Emergency splicing device for signal cable

Abstract

This utility model discloses an emergency splicing device for signal cables, relating to the field of rail transit signaling technology. It includes two cable terminal boxes, a faulty cable, and two splicing cables. The faulty cable is cut into two ends, each connected to one of the two cable terminal boxes. The two cable boxes are connected by the two splicing cables. Each terminal box has multiple cable inlet holes of different diameters, through which the faulty cable end can pass. A gland lock is used to seal the inlet holes. This utility model, through the sealing of the terminal boxes and the design of prefabricated splicing cables, achieves the goals of quick connection, sealing, reliability, and versatility in emergency repairs. It meets the timeliness requirements of railway transportation repairs and reduces operational risks through structural optimization, representing a significant upgrade to traditional cable splicing technology.

Description

Technical Field

[0001] This utility model relates to the field of rail transit signaling technology, specifically to an emergency splicing device for signal cables. Background Technology

[0002] The operation of trains on both high-speed and conventional railways is controlled by various railway signaling systems, and control commands from these systems are transmitted via signal cables laid along the edge of the track. Damage to the core wires or metal sheath of these signal cables can lead to interlocking system disruptions, interruptions in signal command transmission, and equipment damage from lightning strikes, potentially causing train accidents. Therefore, timely repair of damaged cables is essential.

[0003] When railway signal cables experience breakage or cross-connection faults, the traditional emergency splicing method involves stripping the cable's metal sheath, cutting the damaged cable core and shielding layer, using wire strippers to peel back the plastic sheaths at both ends to expose the metal cores, and then using specialized crimping terminals to connect the two ends of the cable cores one by one. This method has low emergency splicing efficiency, and the shielding layer and metal sheath are often temporarily left unsold, posing a risk of burning out the cable and signaling equipment. It also fails to effectively drain unbalanced traction backflow and lightning strikes, posing a significant risk to train operations. Furthermore, the process is lengthy, requiring interruptions of train service for hours or even tens of hours, causing substantial losses to railway transportation. Therefore, railway operations urgently need a device capable of rapidly splicing faulty cables to restore normal train operation, followed by thorough repairs during maintenance windows. Utility Model Content

[0004] The purpose of this invention is to provide an emergency splicing device for signal cables to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] An emergency splicing device for signal cables includes two cable terminal boxes, a faulty cable, and two splicing cables. The faulty cable is cut into two ends, which are respectively connected to the two cable terminal boxes. The two cable terminal boxes are connected by the two splicing cables. The cable terminal boxes are provided with multiple inlet holes of different diameters, and the ends of the faulty cable pass through the inlet holes into the cable terminal boxes.

[0007] The above technical solution includes a gland lock head installed inside the inlet hole to seal the inlet hole.

[0008] A further improvement of this utility model is that the terminal box is equipped with a male and female dual-type aviation socket, and the heavy-duty aviation socket is provided with a quick-connect terminal on the inside.

[0009] A further improvement of this utility model is that: the two ends of the connecting cable are heavy-duty aviation plugs, one male and one female, which are cross-connected to the heavy-duty aviation sockets of the two terminal boxes respectively.

[0010] A further improvement of this utility model is that the splicing cable adopts a multi-core sheathed flexible cable.

[0011] The above technical solution includes an equipotential bonding wire inside the splicing cable.

[0012] Using the above technical solution, the splicing cable supports multiple cascaded connections.

[0013] Due to the adoption of the above technical solution, the technological progress achieved by this utility model compared to the prior art is as follows:

[0014] 1. This utility model provides an emergency signal cable splicing device, which adopts a portable and sealed structure design. In operation, it achieves an IP65 waterproof rating; in storage, it has comprehensive protective measures, with the terminal box socket featuring a protective cover, and the splicing cable can be plugged into both ends for self-protection.

[0015] 2. This utility model provides an emergency signal cable splicing device that uses the quick-connect terminals integrated into a heavy-duty aviation socket, allowing cable cores to be plugged into the terminals without the need for special tools. The terminal box and splicing cable adopt a single-model design and a cross-connection port method, thus eliminating concerns about incorrect connection even in emergency situations. The splicing cable supports multiple cascading; simply increasing the number of splicing cables in pairs extends the cable splicing distance, facilitating on-site operation.

