Train overhead line system deicing device
By designing a de-icing device for the train's overhead contact system, which combines a counter-rotating wire-splitting bar, an air hammer, a wind knife, and a hot air nozzle, the problem of ice accumulation on the contact system was solved, achieving efficient and comprehensive de-icing and ensuring the stable operation and safety of the train.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-02
- Publication Date
- 2026-04-03
AI Technical Summary
In existing technologies, the overhead contact system of electrified railways is prone to icing in low-temperature environments, leading to poor contact and arcing. Commonly used ice scrapers have limited de-icing effects, especially in cases of thick ice, which are difficult to completely remove, affecting the normal operation and safety of trains.
A de-icing device for train overhead contact lines was designed, including a support frame, a detection mechanism, an adjustment mechanism, and a de-icing mechanism. It utilizes a combination of counter-rotating wire-spinning rods, air hammers, air knives, and hot air nozzles to achieve all-round de-icing. The detection mechanism monitors and adjusts the height and movement trajectory of the de-icing mechanism in real time to ensure that there are no blind spots in de-icing.
It significantly improves de-icing efficiency, ensures stable operation of electrified railways in frigid weather, enhances automation and safety, reduces operational difficulty, and achieves a comprehensive and thorough de-icing effect.
Smart Images
Figure CN224083151U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of overhead contact line de-icing technology, and in particular to a train overhead contact line de-icing device. Background Technology
[0002] Electrified railways, as a crucial component of modern rail transit, rely on overhead contact lines to supply power to trains. Low winter temperatures make these contact lines prone to icing, especially in northern regions where frequent snow and ice exacerbate the problem. Ice buildup increases the contact resistance between the pantograph and the contact line, leading to poor contact, arcing, and accelerated wear on the pantograph's carbon contact plate. It can also cause power outages, severely impacting train operations and even posing safety hazards. Currently, the most common de-icing method is using ice scrapers. While simple, this method has limited effectiveness, especially with thick snow and ice cover. Ice scrapers struggle to completely remove all ice, leaving residue that further interferes with pantograph operation and has a sustained negative impact on railway operations. Utility Model Content
[0003] In view of the shortcomings of the prior art, this utility model provides a train contact wire de-icing device, which solves the technical problems mentioned in the background art.
[0004] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a train contact wire de-icing device, including a support frame, a detection mechanism installed on one side of the top of the support frame, a transition frame and an adjustment mechanism for driving the transition frame to rise and fall on the other side of the top of the support frame, a de-icing mechanism installed on the top of the transition frame, the de-icing mechanism including a de-icing frame movably installed on the transition frame, two wire-spinning rods rotatably installed at the end of the de-icing frame, and a driving component for driving the two wire-spinning rods to rotate in opposite directions on the de-icing frame, and a wire guide, a wire-rolling roller, an air hammer, an air knife and a hot air nozzle are also installed side by side on the top of the de-icing frame.
[0005] Furthermore, the driving component includes a first motor fixedly installed inside the de-icing rack. The output end of the first motor is fixedly connected to the shaft of one of the spinning rods, and a first bevel gear is fixedly sleeved on the output end of the first motor. A rotating shaft is fixedly connected to the shaft of the other spinning rod. The rotating shaft is rotatably installed at the end of the de-icing rack, and a second bevel gear is fixedly sleeved on the outside of the rotating shaft. A transmission bevel gear is rotatably installed inside the de-icing rack. The transmission bevel gear is disposed between the first bevel gear and the second bevel gear, and both the first bevel gear and the second bevel gear mesh with the transmission bevel gear.
[0006] Furthermore, the adjustment mechanism includes two pairs of lead screws rotatably mounted on the top of the support frame. The external threads of the lead screws are fitted with internal thread sleeves. The transition frame is fixedly mounted on the internal thread sleeves. Two second motors are mounted on the top of the support frame. The output ends of the second motors are fixedly connected to drive shafts. The ends of the two drive shafts correspond to the two pairs of lead screws respectively, and bearing connectors are installed between the drive shafts and the lead screws.
[0007] Furthermore, a conveyor belt and a pair of guide rails are installed on the top of the transition frame, the conveyor belt is disposed between the pair of guide rails, and the de-icing frame is slidably mounted on the two guide rails.
