A kind of electrified railway catenary repair device

Abstract

The utility model relates to the technical field of contact net maintenance, disclose a kind of electrified railway contact net first-aid repair device, comprising: first hook subassembly is used to connect wrist arm;Second hook subassembly is connected with first hook subassembly by drive assembly, for connecting contact net;Drive assembly is used to drive second hook subassembly to move close to or away from first hook subassembly.The utility model by above-mentioned technical scheme, to solve the technical problem that the contact net first-aid repair in relevant art exists and depends on artificial bandaging, high-altitude operation time-consuming is long, connection firmness is difficult to guarantee.

Description

Technical Field

[0001] This utility model relates to the field of overhead contact line maintenance technology, and in particular to an emergency repair device for electrified railway overhead contact lines. Background Technology

[0002] When the overhead contact line cantilever arm detaches from the contact wire, the current main emergency repair method is the "temporary binding method." This involves using a string of suspension insulators and multiple strands of iron wire to bind and fix the contact wire to the cantilever arm of the support post, achieving the goal of "connecting first, then restoring" in a rapid emergency repair. Although this method is simple to operate and the materials are readily available, the binding strength is highly dependent on manual experience, and its efficiency is low at high altitudes, at night, or in inclement weather. Furthermore, it lacks standardized connectors, posing a risk of loosening and having many operational steps. Utility Model Content

[0003] This application discloses an emergency repair device for electrified railway overhead contact lines, which solves the technical problems of relying on manual binding, long time consumption of high-altitude operations, and difficulty in ensuring the firmness of connections in the emergency repair of overhead contact lines in related technologies.

[0004] To solve the above problems, the present invention adopts the following technical solution: This application discloses an emergency repair device for electrified railway overhead contact lines, comprising: The first hook assembly is used to connect the carpal arm; The second hook assembly is connected to the first hook assembly via a drive assembly and is used to connect to the overhead contact line; A drive component is used to drive the second hook component to move closer to or away from the first hook component.

[0005] In some embodiments, the first hook assembly includes a first hook body and a threaded post. The first hook body has a first notch through which a wrist arm passes, and the threaded post is rotatably disposed on the first hook body, with one end extending into the interior of the first hook body.

[0006] In some designs, the inner wall of the first hook body is provided with a first rubber pad.

[0007] In some designs, the first notch is located on the side of the first hook body.

[0008] In some embodiments, the second hook assembly includes a second hook body and a connecting portion. The second hook body has a second notch for the contact wire to pass through, and the connecting portion is disposed on the second hook body corresponding to the second notch and is capable of opening or closing the second notch.

[0009] In some designs, the connecting part is slidably disposed on the second hook body and can slide circumferentially along the second hook body to open or close the second notch.

[0010] Alternatively, the connecting part is rotatably mounted on the second hook body to open or close the second notch; Alternatively, the connector can be bent to open or close the second notch.

[0011] In some designs, the connecting part has one of a slot and a buckle, and the second hook body has the other of a slot and a buckle; when the second notch is closed, the buckle engages with the slot.

[0012] In some designs, a second rubber pad is provided on the inner wall of the second hook body.

[0013] In some designs, the second notch is located on the side of the second hook body.

[0014] In some designs, the drive assembly includes a lead screw and a turntable, with one end of the lead screw rotatably connected to a first hook assembly and the lead screw also threadedly engaged with a second hook assembly.

[0015] The technical solution adopted in this utility model can achieve the following beneficial effects: The electrified railway catenary repair device of this application has a first hook assembly connected to the support arm as a positioning reference. The second hook assembly is driven by a drive assembly to move closer to or away from the first hook assembly in a preset direction to actively adjust and lock the relative position with the catenary. At the same time, the driving process can also adaptively adjust the sag of the contact wire (i.e., spatial sag and attitude). This design upgrades the uncertain operation of traditional manual winding of multiple strands of iron wire to form a temporary force connection to a mechanical fine-tuning process that covers multi-dimensional spatial attitude. It not only fundamentally eliminates the interference of the harsh high-altitude environment and protective equipment on the binding quality, greatly improving the repair efficiency, but also directly suppresses the fatigue accumulation effect under the action of train vibration and wind through quantitative stroke control, avoiding the loosening and falling off of the binding point. Since the standardized mechanical action replaces the non-prefabricated on-site iron wire stranding, the connection reliability is detectable, and a unified execution paradigm is provided for standardized operation management. Thus, it systematically makes up for the obvious deficiencies of the existing construction methods in terms of efficiency, reliability and standardization. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 These are isometric views of an electrified railway catenary repair device disclosed in some embodiments of this application; Figure 2 This is a cross-sectional view of the second hook body disclosed in some embodiments of this application; Figure 3 This is a front view of the connection portion disclosed in some embodiments of this application.