[0016] 3. This utility model provides an emergency splicing device for signal cables. Through the design of a sealed terminal box and prefabricated splicing cables, this solution achieves the goals of quick connection, sealing, reliability, and versatility in emergency repairs. It not only meets the requirements of railway transportation for the timeliness of repairs, but also reduces the risk of train operation through structural optimization. It is an important upgrade of traditional cable splicing technology. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings.

[0018] Figure 1 This is a schematic diagram of the main structure of this utility model;

[0019] Figure 2 This is a front view structural diagram of the present invention;

[0020] Figure 3 This is a schematic diagram of the right-side structure of this utility model;

[0021] Figure 4 This is a lower view of the structure of this utility model;

[0022] In the diagram: 1. Terminal box; 2. Splicing cable; 3. Faulty cable; 4. Heavy-duty aviation socket; 5. Gland lock; 6. Heavy-duty aviation plug. Detailed Implementation

[0023] The present invention will be further described in detail below with reference to embodiments: Example

[0024] like Figures 1-4 As shown, this utility model provides an emergency splicing device for signal cables, including two cable terminal boxes 1, a faulty cable 3, and two splicing cables 2. The faulty cable 3 is cut into two ends, and the two ends are respectively connected to the two cable terminal boxes 1. The two cable terminal boxes 1 are connected by the two splicing cables 2. The cable terminal box 1 is provided with multiple inlet holes of different diameters, and the ends of the faulty cable 3 are inserted into the cable terminal box 1 through the inlet holes.

[0025] In this embodiment, a gland lock head 5 is provided inside the inlet hole to seal the inlet hole. Traditional methods require stripping and crimping terminals one by one, while this solution reduces the steps of processing each core wire by connecting the terminal box 1 and the splicing cable 2 as a whole. It is especially suitable for multi-core cables, shortens the splicing time, and meets the needs of railway maintenance windows or emergency opening.

[0026] like Figures 1-4 As shown, in this embodiment, preferably, the splicing cable 2 can be prefabricated, such as pre-connecting the core wire to the interface of the terminal box 1. On-site, it is only necessary to insert the end of the faulty cable 3 into the terminal box 1, fix and seal it, and then connect the two ends of the terminal box 1 through two splicing cables 2, avoiding complex wiring on-site and reducing the difficulty of operation. The inlet hole of the terminal box 1 is sealed by the gland lock head 5, which can effectively prevent rainwater, moisture and dust from entering, and prevent the cable core wire from getting damp and short-circuiting or oxidizing and corroding. It is especially suitable for direct burial, tunnel and other humid environments or emergency repairs in rainy and snowy weather. Traditional methods often ignore the shielding layer connection, but in this solution, the terminal box 1 may be designed with a shielding layer connection structure such as a metal shell grounding. The shielding of the faulty cable 3 at both ends is achieved through the shielding layer of the splicing cable 2, which effectively suppresses electromagnetic interference, balances traction return current, and prevents lightning strikes or stray currents from damaging the equipment.

[0027] like Figures 1-4As shown, preferably, the terminal box 1 has inlet holes of different diameters to accommodate faulty cables 3 of different diameters, such as different types of signal cables and power cables, without the need for additional customized accessories, thus improving the versatility in emergency scenarios. Only the faulty section of cable is cut, and the two ends are connected through the terminal box 1, eliminating the need to replace the entire cable as in traditional methods, reducing cable material waste. Subsequent repairs, such as replacing the cable with a new one, can be carried out at maintenance windows, reducing overall maintenance costs. After emergency use, the terminal box 1 and the connecting cable 2 can be reused for other fault scenarios if they are not damaged, making it more economical than disposable crimp terminals, and especially suitable for railway departments to stockpile emergency supplies in bulk.

[0028] like Figures 1-4 As shown, preferably, the connection between the metal casing of terminal box 1 and the shielding layer of connecting cable 2 forms a complete grounding drainage path, which can guide lightning overvoltage, traction return current, etc., to the ground, preventing cables and signal equipment from burning out due to potential differences, and complying with the lightning protection grounding specifications of railway signaling systems. The modular structure of terminal box 1 makes the fault location clearly concentrated at the connection point of terminal box 1, and the problem can be quickly located later by detecting the connection status inside terminal box 1, without the need to excavate the entire cable, thus improving maintenance efficiency. Example

