includes a first transmission assembly, a second transmission assembly and a driving member, the first transmission assembly is connected to the device body and the safety door respectively, the first transmission assembly is in transmission connection with the second transmission assembly, and the driving member is in driving connection with the second transmission assembly.

[0006] According to any one of the foregoing embodiments of the present application, the first transmission assembly includes a guide portion and a transmission portion, the guide portion is provided on the device body, and the guide portion extends in the first direction, the transmission portion is provided on the safety door, and the transmission portion is in transmission cooperation with the guide portion to drive the safety door to move in the first direction.

[0007] According to any one of the preceding embodiments of the present application, the guide portion comprises a rack extending in the first direction, the transmission portion comprises a gear engaged with the guide portion, and the second transmission assembly is in transmission connection with the gear to drive the gear to rotate and move the safety door along the rack.

[0008] According to any one of the preceding embodiments of the present application, the second transmission assembly comprises a driving gear, a driven gear, and a transmission member, the driving gear is in driving connection with the driving member, the driving gear is in transmission connection with the driven gear through the transmission member, and the driven gear is in transmission connection with the first transmission assembly.

[0009] According to any one of the preceding embodiments of the present application, the connecting assembly comprises a limiting rod and a limiting frame, the limiting rod is installed on the device body, the limiting frame is installed on the safety door, the limiting rod is movably connected with the limiting frame along the length direction of the limiting rod, and the length direction is parallel to the first direction.

[0010] According to any one of the preceding embodiments of the present application, the limiting rod is provided with a mounting groove along the length direction of the limiting rod, and the limiting frame is provided with a roller, the roller is in rolling cooperation with the mounting groove.

[0011] According to any one of the preceding embodiments of the present application, the limiting rod is provided with a limiting portion at each end along the length direction of the limiting rod, and the limiting portion is used to limit the movement of the safety door along the axial direction of the limiting rod.

[0012] According to any one of the preceding embodiments of the present application, the emergency command device for railway electric service failure further comprises a display provided in the accommodating chamber and hinged to the device body, and an angle adjusting assembly connected with the display and capable of adjusting the angle of the display.

[0013] According to any one of the preceding embodiments of the present application, the angle adjusting assembly comprises a second screw rod in rotational connection with the device body, a second nut sleeve provided on the second screw rod, and a supporting rod having one end hinged to the display and the other end hinged to the second nut.

[0014] According to the emergency command device for railway electric service failure provided by the embodiment of the application, the driving assembly is connected with the safety door and the device body, and is responsible for driving the safety door to move in the first direction (i.e. the direction parallel to the opening plane). The movement can control the shielding degree of the safety door to the opening, so as to realize the complete closure or partial opening of the opening. When the containing chamber of the device body needs to be accessed, the driving assembly is started to drive the safety door to move in the first direction, so that the opening is partially or completely opened. After the operation is completed, the driving assembly moves the safety door back to the original position to re-close the opening. The opening and closing of the safety door is very simple and fast, so as to facilitate the daily operation and device maintenance, provide strong support for the emergency command of the railway electric service failure, and improve the stability and safety of the railway operation. BRIEF DESCRIPTION OF DRAWINGS

[0015] In the following, the utility model will be described in more detail based on the embodiments and with reference to the drawings.

[0016] Figure 1 is a structural schematic view of the emergency command device for railway electric service failure in an embodiment of the application;

[0017] Figure 2 is still another structural schematic view of the emergency command device for railway electric service failure in an embodiment of the application.

[0018] Reference signs:

[0019] 1000 - emergency command device for railway electric service failure;

[0020] 100 - device body;

[0021] 200 - safety door;

[0022] 300 - connecting assembly; 310 - limiting rod; 311 - limiting part; 320 - limiting frame;

[0023] 400 - driving assembly; 410 - first transmission assembly; 411 - guide part; 412 - transmission part; 420 - second transmission assembly; 421 - driving wheel; 422 - driven wheel; 423 - transmission member;

[0024] 500 - display;

[0025] 600 - angle adjusting assembly; 610 - second lead screw; 620 - second nut; 630 - support rod.