[0008] Furthermore, the detection mechanism includes a bracket fixedly installed at the end of the support frame, a support rod rotatably installed on the top of the bracket, carbon slide plates fixedly installed on both sides of the support rod, and sensors are provided on the carbon slide plates.
[0009] Furthermore, the support frame, transition frame, and de-icing frame are all made of multiple metal square tubes.
[0010] By employing the above technical solution, this utility model provides a train overhead contact line de-icing device, which has at least the following beneficial effects:
[0011] 1. This utility model, by setting up a de-icing mechanism, first uses two counter-rotating slingers to break the ice structure, then uses an air hammer and air knife to further break and disperse the ice, and finally uses a hot air nozzle to melt the remaining ice layer, ensuring that there are no dead corners in the de-icing process. Compared with the traditional single de-icing method, this device significantly improves the de-icing efficiency, achieves a comprehensive and thorough de-icing operation, and effectively ensures the stable operation of electrified railways in severe cold weather.
[0012] 2. By setting up a detection mechanism and an adjustment mechanism, this utility model can monitor the position and icing status of the contact network in real time through sensors and feed the data back to the electronic control unit. This allows for automatic adjustment of the height and movement trajectory of the de-icing mechanism, ensuring precise de-icing. At the same time, the adjustment mechanism enables the de-icing device to flexibly adapt to contact networks at different installation heights and achieve left-right reciprocating movement, expanding the de-icing coverage area. This not only improves the automation level of the device but also reduces the difficulty of operation and enhances safety and reliability. Attached Figure Description
[0013] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:
[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0015] Figure 2This is a side view of the present invention;
[0016] Figure 3 This is a side view of the testing mechanism of this utility model;
[0017] Figure 4 This is a top view of the testing mechanism of this utility model;
[0018] Figure 5 This is a schematic diagram of the adjustment mechanism structure of this utility model;
[0019] Figure 6 This is a schematic diagram of the de-icing mechanism of this utility model;
[0020] Figure 7 for Figure 6 Enlarged view of point A.
[0021] In the diagram: 1. Support frame; 2. Detection mechanism; 21. Bracket; 22. Support rod; 23. Carbon slide plate; 24. Sensor; 3. Transition frame; 4. Adjustment mechanism; 41. Lead screw; 42. Internal threaded sleeve; 43. Second motor; 44. Drive shaft; 45. Bearing connector; 46. Conveyor belt; 47. Guide rail; 5. De-icing mechanism; 51. De-icing frame; 52. Wire-spinning bar; 53. Drive component; 531. First motor; 532. First bevel gear; 533. Rotating shaft; 534. Second bevel gear; 535. Transmission bevel gear; 54. Wire connector; 55. Wire-spinning roller; 56. Air hammer; 57. Air knife; 58. Hot air nozzle. Detailed Implementation
[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0023] The low temperatures in winter make the overhead contact line prone to icing. Currently, the most common method for de-icing is to use an ice scraper. Although this method is simple, its de-icing effect is limited, especially when the ice and snow cover is thick. It is difficult for the ice scraper to completely remove all the ice, and the remaining ice will further affect the normal operation of the pantograph, bringing continuous negative impacts to railway operations.