[0018] In the picture: 100 - First hook assembly, 110 - First hook body, 111 - First notch, 112 - First rubber pad, 120 - Threaded post; 200-Second hook assembly, 210-Second hook body, 211-Second rubber pad, 212-Second notch, 213-Slot, 220-Connecting part, 221-Snap fastener; 300 - Drive assembly, 310 - Lead screw, 320 - Turntable. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0020] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and are not used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more.

[0021] During emergency repairs of overhead contact lines, the inventors discovered that operators, working at heights, must rely on personal experience and feel to wind and tighten multiple strands of wire between insulator strings and support arms to create temporary connections. In this process, there are no standardized operating procedures for key aspects such as the number of turns, the tightness of the twist, and the control of the force direction. The quality of the binding depends entirely on the operator's skill and physical condition. In adverse weather conditions such as high altitudes, insufficient nighttime lighting, rain, snow, ice, or strong winds, the difficulty of the work increases significantly, physical exertion accelerates, and the reduced hand dexterity after wearing gloves and other protective equipment further affects binding accuracy and efficiency. Furthermore, the manually bound structure is a one-time force-bearing system. The cumulative fatigue effect of the wire under train vibration, dynamic tension fluctuations in the contact wire, and wind can cause the binding points to gradually loosen or even fall off. The lack of effective methods for detecting tightness or preventing loosening on-site makes it difficult to quantitatively assess the reliability and quality control of the connection. Furthermore, since each "connector" used for binding is a temporary stranded iron wire assembly made on-site rather than a standardized prefabricated component, the connection performance varies significantly even when the same operator completes bindings at different times and under different working conditions, making it impossible to achieve process-oriented and standardized management of emergency repair operations. Therefore, the existing method has significant shortcomings in three dimensions: emergency repair efficiency, connection reliability, and operational standardization.

[0022] The following is in conjunction with the appendix Figures 1 to 3 This application provides a detailed description of an emergency repair device for electrified railway contact networks through specific embodiments and application scenarios.

[0023] Some embodiments of this application disclose an emergency repair device for electrified railway catenary, including a first hook assembly 100, a second hook assembly 200, and a drive assembly 300.

[0024] like Figure 1As shown, the first hook assembly 100 is used to connect the cantilever arm; the second hook assembly 200 is connected to the first hook assembly 100 via the drive assembly 300 and is used to connect the contact wire; the drive assembly 300 is used to drive the second hook assembly 200 to move closer to or away from the first hook assembly 100. The first hook assembly 100 is connected to the support arm as a positioning reference. The second hook assembly 200 is driven by the drive assembly 300 to move closer to or further away from the first hook assembly 100 in a preset direction to actively adjust and lock its relative position with the contact wire. At the same time, the driving process can also adaptively adjust the sag of the contact wire (i.e., spatial sag and attitude). This design upgrades the uncertain operation of forming a temporary force connection by manually winding multiple strands of iron wire to a mechanical fine-tuning process that covers multi-dimensional spatial attitude. This not only fundamentally eliminates the interference of the harsh high-altitude environment and protective equipment on the binding quality and greatly improves the efficiency of emergency repairs, but also directly suppresses the fatigue accumulation effect under the action of train vibration and wind through quantitative stroke control, preventing the binding points from loosening and falling off. Furthermore, since the standardized mechanical action replaces the non-prefabricated on-site iron wire strands, the reliability of the connection is detectable, and a unified execution paradigm is provided for standardized operation management. This systematically makes up for the obvious deficiencies of the existing construction methods in terms of efficiency, reliability and standardization.

