Locomotive signal host door

Abstract

The application relates to a locomotive signal main machine door, which comprises a door body, a switching assembly arranged on the inner side of the door body, and a supporting assembly arranged between the door body and the switching assembly. The supporting assembly has multiple spaced supporting points for the switching assembly, so that a first heat dissipation space is formed between the switching assembly and the door body. The technical scheme provided by the application can solve the problem of poor heat dissipation effect of the switching assembly in the related art.

Description

Technical Field

[0001] This application relates to the field of railway train technology, and in particular to locomotive signal main unit doors. Background Technology

[0002] The locomotive signal host is the core onboard equipment of the railway train operation control system. It receives ground signal information transmitted by track circuits or transponders, and after demodulation, decoding and processing, displays the current permissible operating speed, target distance and signal status in real time in the driver's cab. It constitutes a key human-machine interface to ensure train operation safety and improve transportation efficiency.

[0003] The locomotive signal main unit consists of a main unit body and a main unit door. The main unit door is detachably mounted on the main unit body and includes a door body and a switching assembly. Locomotive signal main units typically employ a dual-unit redundancy design (A unit + B unit) to ensure operational safety. During routine maintenance, performance testing, or troubleshooting of the locomotive signal main unit, a switching operation between the A and B units is required to verify their independence and coordination. During locomotive signal main unit testing, the switching assembly is used to switch between the A and B units of the locomotive signal main unit.

[0004] In related technologies, the switching component is directly fixed to the door body without any gap between them. However, the switching component generates heat during operation, which prevents it from dissipating heat and causes it to overheat. This leads to a decrease in the performance of the switching component or unstable operation. In severe cases, it can shorten the service life of the switching component or even cause it to burn out. Utility Model Content

[0005] Therefore, it is necessary to provide a locomotive signal main unit door to address the problem of poor heat dissipation of the switching components.

[0006] A locomotive signal main unit door, comprising:

[0007] Door body;

[0008] Switching components are located inside the door.

[0009] The support component is positioned between the door and the switching component, and has multiple spaced support points for the switching component to create a first heat dissipation space between the switching component and the door.

[0010] In one embodiment, the locomotive signal main unit door further includes:

[0011] The protective component has a protective cavity, and the protective component is installed outside the switching component through the protective cavity.

[0012] In one embodiment, the protective component includes:

[0013] The protective shell has a protective cavity;

[0014] A fastener is provided between the protective housing and the switching assembly to separate the protective housing and the switching assembly, so as to form a second heat dissipation space between the protective housing and the switching assembly.

[0015] In one embodiment, the support assembly includes a plurality of support members, each support member having a support point, the support member being disposed on the door body, and a first connecting hole being provided at the end of the support member away from the door body;

[0016] The switching component is mounted on the support member. The switching component has a first through hole, and the projection of the first through hole along the first direction is located at the first connecting hole.

[0017] One end of the fastener is disposed within the first through hole and the first connecting hole to connect the switching component and the support component.

[0018] In one embodiment, the end of the fastener away from the switching assembly has a second connection hole;

[0019] The protective shell has a second through hole, which communicates with the protective cavity, and the projection of the second through hole along the first direction is located at the second connecting hole;

[0020] The protective assembly also includes fasteners, which are disposed within the second through hole and the second connecting hole, and the fasteners secure the protective shell and the fasteners through the second through hole and the second connecting hole.

[0021] In one embodiment, the spacing between the switching component and the door body along the first direction is set between 3mm and 8mm; the spacing between the protective component and the switching component along the first direction is set between 15mm and 20mm.

[0022] In one embodiment, the protective component has a first through hole through which the cable of the switching component exits;

[0023] The locomotive signal main unit door also includes:

[0024] The wiring assembly is fixed to the door body and is located on the side of the protective assembly with the first wire hole. The wiring assembly has a wiring channel for passing cables through the first wire hole.

[0025] In one embodiment, the two ends of the wiring channel have an inlet and an outlet, respectively, with the inlet located near the first through hole;

[0026] The locomotive signal main unit door also includes:

[0027] The second wire hole is located on the door body, and the wire outlet is located near the second wire hole.

[0028] In one embodiment, the locomotive signal main unit door further includes:

[0029] An observation hole is provided on the door.

[0030] A protective plate covers the observation hole and is made of transparent material.

[0031] In one embodiment, both the door and the support components are made of metal.