[0024] To address the shortcomings of the aforementioned de-icing device in practical use, please refer to [link / reference needed]. Figures 1-7This utility model provides a train contact wire de-icing device capable of performing efficient de-icing operations on the contact wire from all directions. The de-icing device uses a support frame 1 as its base. A detection mechanism 2 is installed on one side of the top of the support frame 1, and a transition frame 3 and an adjustment mechanism 4 for raising and lowering the transition frame 3 are provided on the other side of the top of the support frame 1. A de-icing mechanism 5 is installed on the top of the transition frame 3. The detection mechanism 2 is used to detect the contact wire. The height of the transition frame 3 can be controlled by the adjustment mechanism 4, thereby adjusting the de-icing mechanism 5 to a specified height and driving it to perform de-icing operations on the contact wire. The de-icing mechanism 5 includes a de-icing frame 51 movably mounted on the transition frame 3. Two wire-spinning rods 52 are rotatably mounted at the end of the de-icing frame 51, and a driving component 53 is provided on the de-icing frame 51 to drive the two wire-spinning rods 52 to rotate in opposite directions. The top of the de-icing frame 51 is also equipped with... The device includes a wire guide 54, a rolling roller 55, an air hammer 56, an air knife 57, and a hot air nozzle 58. The drive unit 53 can drive the wire-spinning rod 52 to perform preliminary treatment on the ice on the contact wire. The shearing force generated by the two wire-spinning rods 52 rotating in opposite directions can more effectively break the adhesion between the ice layer and the surface, accelerate the cracking and detachment of the ice layer. The bidirectional rotation ensures that the movement trajectory of the wire-spinning rod 52 is more comprehensive, reduces dead angles, makes the de-icing range more uniform, and avoids omissions. The wire guide 54 ensures that the contact wire is on the de-icing mechanism 5. Then, the rolling roller 55 further de-ices the contact wire through the rolling rod. The air hammer 56 and the air knife 57 then break and blow away the ice. Finally, the hot air nozzle 58 is used to melt the remaining ice layer, ensuring that there are no dead angles in the de-icing and achieving a comprehensive and thorough de-icing effect.
[0025] To drive the two spinning rods 52 to rotate in opposite directions and remove ice from the contact wire, the drive unit 53 includes a first motor 531 fixedly installed inside the de-icing rack 51. The output end of the first motor 531 is fixedly connected to the shaft of one of the spinning rods 52, and a first bevel gear 532 is fixedly sleeved on the output end of the first motor 531. A rotating shaft 533 is fixedly connected to the shaft of the other spinning rod 52. The rotating shaft 533 is rotatably mounted at the end of the de-icing rack 51. The output end of the first motor 531 is coaxially arranged with the rotating shaft 533, and the output end of the first motor 531 passes through the rotating shaft 533. A second bevel gear 53 is fixedly sleeved on the outside of the rotating shaft 533. 4. A transmission bevel gear 535 is rotatably installed inside the de-icing rack 51. The transmission bevel gear 535 is located between the first bevel gear 532 and the second bevel gear 534, and both the first bevel gear 532 and the second bevel gear 534 mesh with the transmission bevel gear 535. The first motor 531 drives the first bevel gear 532 and one of the spinnerets 52 to rotate. The rotation of the first bevel gear 532 drives the second bevel gear 534 to rotate in reverse through the transmission bevel gear 535. The rotation of the second bevel gear 534 drives the other spinneret 52 to rotate synchronously through the rotating shaft 533. This allows the two spinnerets 52 to rotate in opposite directions, optimizing the de-icing effect of the spinnerets 52.
[0026] During de-icing, the contact wire needs to contact the de-icing mechanism 5. To facilitate control of the height of the de-icing mechanism 5, the adjustment mechanism 4 includes two pairs of lead screws 41 rotatably mounted on the top of the support frame 1. The external threads of the lead screws 41 are fitted with internal thread sleeves 42. The transition frame 3 is fixedly mounted on the internal thread sleeves 42. Two second motors 43 are mounted on the top of the support frame 1. The output ends of the second motors 43 are fixedly connected to the drive shafts 44. The ends of the two drive shafts 44 correspond to the two pairs of lead screws 41 respectively. A bearing connector 45 is installed between the drive shafts 44 and the lead screws 41. The second motors 43 drive the drive shafts 44 to rotate. The rotation of the drive shafts 44 drives the lead screws 41 to rotate through the bearing connectors 45. The bearing connectors 45 can be configured as two bevel gears respectively fitted on the lead screws 41 and the drive shafts 44 and meshing with each other. The rotation of the lead screws 41 drives the transition frame 3 to slide up and down through the internal thread sleeves 42, thereby controlling the height of the de-icing mechanism 5.
[0027] During de-icing, the de-icing mechanism 5 also needs to move back and forth to remove ice. Therefore, a conveyor belt 46 and a pair of guide rails 47 are installed on the top of the transition frame 3. The conveyor belt 46 is set between the pair of guide rails 47. The de-icing frame 51 is slidably installed on the two guide rails 47 and fixedly set on the conveyor belt 46. The conveyor belt 46 can drive the de-icing frame 51 to slide back and forth along the guide rails 47, which facilitates the de-icing mechanism 5 to carry out a comprehensive de-icing operation on the contact wire.