[0025] like Figure 1 As shown, the first hook assembly 100 includes a first hook body 110 and a threaded post 120. The first hook body 110 has a first notch 111 through which the support arm passes. The threaded post 120 is rotatably disposed on the first hook body 110, with one end extending into the interior of the first hook body 110. The first hook assembly 100 utilizes the first notch 111 on the first hook body 110 to directly snap the body onto the support arm, achieving rapid positioning. Subsequently, by rotating the threaded post 120 disposed on the body, the end extending into the body gradually presses against or clamps the surface of the support arm, thereby firmly locking the entire hook assembly onto the support arm. Its working principle is essentially to replace the traditional manual binding method of multiple strands of iron wire with mechanical hard contact and thread self-locking. The assembly and disassembly actions do not rely on high-altitude feel and physical strength, which significantly improves the efficiency of emergency repairs. The clamping force of the threaded column 120 can be quantitatively adjusted and can effectively resist the fatigue accumulation effect caused by train vibration and wind load, preventing the binding points from loosening and falling off, thereby ensuring the reliability of the connection. At the same time, this standardized clamping structure eliminates the individual differences of temporary stranded bodies on site, provides a unified fixed benchmark for standardized operation, and also lays a solid and repeatable positioning foundation for the subsequent adjustment of the contact wire position by the drive component 300.

[0026] like Figure 1As shown, the inner wall of the first hook body 110 is provided with a first rubber pad 112. The first rubber pad 112 increases the coefficient of friction between the inner wall of the first hook body 110 and the surface of the support arm and forms a flexible buffer layer. It can not only prevent the threaded post 120 from slipping and failing due to train vibration after locking, but also attenuate high-frequency vibration energy, which significantly enhances the connection reliability.

[0027] like Figure 1 As shown, the first notch 111 is located on the side of the first hook body 110. The first notch 111 on the side ensures that after the first hook body 110 is engaged with the support arm, the direction of gravity is blocked by the solid wall structure where the first notch 111 is located. Thus, even when not locked, it can maintain its hanging posture by its own weight and will not slip in the direction of disengagement. This provides a stable positioning condition for locking the threaded column 120 in high-altitude environments without the need for additional continuous support, effectively reducing physical exertion and improving emergency repair efficiency.

[0028] like Figure 1 , Figure 2 and Figure 3 As shown, the second hook assembly 200 includes a second hook body 210 and a connecting part 220. The second hook body 210 has a second notch 212 for the contact wire to pass through. The connecting part 220 is disposed on the second hook body 210 corresponding to the second notch 212 and can open or close the second notch 212. The second hook assembly 200 allows the contact wire to pass through the second notch 212 on the second hook body 210, and uses the connecting part 220 disposed at the second notch 212 to open or close the notch, thereby realizing the quick insertion and locking of the contact wire. In use, simply insert the contact wire into the second hook body 210 through the second notch 212, and then operate the connecting part 220 to close the notch to complete the hooking, without the need for manual binding of the wire. This structure not only ensures the reliable positioning of the contact wire in the temporary support state and prevents it from coming out, but also greatly simplifies the operation process of high-altitude operations, improves installation efficiency and connection reliability, and provides a standardized and quick connection method for emergency repair operations. In addition, the design of the second notch 212 and the connecting part 220 allows the hook to keep the notch closed under stress, which has a self-locking and anti-detachment effect, further enhancing the safety of the temporary support.

[0029] In some embodiments, the connecting portion 220 is slidably disposed on the second hook body 210 and can slide along the circumference of the second hook body 210 to open or close the second notch 212.

[0030] In some embodiments, the connecting portion 220 is rotatably disposed on the second hook body 210 to open or close the second notch 212.

[0031] In some embodiments, the connecting portion 220 is bendable, and the second notch 212 can be opened or closed by bending the connecting portion 220. For example, the connecting portion 220 is made of rubber material, and the second notch 212 can be opened by bending the connecting portion 220 when it is necessary to insert it into the contact wire.

[0032] like Figure 2 and Figure 3 As shown, the connecting part 220 has one of a slot 213 and a buckle 221, and the second hook body 210 has the other of a slot 213 and a buckle 221. When the second notch 212 is closed, the buckle 221 engages with the slot 213. During operation, simply pushing or snapping the buckle 221 into the corresponding slot 213 completes the locking process without any auxiliary tools, greatly simplifying the operation steps for high-altitude work compared to bolt tightening or wire binding. Simultaneously, the engagement between the slot 213 and the buckle 221 provides clear feedback and a limiting function, eliminating the need for operators to judge the tightness based on experience. This effectively avoids the problem of inconsistent tightness caused by human factors in manual binding, significantly improving the reliability and consistency of the connection.