[0032] The aforementioned locomotive signal main unit door has multiple support points on its support assembly to support the switching assembly, thus creating a first heat dissipation space between the switching assembly and the door body. This design allows air to circulate within this first heat dissipation space, dissipating the heat generated by the switching assembly during operation into the surrounding air through convection and radiation. This prevents heat accumulation at the bottom of the switching assembly and improves its heat dissipation effect. This ensures the performance and reliability of the switching assembly, extends its service life, and reduces the likelihood of it burning out. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of a locomotive signal main unit door provided in one embodiment of this application;

[0034] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle.

[0035] Explanation of reference numerals in the attached figures:

[0036] 10. Door body; 11. Second wiring hole; 12. Observation hole;

[0037] 20. Support assembly; 21. Support member; 211. First connecting hole;

[0038] 30. Switching component; 31. First through hole;

[0039] 40. Protective components;

[0040] 41. Protective shell; 411. Protective cavity; 412. Second through hole; 413. First wire hole;

[0041] 42. Fastener; 421. Second connecting hole; 422. Connecting part; 423. Main body part;

[0042] 43. Fasteners;

[0043] 50. Cable routing assembly; 51. Cable inlet; 52. Cable outlet. Detailed Implementation

[0044] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0045] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0046] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0047] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0048] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0049] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0050] See Figure 1 and Figure 2 This application provides a locomotive signal main gate, which includes a gate body 10, a support assembly 20, and a switching assembly 30. The switching assembly 30 is disposed inside the gate body 10. The support assembly 20 is supported between the gate body 10 and the switching assembly 30, and has multiple spaced support points for the switching assembly 30 to form a first heat dissipation space between the switching assembly 30 and the gate body 10.

[0051] By applying the technical solution of this application, multiple support points of the support component 20 are used to support the switching component 30, thereby forming a first heat dissipation space between the switching component 30 and the door body 10. This arrangement allows air to circulate within the first heat dissipation space, and the heat generated by the switching component 30 during operation can be dissipated into the surrounding air through convection and radiation, preventing heat accumulation at the bottom of the switching component 30 and improving its heat dissipation effect. This ensures the performance of the switching component 30, improves its operational reliability, extends its service life, and reduces the possibility of it burning out.

[0052] When the door 10 experiences temperature changes due to the external environment, it will not directly transmit the temperature changes to the switching component 30, thereby improving the stability and reliability of the switching component 30.

[0053] Furthermore, the spacing between the switching component 30 and the door 10 provides convenient space for cable laying and improves the ease of assembly.

[0054] Specifically, the locomotive signal main unit door also includes a protective component 40, which has a protective cavity 411. The protective component 40 is covered by the protective cavity 411 on the outside of the switching component 30. This arrangement can protect the switching component 30 inside the protective cavity 411, preventing external dust and other factors from damaging the switching component 30, and further ensuring the normal operation of the switching component 30.

[0055] The protective assembly 40 includes a protective shell 41 and a fixing member 42. The protective shell 41 has a protective cavity 411. The fixing member 42 is disposed between the protective shell 41 and the switching assembly 30 to separate the protective shell 41 and the switching assembly 30, thereby forming a second heat dissipation space between them. This arrangement allows air to flow within the second heat dissipation space, further improving the heat dissipation effect of the locomotive signal main unit door. Simultaneously, the second heat dissipation space provides space for the layout of internal wiring, further improving the convenience of circuit arrangement.

[0056] Specifically, the support assembly 20 includes multiple support members 21, each with a support point. The support members 21 are mounted on the door body 10, and a first connecting hole 211 is provided at the end of each support member 21 away from the door body 10. The switching assembly 30 is mounted on the support members 21 and has a first through hole 31. The projection of the first through hole 31 along a first direction is located at the first connecting hole 211. One end of the fixing member 42 is disposed within the first through hole 31 and the first connecting hole 211 to connect the switching assembly 30 and the support members 21. (See reference...) Figure 1 The X direction is the first direction. With this configuration, the fixing member 42 can fix the switching component 30 and the support member 21 while separating the protective shell 41 and the switching component 30. This realizes the multi-functionality of the fixing member 42, reduces the use of parts, and at the same time prevents the switching component 30 from shifting during operation, thus improving the reliability of the switching component 30.

[0057] In some embodiments, the fastener 42 includes a main body 423 and a connecting portion 422 disposed within the first through hole 31 and the first connecting hole 211 to connect the first through hole 31 and the first connecting hole 211. The connecting portion 422 is threadedly connected to the first connecting hole 211. This arrangement ensures the stability of the connection between the fastener 42 and the support member 21.

[0058] In some embodiments, the first through hole 31 and the first connecting hole 211 are coaxially arranged.

