A trolley locking type DC switch cabinet

Abstract

The utility model relates to the technical field of direct current distribution system, and disclose a trolley locking type direct current switch cabinet, include: direct current switch cabinet body, circuit breaker trolley, the circuit breaker trolley can go into and go out direct current switch cabinet body, and the circuit breaker trolley includes operating panel and car body. The trolley locking type direct current switch cabinet, the main components of circuit breaker trolley have the clear lock point, operating panel is to the corresponding lock bolt, the car body corresponds the rear lock rod, under the premise that the lock bolt of operating panel both sides does not retract when the trolley structure does not change, operating panel and car body do not have the possibility of movement, all the impact force to circuit breaker trolley will resist and disperse through the direct current cabinet body that is integrated with trolley locking, like this, can realize the phenomenon of the internal element malfunction, false touch of circuit breaker trolley from the root to avoid when the instantaneous short circuit of circuit breaker, effectively improved the reliability of product.

Description

Technical Field

[0001] This utility model relates to the field of DC power distribution system technology, specifically a trolley-locked DC switch cabinet. Background Technology

[0002] With the expansion of urban planning and the widespread adoption of rail transit systems, such as subways, more and more people are choosing rail transit as a stable and convenient mode of transportation for commuting and daily travel. Beyond fulfilling basic power distribution functions, optimizing the daily operation and maintenance of equipment and improving its reliability and operability are further necessary requirements.

[0003] The current technology is as follows: the car is divided into two parts: a front mechanism panel and a rear body (as shown in the instruction manual). Figure 1 After the trolley enters the cabinet, the operator locks the front mechanism panel to the cabinet body, restricting the panel's degree of freedom. The trolley body has a travel limit design to ensure that the trolley body can move away from the mechanism panel by a fixed distance to reach the working position. In this way, the trolley achieves a stable state inside the cabinet. The stable state of the trolley inside the cabinet is based on the locking of the mechanism panel and the cabinet body. The mechanism panel and the trolley body are two independent structures. Since the trolley body carries the DC circuit breaker, its mass is much greater than that of the mechanism panel. When the trolley body is impacted and moves, the front mechanism panel is easily squeezed or stretched by the rear, resulting in instantaneous deformation and rebound. As a result, the internal mechanism of the mechanism panel moves uncontrollably, affecting the reliability of the mechanism. As an independent structure, the trolley body itself does not have an independent and reliable device to restrict the degree of freedom, and it also has the possibility of being moved. Therefore, a trolley-locking type DC switch cabinet is proposed. Utility Model Content

[0004] The purpose of this utility model is to provide a trolley-locking type DC switch cabinet to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a trolley-locking type DC switch cabinet, comprising:

[0006] DC switch cabinet body;

[0007] A circuit breaker trolley, which can enter and exit the DC switch cabinet body, and the circuit breaker trolley includes an operation panel and a vehicle body, wherein the operation panel is exposed outside the DC switch cabinet body and is separated from the cabinet door of the DC switch cabinet body.

[0008] A knob is located on the front of the control panel and has three positions: unlock, panel lock, and frame lock.

[0009] The interlocking mechanism comprises two sets, symmetrically arranged on both sides inside the DC switch cabinet body, with the height of the two sets matching the height of the operating panel. Each set includes a base plate, a guide rail, a rack, a wedge block, a support slide plate, a rotating shaft, gear a, gear b, a locking rod, a locking rod seat, a compression spring, and a guide rod. The guide rail, the locking rod seat, and the guide rod are all fixedly mounted on the base plate. The wedge block is fixedly connected to the support slide plate, and the support slide plate is fixedly connected to the rack. The wedge block, the support slide plate, and the rack can slide along the guide rail. The rotating shaft is fixedly connected to gear a and gear b, and the rotating shaft, gear a, and gear b can rotate synchronously. The rack meshes with gear b, and the locking rod meshes with gear a. The locking rod can slide along the locking rod seat. The right end of the rack contacts the compression spring, and the rack is sleeved on the left end of the guide rod.

[0010] Lock holes are provided on both sides of the vehicle body at the positions corresponding to the lock rods.

[0011] Preferably, the front of the control panel is provided with markings corresponding to the three positions of the knob, namely, unlock marking, panel lock marking, and frame lock marking.