[0026] X - first direction; Y - thickness direction. DETAILED DESCRIPTION

[0027] The utility model will be further described below in combination with the drawings.

[0028] The utility model provides a kind of emergency command equipment of railway electric service fault, equipment door can be conveniently opened, the detection maintenance of emergency command equipment of railway electric service fault is facilitated, and the stability and security of railway operation are improved.

[0029] Figure 1 It is the structure schematic view of emergency command equipment of railway electric service fault in an embodiment of the application. Figure 1 As shown in the application embodiment provides a kind of emergency command equipment 1000 of railway electric service fault.The emergency command equipment 1000 of railway electric service fault includes device body 100, safety door 200, connecting assembly 300 and drive assembly 400.Device body 100 is provided with containing chamber and the opening being communicated with containing chamber.Safety door 200 is set in the opening of device body 100.Connecting assembly 300 is connected with device body 100 and safety door 200 respectively.Connecting assembly 300 limits safety door 200 and separates from device body 100 in the thickness direction Y of safety door 200.Drive assembly 400 is connected with device body 100 and safety door 200 respectively.Drive assembly 400 drives safety door 200 to move along the first direction X, to control the degree of safety door 200 and the opening shielding.Thickness direction Y and the first direction X are perpendicular.

[0030] Device body 100 has containing chamber, for installing and depositing the various electronic components, communication equipment etc. required by emergency command, and the opening being communicated with containing chamber is a main passageway when daily operation and equipment maintenance.Safety door 200 is arranged at the opening, for closing opening when necessary, protect equipment from outside environment interference or damage.

[0031] Connecting assembly 300 is connected with device body 100 and safety door 200 respectively, and its main function is to limit safety door 200 and separate from device body 100 in the thickness direction Y (i.e. the direction perpendicular to the plane of opening).This guarantees the stability and reliability of safety door 200 when closing, prevent accidental opening due to external force.

[0032] According to the emergency command device 1000 for railway electric power failure of the embodiment of the present application, the driving assembly 400 is connected with the safety door 200 and the device body 100, and it is responsible for driving the safety door 200 to move along the first direction X (i.e. the direction parallel to the opening plane). This movement can control the degree of the safety door 200 blocking the opening, so as to realize the complete closure or partial opening of the opening. When it is necessary to access the containing chamber of the device body 100, the driving assembly 400 will start to drive the safety door 200 to move along the first direction X, so as to partially or completely open the opening. When the operation is completed, the driving assembly 400 will move the safety door 200 back to the original position to re-close the opening, so that the opening and closing of the safety door 200 becomes very simple and fast, thereby facilitating the daily operation and device maintenance, and providing strong support for the emergency command of railway electric power failure.

[0033] As shown in Figure 1 In some embodiments, the driving assembly 400 includes a first transmission assembly 410 and a second transmission assembly 420, and a driving member. The first transmission assembly 410 is connected with the device body 100 and the safety door 200 respectively. The first transmission assembly 410 is in transmission connection with the second transmission assembly 420. The driving member is in driving connection with the second transmission assembly 420.

[0034] In the embodiment, through the precise control of the driving member, the precise adjustment of the moving speed and position of the safety door 200 can be realized. The driving member drives the second transmission assembly 420, and transmits the power to the first transmission assembly 410 through the second transmission assembly 420. The first transmission assembly 410 receives the power from the driving member and transmits it to the safety door 200 to control the movement of the safety door 200. Through the precise control of the driving member, the precise adjustment of the moving speed and position of the safety door 200 can be realized. At the same time, through the transmission connection of the first transmission assembly 410 and the second transmission assembly 420, the structure of the driving assembly 400 is more compact and reasonable.