[0059] In some embodiments, the switching component 30 includes a PCB board with a first through hole 31. The PCB board is generally rectangular and integrates core functional modules such as a control module, a communication module, and a switching execution module to realize the remote control switching function between the locomotive signal host A and host B.

[0060] In some embodiments, multiple support members 21 are arranged one-to-one with multiple support points, each support member 21 has a support point, and multiple support members 21 are arranged at intervals around the outer edge of the switching component 30. This arrangement not only ensures the support effect of the support component 20, but also further improves the efficiency of heat dissipation and avoids the support members 21 from affecting the heat dissipation effect.

[0061] In some embodiments, the protective component 40 includes a plurality of fasteners 42, which are configured one-to-one with a plurality of support members 21. The switching component 30 has a plurality of first through holes 31, which are configured one-to-one with a plurality of support members 21. One end of the fastener 42 is disposed in the corresponding first through hole 31 and the corresponding first connecting hole 211.

[0062] In some embodiments, the support member 21 is a columnar structure, which facilitates the processing of the support member 21.

[0063] Furthermore, the end of the fastener 42 furthest from the switching assembly 30 has a second connecting hole 421. The protective shell 41 has a second through hole 412 communicating with the protective cavity 411, and the projection of the second through hole 412 along the first direction is located at the second connecting hole 421. The protective assembly 40 also includes a fastener 43, which is disposed within the second through hole 412 and the second connecting hole 421, and the fastener 43 fixes the protective shell 41 and the fastener 42 through the second through hole 412 and the second connecting hole 421. This arrangement facilitates the disassembly and assembly of the protective shell 41, and when the switching assembly 30 needs to be inspected, replaced, or its wiring maintained, it is not necessary to disturb the internal switching assembly 30, thus facilitating maintenance work. At the same time, the fastener 43 is connected to the second connecting hole 421 of the fastener 42, further improving the versatility of the fastener 42 and further reducing the number of parts used. Furthermore, the fasteners 43 prevent the protective shell 41 from shifting or falling off during locomotive operation due to vibration or other factors, thus ensuring the stability of the protective shell 41.

[0064] In some embodiments, the second through hole 412 and the second connecting hole 421 are coaxially arranged.

[0065] In some embodiments, the fastener 43 is threaded into the second connecting hole 421. This configuration improves the stability of the connection between the fastener 43 and the fixing member 42.

[0066] In some embodiments, the fastener 42 includes a main body 423, and a second connecting hole 421 is provided on the main body 423. The inner diameter of the connecting part 422 is smaller than the inner diameter of the main body 423. This arrangement facilitates the machining of the second connecting hole 421 and threads on the fastener 42.

[0067] In some embodiments, the fastener 42 is made of brass, which improves the mechanical strength of the fastener 42.

[0068] Specifically, the interval between the switching component 30 and the door body 10 along the first direction is set between 3mm and 8mm. This setting ensures effective heat dissipation and air circulation while improving the compactness of the main unit door structure and avoiding wasted space.

[0069] In some embodiments, the interval between the switching component 30 and the door 10 along the first direction is 3mm, 5mm or 8mm.

[0070] The spacing between the protective component 40 and the switching component 30 along the first direction is set between 15mm and 20mm, that is, the spacing between the protective shell 41 and the switching component 30 along the first direction is set between 15mm and 20mm. This setting further ensures effective heat dissipation and air circulation, while improving the compactness of the main unit door structure, avoiding wasted space, preventing the protective shell 41 from protruding too much, and ensuring the rational utilization of the internal space of the locomotive signal main unit.

[0071] In some embodiments, the distance between the protective component 40 and the switching component 30 along the first direction is 15mm, 18mm or 20mm.

[0072] The protective component 40 has a first cable-passing hole 413 through which the cable of the switching component 30 exits. The locomotive signal main unit door also includes a cable routing component 50, which is fixed to the door body 10. The cable routing component 50 is located on the side of the protective component 40 with the first cable-passing hole 413 and has a cable routing channel for passing the cable exiting the first cable-passing hole 413. This arrangement allows the cable routing component 50 to neatly and guide the cable exiting the first cable-passing hole 413, preventing cable clutter, reducing interference between cables, and facilitating cable inspection and replacement.

[0073] Specifically, the cable routing channel has an inlet 51 and an outlet 52 at each end, with the inlet 51 located near the first through hole 413. The locomotive signal main unit door also includes a second through hole 11, which is located on the door body 10, with the outlet 52 located near the second through hole 11. This arrangement, with the inlet 51 adjacent to the first through hole 413, ensures that the cable harness can be immediately guided into the cable routing channel after being led out of the protective cavity 411, avoiding exposure and bending of the cable harness. The outlet 52, corresponding to the second through hole 11 on the door body 10, ensures that the cable harness can pass through the door body 10 via the shortest and most direct path and connect to the corresponding interface inside the main unit. This not only reduces the length of the cable harness and the required installation space but also reduces potential interference to the signal during long-distance transmission, thus helping to ensure signal quality.