[0012] Preferably, the operation panel is provided with extended locking tongues on both sides.

[0013] Preferably, the wedge block, the support slide plate, and the rack are fixedly connected by bolts, and the sliding direction of the three is consistent with the extension direction of the guide rail.

[0014] Preferably, the guide rod is arranged parallel to the guide rail, and the axis of the guide rod coincides with the sliding direction of the rack rod.

[0015] Preferably, the axis of the locking rod is perpendicular to the sliding direction of the rack rod.

[0016] Compared with the prior art, the beneficial effects achieved by this utility model are:

[0017] 1. Each major component of the circuit breaker trolley has a clearly defined locking point. The operating panel corresponds to the locking tongue, and the trolley body corresponds to the rear locking rod. Under the premise that the trolley structure does not change and the locking tongues on both sides of the operating panel do not retract, the operating panel and the trolley body cannot move. All impact forces on the circuit breaker trolley will be resisted and dispersed by the DC cabinet body that is locked together with the trolley. In this way, the internal components can be prevented from malfunctioning or accidentally touching due to impact and vibration of the circuit breaker trolley during a momentary short circuit, thus effectively improving the reliability of the product.

[0018] 2. As can be seen from Part IV, the core of this technical solution lies in configuring the interlocking mechanism on both sides of the cabinet. The principle of this mechanism is clear and well-defined, and the processing requirements for its components are not high. By adjusting the parameters of the rack, pinion, and locking rod, it can adapt to the design requirements of DC cabinets with different strokes and body sizes, demonstrating high versatility.

[0019] 3. Simple operation: The operation steps of the DC cabinet designed in this utility model are not significantly different from the current operation steps of DC cabinets. The only difference is that the operation knob has been changed from the original two-position lock and unlock mode to a three-position mode. There are no operational obstacles. The exposed design of the trolley operation panel can reduce the complexity of the DC cabinet door. Directly operating the trolley panel is also more direct and convenient than indirectly operating the trolley panel through the cabinet door interlock. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of an existing trolley-locked DC switchgear structure.

[0021] Figure 2 This is a schematic diagram of the exposed structure of the operation panel of this utility model;

[0022] Figure 3 This is a schematic diagram of the structure of the operation panel of this utility model;

[0023] Figure 4 This is a schematic diagram of the structure of the vehicle body when locked.

[0024] Figure 5 This is a schematic diagram of the interlocking mechanism of this utility model;

[0025] Figure 6 This is a schematic diagram of the interlocking mechanism of this utility model.

[0026] The components are as follows: 1. Control panel; 2. Knob; 3. Wedge block; 4. Support slide; 5. Base plate; 6. Guide rail; 7. Rack and pinion; 8. Rotating shaft; 9. Gear a; 10. Gear b; 11. Locking bar; 12. Locking bar seat; 13. Compression spring; 14. Guide rod; 15. Car body; 16. Cabinet door; 17. Unlock position; 18. Panel lock position; 19. Frame lock position; 20. Interlocking mechanism; 21. Lock tongue. Detailed Implementation

[0027] 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.

[0028] This utility model provides the following technical solution:

[0029] Please see Figures 2-6 A trolley-locked DC switchgear includes:

[0030] DC switch cabinet body;

[0031] The circuit breaker trolley can enter and exit the DC switch cabinet body, and the circuit breaker trolley includes an operation panel 1 and a vehicle body 15. The operation panel 1 is exposed outside the DC switch cabinet body and is separated from the cabinet door 16 of the DC switch cabinet body.

[0032] Knob 2, which is located on the front of the operation panel 1, has three positions: unlock position 17, panel lock position 18, and frame lock position 19.

