Railway overhead line system contact fault monitoring system
By installing a camera on the pantograph to monitor the contact point between the high-voltage line and the carbon sliding plate, the problem that existing monitoring methods are easily affected by train operating conditions is solved, achieving stable and reliable contact fault monitoring and timely early warning, thus improving the safety of railway trains.
Patent Information
- Application Number
- CN202423074884.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-13
- Publication Date
- 2026-02-10
- Estimated Expiration
- 2034-12-13
AI Technical Summary
Existing methods for monitoring contact faults in railway overhead contact systems are susceptible to the complex operating conditions of trains, increasing system complexity and cost, and lacking real-time and stable monitoring methods.
Cameras are installed on the first and second carbon strips of the pantograph to continuously monitor the contact point between the high-voltage line and the carbon strip. The control processing unit issues early warning information and alerts the driver through an audible and visual warning device. Abnormal information is also sent through a smart terminal.
This enables stable and reliable monitoring of the pantograph's contact status, improves the driver's alertness, and allows for timely notification of relevant personnel, thereby enhancing the safety of railway trains.
Smart Images
Figure CN223897943U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of fault monitoring technology, specifically a railway catenary contact fault monitoring system. Background Technology
[0002] Monitoring pantograph faults in railway overhead contact lines is a crucial aspect of ensuring the safe operation of railway trains. As the device that draws current from the overhead contact line in electrified railways, the pantograph's operational status directly impacts the safe operation of trains.
[0003] Current monitoring of voltage and current in pantograph contact status;
[0004] One method is direct monitoring, which involves installing sensors between the pantograph and the overhead contact line to directly measure the voltage and current of the pantograph. This method can obtain the voltage and current data of the pantograph in real time and accurately, but it may be affected by complex operating conditions during train operation, such as vibration and impact, which may lead to certain errors in the measurement data.
[0005] II. Resistance-Capacitance Method
[0006] The resistance-capacitance method involves connecting two capacitors and a resistor between the pantograph and the ground. The capacitors measure the pantograph voltage, and the resistor measures the pantograph current. When the pantograph is in good contact with the contact wire, the change in contact wire voltage causes the capacitors to charge and discharge, resulting in a current flowing through the pantograph. When the pantograph is offline, the current varies with the distance between the pantograph and the contact wire and the voltage difference. This method offers high accuracy but requires additional equipment to be installed on the pantograph, increasing system complexity and cost.
[0007] III. Current Sensor Monitoring Method
[0008] The current sensor monitoring method involves installing a current sensor on the traction unit to collect the current signal, and then using a current rise rate sensor to collect the current waveform. By analyzing the changes in the current waveform, the operating status of the pantograph can be determined. For example, when the pantograph is offline, the current in the traction unit circuit will decrease rapidly. At this time, the traction control unit will increase its control over the traction unit, resulting in a sharp current fluctuation when the pantograph regains contact. By monitoring this current fluctuation, the phenomenon of pantograph offline can be accurately identified. This method has the advantages of high real-time performance and high accuracy, but it requires high-precision sensors and complex signal processing algorithms.
[0009] The methods described above all involve direct contact with the pantograph for data acquisition. However, these methods have drawbacks. For example, they may be affected by complex operating conditions during train operation, such as vibration and impact. Additional equipment needs to be installed on the pantograph, increasing the system's complexity and cost. Furthermore, the pantograph's operating status is crucial for the stable operation of the entire train. When an abnormality occurs, it is necessary to send warnings to the driver in the cab, as well as to the command post, the driver, and relevant responsible personnel immediately. Therefore, to address these issues, a railway catenary contact fault monitoring system is needed. Utility Model Content
[0010] The purpose of this invention is to provide a railway catenary contact fault monitoring system. This invention utilizes cameras mounted on both the first and second carbon sliding plates of the pantograph to track and monitor the pantograph during operation. Since the first and second sliding plates are always in contact with the high-voltage line during operation, the system continuously monitors the contact points using first, second, third, and fourth cameras. When a gap appears between the pantograph and the carbon sliding plates, causing an abnormal contact, a warning message is directly issued through the control processing unit. The data is then transmitted to the service area for storage, and an audible and visual warning device alerts the driver. Finally, an abnormality message is sent to the relevant responsible personnel via a smart terminal. This application, in conjunction with traditional pantograph catenary monitoring methods, provides a more comprehensive monitoring of relevant pantograph information, resulting in a more stable and reliable monitoring system.
[0011] This utility model is implemented as follows: It includes a train pantograph, with a first camera and a second camera respectively installed on the crossbars on both sides of one end of the first carbon plate of the pantograph, and a third camera and a fourth camera respectively installed on the crossbars on both sides of one end of the second carbon plate of the pantograph; the horizon lines of the first and second cameras are flush with the contact point between the first carbon plate and the high-voltage line above; the horizon lines of the third and fourth cameras are flush with the contact point between the second carbon plate and the high-voltage line above.
[0012] The first, second, third, and fourth cameras are all connected to a monitoring terminal via shielded cables. The monitoring terminal includes a control processing unit connected to the first, second, third, and fourth cameras. The control processing unit is connected to a storage unit and a wireless transmission unit. The wireless transmission unit is connected to a server. The server is connected to a PC and a smart terminal via wireless connection.