[0074] Specifically, the locomotive signal main unit door also includes an observation hole 12 and a protective plate. The observation hole 12 is located on the door body 10. The protective plate covers the observation hole 12 and is made of a transparent material. This design allows staff to directly view the indicator lights inside the locomotive signal main unit through the observation hole 12 without opening or disassembling the door body 10, enabling rapid assessment of the locomotive signal main unit's operating status. Furthermore, the protective plate prevents external impurities from entering the locomotive signal main unit without obstructing the staff's view.

[0075] In some embodiments, the protective plate is an acrylic sheet.

[0076] Specifically, both the door body 10 and the support assembly 20 are made of metal. This design ensures the strength and protective performance of the door body 10 and the support assembly 20, effectively resisting external impacts and vibrations.

[0077] In another embodiment of this application, a locomotive signal host is provided. The locomotive signal host includes a host body and the locomotive signal host door provided above. The door body 10 is detachably mounted on the host body.

[0078] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0079] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A locomotive signal main unit door, characterized in that, The locomotive signal main unit door includes: Door body (10); A switching component (30) is disposed inside the door body (10); A support component (20) is supported between the door body (10) and the switching component (30), and has multiple spaced support points on the switching component (30) to form a first heat dissipation space between the switching component (30) and the door body (10).

2. The locomotive signal main unit door according to claim 1, characterized in that, The locomotive signal main unit door also includes: A protective component (40) having a protective cavity (411) is provided to cover the outside of the switching component (30) through the protective cavity (411).

3. The locomotive signal main unit door according to claim 2, characterized in that, The protective component (40) includes: A protective shell (41) having the protective cavity (411). A fixing member (42) is disposed between the protective shell (41) and the switching assembly (30) to separate the protective shell (41) and the switching assembly (30) so that a second heat dissipation space is formed between the protective shell (41) and the switching assembly (30).

4. The locomotive signal main unit door according to claim 3, characterized in that, The support assembly (20) includes a plurality of support members (21), each support member (21) having the support point, the support member (21) being disposed on the door body (10), and a first connecting hole (211) being provided at one end of the support member (21) away from the door body (10). The switching component (30) is mounted on the support member (21). The switching component (30) has a first through hole (31). The projection of the first through hole (31) along the first direction is located at the first connecting hole (211). One end of the fastener (42) is disposed in the first through hole (31) and the first connecting hole (211) to connect the switching assembly (30) and the support (21).

5. The locomotive signal main unit door according to claim 3, characterized in that, The end of the fastener (42) away from the switching assembly (30) has a second connection hole (421); The protective shell (41) has a second through hole (412), which communicates with the protective cavity (411), and the projection of the second through hole (412) along the first direction is located at the second connecting hole (421). The protective component (40) further includes a fastener (43) disposed in the second through hole (412) and the second connecting hole (421), and the fastener (43) fixes the protective shell (41) and the fastener (42) through the second through hole (412) and the second connecting hole (421).

6. The locomotive signal main unit door according to claim 2, characterized in that, The spacing between the switching component (30) and the door (10) along the first direction is set between 3mm and 8mm; the spacing between the protective component (40) and the switching component (30) along the first direction is set between 15mm and 20mm.

7. The locomotive signal main unit door according to claim 2, characterized in that, The protective component (40) has a first through hole (413) through which the cable of the switching component (30) passes; The locomotive signal main unit door also includes: The wiring assembly (50) is fixed on the door body (10). The wiring assembly (50) is disposed on the side of the protective assembly (40) having the first wire hole (413). The wiring assembly (50) has a wiring channel for threading the cable that passes through the first wire hole (413).

8. The locomotive signal main unit door according to claim 7, characterized in that, The cable routing channel has an inlet (51) and an outlet (52) at both ends, with the inlet (51) located near the first through hole (413). The locomotive signal main unit door also includes: The second wire hole (11) is provided on the door body (10), and the wire outlet (52) is provided near the second wire hole (11).

9. The locomotive signal main unit door according to claim 1, characterized in that, The locomotive signal main unit door also includes: An observation hole (12) is provided on the door body (10); A protective plate covers the observation hole (12) and is made of transparent material.

10. The locomotive signal main unit door according to claim 1, characterized in that, Both the door body (10) and the support assembly (20) are made of metal.

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