[0035] As shown in Figure 1 In some embodiments, the first transmission assembly 410 includes a guide part 411 and a transmission part 412. The guide part 411 is arranged on the device body 100, and the guide part 411 extends along the first direction X. The transmission part 412 is arranged on the safety door 200, and the transmission part 412 is in transmission cooperation with the guide part 411 to drive the safety door 200 to move along the first direction X.

[0036] In the present embodiment, the guide portion 411 is fixedly arranged on the device body 100, and is designed to provide a stable moving path for the transmission portion 412. The guide portion 411 extends along the first direction X (i.e. the direction parallel to the opening plane), ensuring that the transmission portion 412 can move smoothly along this direction. The transmission portion 412 is arranged on the safety door 200, and is integrated with the safety door 200 or is fixedly connected with the safety door 200 in some way. The transmission portion 412 is designed to be in transmission cooperation with the guide portion 411, i.e. when the transmission portion 412 moves along the guide portion 411, it can drive the safety door 200 to move. When the driving member is activated and drives the second transmission assembly 420, the second transmission assembly 420 will transmit power to the transmission portion 412 of the first transmission assembly 410. After receiving the power, the transmission portion 412 will move along the guide portion 411. Since the transmission portion 412 is connected with the safety door 200, the safety door 200 will also move with the transmission portion 412.

[0037] As shown in Figure 1 some embodiments, the guide portion 411 includes a rack extending along the first direction X. The transmission portion 412 includes a gear meshing with the guide portion 411. The second transmission assembly 420 is in transmission connection with the gear, to drive the gear to rotate and move the safety door 200 along the rack. Alternatively, the guide portion 411 includes a first screw extending along the first direction X. The second transmission assembly 420 is in transmission connection with the first screw, to drive the first screw to rotate. The transmission portion 412 includes a first nut in transmission cooperation with the screw.

[0038] In the present embodiment, when the guide portion 411 includes a rack and the transmission portion 412 includes a gear, the driving member drives the second transmission assembly 420 to drive the gear to rotate, so that the gear moves along the tooth groove of the rack, thereby driving the safety door 200 to move. When the guide portion 411 includes a first screw and the transmission portion 412 includes a first nut, the driving member drives the second transmission assembly 420 to drive the screw to rotate, and the nut moves along the thread of the screw, thereby driving the safety door 200 to move. Whether it is a gear and rack transmission or a screw and nut transmission, it can provide high-precision and high-stability transmission effect, ensuring the stability and reliability of the safety door 200 during opening and closing, and reducing equipment failures caused by transmission errors.

[0039] As shown in Figure 1 some embodiments, the second transmission assembly 420 includes a driving wheel 421, a driven wheel 422, and a transmission member 423. The driving wheel 421 is in driving connection with the driving member. The driving wheel 421 is in transmission connection with the driven wheel 422 through the transmission member 423. The driven wheel 422 is in transmission connection with the first transmission assembly 410.

[0040] It should be noted that the transmission component 423 can be either a transmission belt or a transmission chain. When the transmission component 423 is a transmission belt, both the driving pulley 421 and the driven pulley 422 are pulleys. When the transmission component 423 is a transmission chain, both the driving pulley 421 and the driven pulley 422 are sprockets.

[0041] In this embodiment, the driving member drives the active wheel 421 to rotate, and the active wheel 421 drives the driven wheel 422 to rotate through the transmission member 423. The driven wheel 422 is connected to the first transmission component 410. Depending on the specific design of the first transmission component 410, the driven wheel 422 may directly drive the gear or lead screw to rotate, and ultimately drive the safety door 200 to move along the first direction X.

[0042] like Figure 1 As shown, in some embodiments, the connecting assembly 300 includes a limiting rod 310 and a limiting frame 320. The limiting rod 310 is mounted on the equipment body 100. The limiting frame 320 is mounted on the safety door 200. The limiting rod 310 and the limiting frame 320 are movably connected along the length direction of the limiting rod 310. The length direction of the limiting rod 310 is parallel to the first direction X.