[0029] like Figures 1-4 As shown, based on Embodiment 1, this utility model provides a technical solution: Preferably, the cable terminal box 1 is used to connect the end of the cut faulty cable 3, and adopts a portable, sealed structure. The terminal box 1 is made of lightweight materials such as engineering plastics and aluminum alloys, and its weight is much lower than that of traditional metal splice boxes. Repair personnel can carry it with one hand or put it in a tool bag, which is especially suitable for foot repairs along railway lines or for working in narrow spaces such as high altitudes and tunnels, reducing the difficulty of transportation and handling. The portable structure makes it adaptable to different repair environments: it can be directly buried for direct-buried cable faults, suspended and fixed for overhead cable faults, and even temporarily fixed next to the track in temporary traffic scenarios, meeting the emergency needs of railway operation. The internal interfaces of the terminal box 1, such as the core wire connection terminal and the shielding layer grounding terminal, adopt a modular prefabricated design, which can be quickly assembled without additional tools. On-site, only three steps are required: inserting the cable end → fixing the lock head → connecting the splice cable 2, avoiding the complicated debugging of traditional bulky equipment, which meets the needs of railway emergency repairs that are time-sensitive.

[0030] In this embodiment, the cable inlet hole is secured to the cable sheath by a gland lock head 5 rubber sealing ring and a metal cap, achieving a sealing rating of IP65 or higher. This prevents rainwater, groundwater, and dust from entering the box, avoiding short circuits caused by moisture in the core wires, which is crucial, especially in direct burial or humid environments. The terminal box 1 cover is sealed to the main body with a silicone sealing ring or threads, along with a waterproof strip, to prevent external moisture penetration and ensure that the internal connection terminals remain in a dry environment for a long time, extending the effective time of emergency connection, such as until the maintenance window for complete repair. The sealing materials, such as the rubber ring, are made of weather-resistant silicone rubber or EPDM rubber, which can resist ultraviolet rays, oil stains, and chemical corrosion along railway lines, preventing a decline in sealing performance over long-term use and ensuring the reliability of the emergency connection, even during long-term outdoor operation.

[0031] like Figures 1-4 As shown, in some scenarios, such as environments containing flammable gases, the sealed structure can prevent the leakage of electric arcs or sparks. Combined with a flame-retardant outer shell, it meets safety standards for explosion-proof areas, preventing secondary accidents caused by cable faults. The internal core wire connections of terminal box 1 are prefabricated using pluggable or crimped terminals, resulting in low contact resistance and good consistency. This avoids the poor contact problems caused by traditional manual crimping, ensuring stable signal transmission, such as the high-frequency data transmission of railway signals without attenuation. Metal components in the sealed structure, such as the metal cap of the gland lock 5 and the metal frame of the box, can reliably connect to the aluminum sheath and armor layer of the cable shielding layer. Through the shielding layer of the connecting cable 2, the shielding of the faulty cables 3 at both ends is achieved, forming a complete grounding loop. This effectively suppresses electromagnetic interference such as traction return current and external electromagnetic radiation, and prevents damage to the equipment from lightning overvoltage. The outer shell of terminal box 1 is made of high-strength materials such as cast aluminum and reinforced plastic, which can withstand external forces such as stepping and impacts, protecting the internal core wire connection points from mechanical damage. It is especially suitable for high-vibration environments along railway lines, such as ground vibrations when trains pass, preventing signal interruption due to loose connections.

[0032] The portable, sealed design facilitates the disassembly and cleaning of Terminal Box 1. It can be reused after emergency use if undamaged, making it more economical than disposable splicing tools such as traditional crimp terminals. Railway departments can stockpile a small number of Terminal Boxes 1 to handle multiple failures, reducing material procurement costs. As an independent sealed unit, Terminal Box 1 can be directly replaced or opened for inspection if subsequent failures occur, such as seal failure or poor contact, without needing to excavate the entire cable, reducing maintenance workload. Simultaneously, the sealed structure stabilizes the internal environment, reducing latent faults caused by moisture and oxidation, and extending the effective period of emergency connections. Example