[0013] Furthermore, the control processing unit adopts a GB200 chip, the wireless transmission unit is a Wi-Fi unit or a 5G DTU, and the first camera, second camera, third camera and fourth camera all adopt DS-2DE2D40IW-DE3 / W / XM type cameras.
[0014] Furthermore, a warning device, which is an audible and visual warning device, is connected to the control and processing unit. This device directly alerts the driver in the cab, thus improving the driver's alertness.
[0015] Furthermore, the smart terminal is a smartphone or tablet, and there is at least one smart terminal. This allows the server to directly notify multiple responsible parties via the smart terminal when the camera detects a gap at the contact point between the high-voltage line and the carbon strip, causing an anomaly in the pantograph contact network.
[0016] Compared with the prior art, the beneficial effects of this utility model are:
[0017] 1) By installing cameras on both the first and second carbon contact plates of the pantograph, the system tracks and monitors the pantograph during operation. Since the first and second contact plates are always in contact with the high-voltage line during operation, the system continuously monitors the contact points between the high-voltage line and the carbon contact plates using the first, second, third, and fourth cameras. When a gap appears between the pantograph and the carbon contact plates, causing an abnormal contact, a warning message is issued directly through the control processing unit. The data is then transmitted to the service area for storage. An audible and visual warning device then alerts the driver, and an abnormality message is sent to the relevant responsible person via a smart terminal. This application, combined with traditional pantograph contact network monitoring methods, provides a more comprehensive monitoring of the relevant pantograph information, resulting in a more stable and reliable monitoring system. Attached Figure Description
[0018] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0020] Figure 2 This is a schematic diagram of the system structure of this utility model;
[0021] The components include: pantograph 1, first carbon sliding plate 2, high-voltage line 3, crossbar 4, first camera 5, second camera 51, and shielding wire 6. Detailed Implementation
[0022] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely represents selected embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.
[0023] In this embodiment, please refer to Figures 1-2 This utility model includes a train pantograph 1. A first camera 5 and a second camera 51 are respectively provided on the crossbars 4 on both sides of one end of the first carbon plate 2 of the pantograph 1. A third camera and a fourth camera are respectively provided on the crossbars 4 on both sides of one end of the second carbon plate 51 of the pantograph 1. The line of sight of the first camera 5 and the second camera 51 is level with the contact point between the first carbon plate 2 and the high voltage line 3 above it. The line of sight of the third camera and the fourth camera is level with the contact point between the second carbon plate 2 and the high voltage line above it.
[0024] The first camera 5, the second camera 51, the third camera, and the fourth camera are all connected to a monitoring terminal via shielded cables. The monitoring terminal includes a control processing unit connected to the first, second, third, and fourth cameras. The control processing unit is connected to a storage unit and a wireless transmission unit, which in turn is connected to a server. The server is connected to a PC and wirelessly connected to a smart terminal. The smart terminal is a smartphone or tablet, and at least one smart terminal is used. This allows the server to directly notify multiple responsible parties via the smart terminal when the cameras detect a gap at the contact point between the high-voltage line and the carbon strip, causing an anomaly in the pantograph contact network.
[0025] In this embodiment, the control processing unit uses a GB200 chip, the wireless transmission unit is a Wi-Fi unit or a 5G DTU, and the first, second, third, and fourth cameras are all DS-2DE2D40IW-DE3 / W / XM type cameras. A warning device, specifically an audible and visual warning device, is also connected to the control processing unit. This device directly alerts the driver in the cab, improving their alertness.
[0026] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. A railway overhead contact line fault monitoring system, comprising a train pantograph (1), characterized in that, A first camera (5) and a second camera (51) are respectively installed on the crossbars (4) on both sides of one end of the first carbon slide plate (2) of the pantograph (1), and a third camera and a fourth camera are respectively installed on the crossbars on both sides of one end of the second carbon slide plate of the pantograph (1). The first camera (5), the second camera (51), the third camera and the fourth camera are all connected to a monitoring terminal via a shielded cable (6); the monitoring terminal includes a control processing unit connected to the first camera, the second camera, the third camera and the fourth camera, the control processing unit is connected to a storage unit and a wireless transmission unit, the wireless transmission unit is connected to a server, the server is connected to a PC, and a smart terminal is connected wirelessly.
2. The railway catenary contact fault monitoring system according to claim 1, characterized in that, The control processing unit uses a GB200 chip, the wireless transmission unit is a Wi-Fi unit or a 5G DTU, and the first, second, third and fourth cameras all use DS-2DE2D40IW-DE3 / W / XM type cameras.
3. The railway catenary contact fault monitoring system according to claim 1, characterized in that: The horizon lines of the first camera (5) and the second camera (51) are level with the contact point between the first carbon slide plate (2) and the high voltage line (3) above; the horizon lines of the third camera and the fourth camera are level with the contact point between the second carbon slide plate and the high voltage line above.
4. The railway catenary contact fault monitoring system according to claim 1, characterized in that: The control and processing unit is also connected to an early warning device, which is an audible and visual early warning device.
5. A railway catenary contact fault monitoring system according to claim 1, characterized in that: The smart terminal is a smartphone or a tablet computer, and there is at least one smart terminal.