[0028] Before de-icing, the contact network needs to be detected. The detection mechanism 2 includes a bracket 21 fixedly installed at the end of the support frame 1. A support rod 22 is rotatably installed on the top of the bracket 21. Carbon slide plates 23 are fixedly installed on both sides of the support rod 22. A sensor 24 is installed on the carbon slide plate 23. The position of the carbon slide plate 23 is adjusted by the bracket 21 so that the sensor 24 contacts the contact network. The sensor 24 detects the signal from the contact network and can transmit the signal to the electronic control unit. The electronic control unit transmits the detected signal to the adjustment mechanism 4 and the de-icing mechanism 5 to carry out the de-icing operation.
[0029] Reference Figure 1 and Figure 2 As shown, the support frame 1, transition frame 3 and de-icing frame 51 are all made of multiple metal square tubes. The flat surface of the square tubes facilitates the connection of other components and reduces the difficulty of processing.
[0030] The control method of this utility model is automatic control through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art. The power supply is also common knowledge in the field. Since this utility model is mainly used to protect mechanical devices, the control method and circuit connection will not be explained in detail.
[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.
[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A train overhead contact line de-icing device, comprising a support frame (1), characterized in that: A detection mechanism (2) is installed on one side of the top of the support frame (1), and a transition frame (3) and an adjustment mechanism (4) for driving the transition frame (3) to rise and fall are provided on the other side of the top of the support frame (1). A de-icing mechanism (5) is installed on the top of the transition frame (3). The de-icing mechanism (5) includes a de-icing frame (51) movably installed on the transition frame (3). Two wire-spinning rods (52) are rotatably installed at the end of the de-icing frame (51), and a driving component (53) for driving the two wire-spinning rods (52) to rotate in opposite directions is provided on the de-icing frame (51). A wire guide (54), a wire roller (55), an air hammer (56), an air knife (57), and a hot air nozzle (58) are also installed side by side on the top of the de-icing frame (51).
2. The train contact wire de-icing device according to claim 1, characterized in that: The drive unit (53) includes a first motor (531) fixedly installed inside the de-icing rack (51). The output end of the first motor (531) is fixedly connected to the shaft of one of the spinning rods (52), and a first bevel gear (532) is fixedly sleeved on the output end of the first motor (531). A rotating shaft (533) is fixedly connected to the shaft of the other spinning rod (52). The rotating shaft (533) is rotatably installed at the end of the de-icing rack (51), and a second bevel gear (534) is fixedly sleeved on the outside of the rotating shaft (533). A transmission bevel gear (535) is rotatably installed inside the de-icing rack (51). The transmission bevel gear (535) is disposed between the first bevel gear (532) and the second bevel gear (534), and both the first bevel gear (532) and the second bevel gear (534) mesh with the transmission bevel gear (535).
3. The train contact wire de-icing device according to claim 1, characterized in that: The adjustment mechanism (4) includes two pairs of lead screws (41) rotatably mounted on the top of the support frame (1). The lead screws (41) are fitted with internal thread sleeves (42) on their external threads. The transition frame (3) is fixedly mounted on the internal thread sleeves (42). Two second motors (43) are mounted on the top of the support frame (1). The output ends of the second motors (43) are fixedly connected to drive shafts (44). The ends of the two drive shafts (44) correspond to the two pairs of lead screws (41) respectively. A bearing connector (45) is installed between the drive shafts (44) and the lead screws (41).
4. The train contact wire de-icing device according to claim 3, characterized in that: The top of the transition frame (3) is equipped with a conveyor belt (46) and a pair of guide rails (47), the conveyor belt (46) is disposed between the pair of guide rails (47), and the de-icing frame (51) is slidably mounted on the two guide rails (47).
5. The train contact wire de-icing device according to claim 1, characterized in that: The detection mechanism (2) includes a bracket (21) fixedly installed at the end of the support frame (1). A support rod (22) is rotatably installed on the top of the bracket (21). Carbon slide plates (23) are fixedly installed on both sides of the support rod (22). A sensor (24) is provided on the carbon slide plate (23).
6. The train contact wire de-icing device according to claim 1, characterized in that: The support frame (1), transition frame (3) and de-icing frame (51) are all made of multiple metal square tubes.