[0033] The interlocking mechanism 20 comprises two sets, symmetrically arranged on both sides inside the DC switch cabinet body, with the height of both sets matching the height of the operation panel 1. Each set of the interlocking mechanism 20 includes a base plate 5, a guide rail 6, a rack 7, a wedge block 3, a support slide plate 4, a rotating shaft 8, gear a9, gear b10, a locking rod 11, a locking rod seat 12, a compression spring 13, and a guide rod 14. The guide rail 6, the locking rod seat 12, and the guide rod 14 are all fixedly mounted on the base plate 5. The wedge block... Block 3 is fixedly connected to the support slide plate 4, the support slide plate 4 is fixedly connected to the rack rod 7, and the wedge block 3, the support slide plate 4 and the rack rod 7 can slide along the guide rail 6. The rotating shaft 8 is fixedly connected to gear a9 and gear b10, and the rotating shaft 8, gear a9 and gear b10 can rotate synchronously. The rack rod 7 meshes with gear b10. The locking rod 11 meshes with gear a9, and the locking rod 11 can slide along the locking rod seat 12. The right end of the rack rod 7 contacts the compression spring 13, and the rack rod 7 is sleeved on the left end of the guide rod 14.

[0034] Lock holes are provided on both sides of the vehicle body 15 at the positions corresponding to the lock rod 11.

[0035] The front of the control panel 1 is provided with markings that correspond one-to-one with the three positions of the knob 2. The markings are the unlock mark, the panel lock mark, and the frame lock mark.

[0036] The operation panel 1 is provided with extended locking tongues 21 on both sides.

[0037] The wedge block 3, the support slide plate 4, and the rack rod 7 are fixedly connected by bolts, and the sliding direction of the three is consistent with the extension direction of the guide rail 6.

[0038] The guide rod 14 is arranged parallel to the guide rail 6, and the axis of the guide rod 14 coincides with the sliding direction of the rack rod 7.

[0039] The axis of the locking rod 11 is perpendicular to the sliding direction of the rack rod 7.

[0040] Through the above technical solution, the DC switchgear body serves as the basic carrier of the entire device, providing installation and protection space for the circuit breaker trolley. Installation positions for the interlocking mechanism 20 are reserved on both sides of its interior. The circuit breaker trolley is divided into two parts: the operating panel 1 and the trolley body 15. The operating panel 1 is exposed outside the DC switchgear body and is completely separated from the cabinet door 16. This prevents the operating panel 1 from being squeezed when the cabinet door 16 is closed, and also prevents the operating panel 1 from being collided with the cabinet door when it is impacted. Furthermore, the gap between the operating panel and the cabinet door can provide some pressure relief when pressure fluctuations occur inside the cabinet, protecting the internal components. The operating panel 1 has protruding locking tongues 21 on both sides, and a knob 2 and corresponding markings (unlocking markings) on the front. The lock markings and frame lock markings, along with the extended lock tongue 21, provide a direct contact point for locking the operation panel 1 to the cabinet. The knob 2 and markings provide clear operating instructions for the operator, ensuring accurate gear switching. The vehicle body 15, as the load-bearing component of the DC circuit breaker, has lock holes on both sides corresponding to the locking rods of the interlocking mechanism 20. This is key to achieving independent locking of the vehicle body 15. Through the cooperation of the locking rod 11 and the lock holes, the freedom of the vehicle body 15 in the direction inside and outside the cabinet can be directly restricted, solving the defect of the lack of an independent locking device for the vehicle body in the existing technology. The knob 2 is the core of the operation control of the entire device, with three positions: unlocking position 17, panel lock position 18, and frame lock position 19. The three positions form a stepped control logic for trolley entry and exit, panel fixing, and double locking. The design not only aligns with existing DC switchgear operating habits but also achieves more precise locking control through refined gear positions. Operators can quickly learn to use it without additional training, reducing maintenance costs. Two sets of interlocking mechanisms 20 are symmetrically arranged on both sides of the DC switchgear body, and the height of both sets of interlocking mechanisms 20 is consistent with the height of the operating panel 1, ensuring that the extended locking tongue 21 of the operating panel 1 can accurately engage with the interlocking mechanism 20. Each interlocking mechanism 20 includes a base plate 5, guide rail 6, rack and pinion 7, wedge block 3, support slide plate 4, rotating shaft 8, gear a9, gear b10, locking rod 11, locking rod seat 12, compression spring 13, and guide rod 14. The base plate 5 serves as the mounting foundation for all components, providing stable support for the interlocking mechanism 20. The guide rail 6 and guide rod 14 are both aligned with the rack and pinion mechanism 20. The sliding direction of rack 7 is parallel. Guide rail 6 supports wedge block 3, support slide plate 4, and rack 7, ensuring smooth sliding of the three. Guide rod 14 further constrains the sliding trajectory of rack 7 to prevent it from deviating. Wedge block 3, support slide plate 4, and rack 7 are fixedly connected by bolts, forming an integrated force-bearing and transmission component. Wedge block 3 can convert the pushing force of the extended locking tongue 21 into the sliding force of rack 7 along guide rail 6, providing a power source for subsequent transmission. Rotating shaft 8 is fixedly connected to gear a9 and gear b10, and the three can rotate synchronously. Gear b10 meshes with rack 7, and gear a9 meshes with locking rod 11, which can change the direction of force transmission, converting the horizontal sliding of rack 7 into the vertical extension and retraction of locking rod 11, thereby realizing the locking rod 11 to lock the vehicle body 15.The locking rod seat 12 provides a sliding guide for the locking rod 11, ensuring that the locking rod 11 can be accurately inserted into the locking hole of the vehicle body 15. The compression spring 13 is sleeved on the guide rod 14, and its left end contacts the right end of the rack rod 7. When the extended locking tongue 21 loses its pushing force, the compression spring 13 can push the rack rod 7 to reset, thereby driving the gear set to rotate in the opposite direction, causing the locking rod 11 to retract, providing conditions for the trolley to move out. The entire interlocking mechanism 20 does not require an additional power source and can achieve locking and unlocking only through mechanical transmission. The structure is reliable and easy to maintain.