[0043] In this embodiment, the connection between the limiting rod 310 and the limiting frame 320 is movable, yet constrained. The cooperation between the limiting member and the limiting rod 310 prevents the safety door 200 from separating from the equipment body 100 in its thickness direction Y. This not only provides a stable movement path for the safety door 200 but also serves as a limiting function, which helps protect the safety of the equipment and operators, prevents accidents, and improves the overall availability and reliability of the equipment.

[0044] like Figure 1 As shown, in some embodiments, the limiting rod 310 is provided with a mounting groove along its own length. A roller is provided on the limiting frame 320, and the roller rolls into the mounting groove.

[0045] In this embodiment, when the safety door 200 moves, the rollers on the limiting frame 320 roll along the mounting groove of the limiting rod 310. This greatly reduces the friction between the limiting frame 320 and the limiting rod 310, making the movement of the safety door 200 smoother and more stable. By adjusting the length of the mounting groove or the position of the rollers, the maximum opening and closing positions of the safety door 200 can be easily set. When the safety door 200 moves to the preset position, the rollers will touch the end of the mounting groove, thereby acting as a limit and preventing the safety door 200 from continuing to move beyond the predetermined range.

[0046] like Figure 1 As shown, in some embodiments, the limiting rod 310 is provided with limiting portions 311 at both ends along its own length direction. The limiting portions 311 are used to limit the movement of the safety door 200 along the axial direction of the limiting rod 310 itself.

[0047] In this embodiment, by setting the limiting part 311, the opening and closing positions of the safety door 200 can be accurately controlled, and it can be ensured that the safety door 200 will not exceed the predetermined range during movement, preventing equipment damage or personnel casualty accidents caused by excessive movement of the safety door 200. The limiting part 311 also plays a role in buffering and shock absorption, and when the safety door 200 moves to the limit position, it can absorb part of the impact energy, protecting the safety of the equipment and the operator.

[0048] As shown in Figure 2 In some embodiments, the emergency command device 1000 for railway signal failure also includes a display 500 and an angle adjustment assembly 600. The display 500 is arranged in the accommodation chamber, and the display 500 is hinged to the device body 100. The angle adjustment assembly 600 is connected with the display 500, and the angle adjustment assembly 600 can adjust the angle of the display 500.

[0049] In this embodiment, the display 500 is connected with the device body 100 in a hinged manner, which allows the display 500 to rotate freely within a certain range, thereby meeting the viewing needs of users at different angles. The angle adjustment assembly 600 is connected with the display 500, and its main function is to adjust the angle of the display 500, so that users can adjust the inclination of the display 500 according to their needs to obtain the best viewing experience. The angle adjustment assembly 600 can adopt mechanical or electric adjustment. Mechanical adjustment usually adjusts the angle of the display 500 by manual rotation or sliding, while electric adjustment can be driven by a motor to achieve more accurate and convenient angle adjustment. Users can freely adjust the angle of the display 500 through the angle adjustment assembly 600 to obtain the best viewing effect, thereby reducing the fatigue caused by long-time operation.

[0050] As shown in Figure 2 In some embodiments, the angle adjustment assembly 600 includes a second lead screw 610, a second nut 620, and a support rod 630. The second lead screw 610 is rotationally connected with the device body 100. The second nut 620 is sleeved on the lead screw. One end of the support rod 630 is hinged to the display 500, and the other end of the support rod 630 is hinged to the second nut 620.