[0033] like Figures 1-4As shown, based on Embodiment 1, this utility model provides a technical solution: Preferably, the splicing cable 2 is a multi-core sheathed flexible cable, which is easy to coil and carry. The flexible cable uses multi-strand fine copper wire stranded cores instead of a single-strand rigid core, and is covered with an elastic sheath such as nitrile rubber or polyurethane. It has a small bending radius and can be flexibly coiled or bypassed in narrow spaces such as tunnel cable trenches and equipment compartments, avoiding the time-consuming deployment problem caused by the difficulty of bending traditional rigid cables. It is especially suitable for temporary wiring in railway signal rooms. The multi-core flexible cable can be wound into a coil with a diameter of 30-50cm. It is lightweight; for example, a 10-meter-long 61-core flexible cable weighs approximately 5kg. Repair personnel can carry it with one hand or put it in a tool backpack. Compared to rigid cables that require special cable reels for transportation, it is more suitable for foot or high-altitude operations, shortening on-site transportation time. Prefabricated flexible cables can have their end connectors crimped and tested at the factory beforehand, such as the interface with terminal box 1. After being unfolded on site, no additional processing is required. They can be directly connected to terminal box 1 through plugs, sockets or terminals, avoiding the cumbersome steps of stripping and crimping traditional cables on site, and reducing the single-segment connection time from 30 minutes to less than 5 minutes.

[0034] The core of a flexible cable is composed of multiple strands of fine copper wires, which has a larger contact surface area compared to a single strand of hard core wire. This results in a tighter contact during crimping or welding, reducing contact resistance by more than 30%, thus reducing signal attenuation and the risk of overheating due to excessive resistance.

[0035] In this embodiment, the sheathed flexible cable typically incorporates a main shielding layer of copper mesh or aluminum foil and sub-shielding layers. If it has multiple core wires, the shielding layer is less prone to breakage during coiling or bending, maintaining electrical continuity of the shielding layers of the faulty cables at both ends. This effectively suppresses electromagnetic interference, such as the 50Hz interference generated by railway traction return current, ensuring the accuracy of signal transmission. Two connecting cables 2 are used in parallel. The flexibility of the flexible cable allows for simultaneous coiling and deployment of both cables. If a core wire in one cable breaks due to accidental pulling, the other cable can immediately take over transmission, forming a hot backup. This is particularly suitable for scenarios where railway traffic signals cannot be interrupted. The outer sheath of the flexible cable is made of oil-resistant, UV-resistant, and low-temperature-resistant materials such as neoprene rubber, maintaining flexibility in environments ranging from -40℃ to 80℃. This prevents hardening and cracking in extreme cold or softening and sticking in high temperatures, making it suitable for various environments along railway lines, including open areas, tunnels, and bridges. Even with long-term exposure to rain, snow, and oil, it is not prone to aging. If a single core of a multi-core flexible cable fails, the break point can be quickly located using a multimeter. Due to its flexibility, it can be bent in sections for testing, eliminating the need for complete replacement like rigid cables. If the outer sheath is damaged, it can be partially repaired by wrapping. The maintenance cost is far lower than that of traditional cables, making it particularly suitable for rapid repairs during maintenance windows. Example

[0036] like Figures 1-4As shown, based on Embodiment 1, this utility model provides a technical solution: Preferably, the two ends of the connecting cable 2 are heavy-duty aviation plugs 6, one male and one female. The two connecting cables 2 are respectively cross-connected to the heavy-duty aviation sockets 4 of the two terminal boxes 1. In this solution, the connecting cables 2 support multiple cascading. The heavy-duty aviation plug 6 socket adopts a bayonet-type or threaded quick-locking structure. During on-site operation, repair personnel do not need to use special tools. They only need to perform a simple rotation or locking action to complete the connection between the cable and the terminal box 1 within a few seconds, greatly shortening the repair time of the faulty cable 3. Compared with the traditional crimping and welding methods, its operation steps are greatly simplified, especially suitable for scenarios with extremely high requirements for repair timeliness, such as railway signal cables. It can quickly restore signal transmission and reduce train delay time. The male and female plug and socket design avoids the possibility of incorrect connection from a physical structure perspective. At the same time, the two connecting cables 2 cross-connect the two terminal boxes 1, forming a fixed connection logic. Even in an emergency repair environment, the correctness of the cable connection can be guaranteed, preventing abnormal signal transmission or equipment damage due to incorrect connection. This design reduces the risk of operational errors and increases the success rate of emergency repairs.

[0037] In this embodiment, the heavy-duty aviation plug 6 socket possesses excellent mechanical and electrical properties. Mechanically, its robust outer shell and precise internal structure can withstand strong vibrations, impacts, and tensile forces, making it suitable for the complex and variable environments along railway lines, such as the continuous vibrations of train operation and the harsh weather conditions of the outdoors, ensuring that the connection points will not easily loosen. Electrically, the contacts of the heavy-duty aviation plug 6 are made of high-quality conductive materials and processed with special techniques, resulting in low contact resistance. This effectively reduces signal loss and interference during transmission, ensuring stable and accurate transmission of railway signals and minimizing signal interruptions or errors.