[0041] 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 may be made to these embodiments without departing from the principles and spirit, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A trolley-locking type DC switchgear, characterized in that, include: DC switch cabinet body; The circuit breaker trolley can enter and exit the DC switch cabinet body, and the circuit breaker trolley includes an operation panel (1) and a vehicle body (15). The operation panel (1) is exposed outside the DC switch cabinet body and is separated from the cabinet door (16) of the DC switch cabinet body. A knob (2) is located on the front of the operation panel (1). The knob (2) has three positions: unlock position (17), panel lock position (18), and frame lock position (19). The interlocking mechanism (20) has two sets, which are symmetrically arranged on both sides inside the DC switch cabinet body. The height of the two sets of interlocking mechanisms (20) is the same as the height of the operation panel (1). Each set of interlocking mechanisms (20) includes a base plate (5), a guide rail (6), a rack (7), a wedge block (3), a support slide plate (4), a rotating shaft (8), a gear a (9), a gear b (10), a locking rod (11), a locking rod seat (12), a compression spring (13), and a guide rod (14). The guide rail (6), the locking rod seat (12), and the guide rod (14) are all fixedly installed on the base plate (5). The wedge block ( 3) Fixedly connected to the support slide plate (4), the support slide plate (4) is fixedly connected to the rack rod (7), and the wedge block (3), the support slide plate (4) and the rack rod (7) can slide along the guide rail (6). The rotating shaft (8) is fixedly connected to the gear a (9) and the gear b (10), and the rotating shaft (8), the gear a (9) and the gear b (10) can rotate synchronously. The rack rod (7) meshes with the gear b (10). The locking rod (11) meshes with the gear a (9), and the locking rod (11) can slide along the locking rod seat (12). The right end of the rack rod (7) contacts the compression spring (13), and the rack rod (7) is sleeved on the left end of the guide rod (14). Lock holes are provided on both sides of the vehicle body (15) at the positions corresponding to the lock rod (11).

2. The trolley-locking type DC switchgear according to claim 1, characterized in that: The front of the operation panel (1) is provided with markings that correspond one-to-one with the three positions of the knob (2). The markings are unlock marking, panel lock marking and frame lock marking.

3. The trolley-locking type DC switchgear according to claim 1, characterized in that: The operation panel (1) is provided with outward locking tongues (21) on both sides.

4. The trolley-locking type DC switchgear according to claim 1, characterized in that: The wedge block (3), the support slide plate (4), and the rack rod (7) are fixedly connected by bolts, and the sliding direction of the three is consistent with the extension direction of the guide rail (6).

5. A trolley-locking type DC switchgear according to claim 1, characterized in that: The guide rod (14) is arranged parallel to the guide rail (6), and the axis of the guide rod (14) coincides with the sliding direction of the rack rod (7).

6. The trolley-locking type DC switchgear according to claim 1, characterized in that: The axis of the locking rod (11) is perpendicular to the sliding direction of the rack rod (7).

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