[0051] In the embodiment, when the angle of the display 500 needs to be adjusted, the user can drive the second nut 620 to move along the screw rod by rotating the second screw rod 610. The movement of the nut will cause one end of the support rod 630 to rise or fall, thereby changing the included angle between the support rod 630 and the display 500. Since the support rod 630 is hinged to the display 500, the movement of the support rod 630 will directly cause the display 500 to rotate around the hinge point, achieving angle adjustment. Since the screw thread of the screw rod and the nut has self-locking property, when the adjustment is completed, the display 500 will remain at the set angle and will not easily change due to external force, ensuring the stability and reliability of the display 500 during emergency command.

[0052] Although the present application has been described with reference to the preferred embodiments, various modifications can be made to the present application and equivalents thereof without departing from the scope of the present application. In particular, the technical features mentioned in each of the embodiments can be combined in any manner as long as there is no structural conflict. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An emergency command device for railway signal failure, characterized in that, The device comprises: a device body provided with a containing chamber and an opening communicating with the containing chamber; a safety door arranged at the opening of the device body; a connecting assembly connected with the device body and the safety door respectively, the connecting assembly limiting the safety door from separating from the device body in the thickness direction of the safety door; a driving assembly connected with the device body and the safety door respectively, the driving assembly driving the safety door to move in a first direction to control the degree of the safety door shielding the opening, the thickness direction being perpendicular to the first direction. The driving assembly comprises a first transmission assembly, a second transmission assembly and a driving member, the first transmission assembly connected with the device body and the safety door respectively, the first transmission assembly in transmission connection with the second transmission assembly, and the driving member in driving connection with the second transmission assembly.

2. The emergency command device for railway signal failure according to claim 1, characterized in that, The first transmission assembly comprises a guide part and a transmission part, the guide part arranged on the device body and extending in the first direction, and the transmission part arranged on the safety door and in transmission cooperation with the guide part to drive the safety door to move in the first direction.

3. The emergency command equipment for railway signal failure according to claim 2, characterized in that, The guide part comprises a rack extending in the first direction, the transmission part comprises a gear in mesh with the guide part, and the second transmission assembly is in transmission connection with the gear to drive the gear to rotate and move along the rack together with the safety door.

4. The emergency command device for railway signal failure according to claim 3, wherein Alternatively, the guide part comprises a first screw extending in the first direction, the second transmission assembly is in transmission connection with the first screw to drive the first screw to rotate, and the transmission part comprises a first nut in transmission cooperation with the screw. The second transmission assembly comprises a driving gear, a driven gear and a transmission member, the driving gear in driving connection with the driving member, the driving gear in transmission connection with the driven gear through the transmission member, and the driven gear in transmission connection with the first transmission assembly.

5. The emergency command equipment for railway signal failure according to claim 2, characterized in that, The connecting assembly comprises a limiting rod and a limiting frame, the limiting rod mounted on the device body, the limiting frame mounted on the safety door, the limiting rod and the limiting frame in movable connection along the length direction of the limiting rod, the length direction being parallel to the first direction.

6. The emergency command device for railway signal failure according to any one of claims 1 to 5, characterized in that, The limiting rod is provided with a mounting groove along the length direction of the limiting rod, and the limiting frame is provided with a roller in rolling cooperation with the mounting groove.

7. The emergency command device for railway signal failure according to claim 6, wherein The limiting rod is provided with a limiting part at each end along the length direction of the limiting rod, the limiting part being used to limit the movement of the safety door along the axial direction of the limiting rod.

8. The emergency command device for railway signal failure according to claim 7, wherein The emergency command device for railway electric service failure further comprises:

9. The emergency command device for railway signal failure according to claim 1, wherein a display arranged in the containing chamber, the display being hingedly connected with the device body; and an angle adjusting assembly connected with the display, the angle adjusting assembly being capable of adjusting the angle of the display. The angle adjusting assembly comprises:

10. The emergency command device for railway signal failure according to claim 9, wherein a second screw rod rotatably connected with the device body; a second nut sleeved on the screw rod; and a transmission member in transmission cooperation with the second nut and the second screw rod. a support rod having one end hingedly connected to the display and another end hingedly connected to the second nut.

Images