[0038] When the damaged length of the faulty cable 3 is long and a single splice cable 2 cannot meet the requirements, this solution supports the cascading of multiple splice cables 2. By sequentially connecting the female end of the previous cable to the male end of the next cable, the connection length can be flexibly extended, enabling emergency repair of long-distance faulty cables 3. This cascading method does not require complex adapters or additional connection processes, is easy to operate, and maintains good electrical performance, providing a flexible solution for handling complex cable faults and expanding the applicability of emergency devices. The heavy-duty aviation plug 6 socket, as a standardized interface, has wide versatility and interchangeability. Standardized splice cables 2 and terminal boxes 1 from different manufacturers can be connected interchangeably, facilitating the railway department's flexible selection and allocation of resources during equipment maintenance, upgrades, or emergency material reserves. At the same time, the standardized interface also facilitates subsequent system upgrades and expansions. For example, when introducing new signal transmission technologies or equipment in the future, the existing interface structure can be directly used for docking, reducing system modification costs and technical difficulties.

[0039] The following describes the working steps of an emergency splicing device for signal cables.

[0040] Step 1: Select a covered cast aluminum waterproof enclosure with dimensions of 390mm × 280mm × 156mm for the cable terminal box 1. Machin a rectangular hole in the enclosure and install a 24-pin heavy-duty aviation socket 4. Machin a round hole in the enclosure and install a suitable size gland lock 5.

[0041] Step 2: Select a 5-meter-long 25-core sheathed flexible cable for splicing cable 2, and connect one male and one female 24-core heavy aviation plug 6 at both ends.

[0042] Step 3: Cut the faulty cable 3, removing the faulty portion to create two butt-jointed cable ends. Remove 240mm of the outer sheath and armor layer from the cable end, then remove 200mm of the shielding layer. Strip 10mm of the exposed core wire from the cable end.

[0043] Step 4: Select a cable terminal box 1 with a suitable inlet hole, insert the cable end into the inlet hole and tighten the gland lock 5. The inlet hole diameters at both ends must be the same. Use a pipe clamp to tighten the cable shielding layer and bolt the ground wire lead of the heavy-duty aviation socket 4.

[0044] Step 5: Connect the four-core groups of signal cables at both ends to the quick-connect terminals of the heavy-duty aviation socket 4 according to the terminal sequence shown on the label inside the cable terminal box 1.

[0045] Step 6: Use two connecting cables 2 to cross-connect the two ports of the cable terminal box 1.

[0046] The present invention has been described in detail above. However, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, any modifications or improvements that do not depart from the spirit of the present invention are within the protection scope of the present invention.

Claims

1. An emergency splicing device for signal cables, comprising two cable terminal boxes (1), a faulty cable (3), and two splicing cables (2), characterized in that: The faulty cable (3) includes two ends, which are respectively connected to two cable terminal boxes (1). The two cable terminal boxes (1) are connected by two connecting cables (2). The cable terminal box (1) is provided with multiple inlet holes of different diameters. The end of the faulty cable (3) passes through the inlet hole into the cable terminal box (1).

2. The emergency splicing device for signal cables according to claim 1, characterized in that: A gland lock head (5) is provided inside the inlet hole, and the gland lock head (5) is used to seal the inlet hole.

3. The emergency splicing device for signal cables according to claim 1, characterized in that: The terminal box (1) is equipped with a heavy-duty aviation socket (4), which is a male and female dual-type aviation socket (4), and a quick-connect terminal is provided on the inside of the heavy-duty aviation socket (4).

4. The emergency splicing device for signal cables according to claim 3, characterized in that: The two ends of the connecting cable (2) are heavy-duty aviation plugs (6), which are male and female heavy-duty aviation plugs (6), and the heavy-duty aviation plugs (6) are respectively cross-connected to two heavy-duty aviation sockets (4).

5. The emergency splicing device for signal cables according to claim 1, characterized in that: The splicing cable (2) is a multi-core sheathed flexible cable.

6. The emergency splicing device for signal cables according to claim 1, characterized in that: The connecting cable (2) is equipped with an equipotential bonding wire.

7. The emergency splicing device for signal cables according to claim 1, characterized in that: The splicing cable (2) supports multiple cascaded cables.

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