[0033] In some embodiments, the connecting portion 220 has a slot 213, and the second hook body 210 has a buckle 221.

[0034] In some embodiments, the connecting portion 220 has a snap 221, and the second hook body 210 has a slot 213.

[0035] like Figure 2 As shown, the inner wall of the second hook body 210 is provided with a second rubber pad 211. The second rubber pad 211 provided on the inner wall of the second hook body 210 can increase the friction force when clamping the contact wire to prevent it from sliding, while avoiding damage to the surface of the contact wire caused by rigid contact, and can also play a certain role in insulation protection and cushioning and vibration reduction.

[0036] like Figure 2 As shown, the second notch 212 is located on the side of the second hook body 210. The second notch 212 is located on the side of the second hook body 210, which makes it easy for the contact wire to be inserted into the hook horizontally from the side, without having to thread the wire from the end or lift it to a large height, simplifying the high-altitude alignment operation and making the hooking process more convenient and faster.

[0037] like Figure 1As shown, the drive assembly 300 includes a lead screw 310 and a turntable 320. One end of the lead screw 310 is rotatably connected to the first hook assembly 100, and the lead screw 310 is also threadedly engaged with the second hook assembly 200. Through the engagement of the lead screw 310 and the turntable 320, the drive assembly 300 converts the rotational motion of the turntable 320 into linear movement of the second hook assembly 200 along the axial direction of the lead screw 310, thereby achieving precise adjustment of the distance between the first hook assembly 100 and the second hook assembly 200 to adapt to support requirements under different working conditions. This structure is simple and labor-saving to operate, and has a self-locking function, maintaining a stable position after adjustment without the need for additional locking operations.

[0038] Specifically, the lead screw 310 is rotatably connected to the first hook body 110, the first hook body 110 has a mounting hole, and one end of the lead screw 310 is rotatably disposed in the mounting hole.

[0039] It should be noted that, in this document, 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 a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0040] Furthermore, it should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0041] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A device for emergency repair of overhead contact lines in electrified railways, characterized in that, include: The first hook assembly is used to connect the carpal arm; The second hook assembly is connected to the first hook assembly via a drive assembly and is used to connect to the contact wire; A drive component for driving the second hook component to move closer to or away from the first hook component.

2. The emergency repair device for electrified railway contact network according to claim 1, characterized in that, The first hook assembly includes a first hook body and a threaded post. The first hook body has a first notch through which a wrist arm passes. The threaded post is rotatably disposed on the first hook body and extends at one end into the interior of the first hook body.

3. The emergency repair device for electrified railway contact network according to claim 2, characterized in that, The inner wall of the first hook body is provided with a first rubber pad.

4. The emergency repair device for electrified railway contact network according to claim 2, characterized in that, The first notch is located on the side of the first hook body.

5. The emergency repair device for electrified railway contact network according to claim 1, characterized in that, The second hook assembly includes a second hook body and a connecting part. The second hook body has a second notch for a contact wire to pass through. The connecting part is disposed on the second hook body corresponding to the second notch and can open or close the second notch.

6. The emergency repair device for electrified railway contact network according to claim 5, characterized in that, The connecting part is slidably disposed on the second hook body and can slide along the circumference of the second hook body to open or close the second notch; Alternatively, the connecting part is rotatably disposed on the second hook body to open or close the second notch; Alternatively, the connecting portion may be bent to open or close the second notch.

7. The emergency repair device for electrified railway contact network according to claim 6, characterized in that, The connecting part has one of a slot and a buckle, and the second hook body has the other of the slot and the buckle; when the second notch is closed, the buckle engages with the slot.

8. The emergency repair device for electrified railway contact network according to claim 5, characterized in that, The inner wall of the second hook body is provided with a second rubber pad.

9. A device for emergency repair of electrified railway contact networks according to claim 5, characterized in that, The second notch is located on the side of the second hook body.

10. The emergency repair device for electrified railway contact network according to claim 1, characterized in that, The drive assembly includes a lead screw and a turntable. One end of the lead screw is rotatably connected to the first hook assembly, and the lead screw is also threadedly engaged with the second hook assembly.

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