Insulation / short-cut switching device for insulation wheels, track maintenance vehicle, and method for insulating / short-cut switching for insulation wheels

Abstract

To reliably obtain the power supply voltage through electromagnetic inductive coupling between the power transmitting coil and the power receiving coil.SOLUTION: Two power transmitting coils 4a, 4b are arranged facing each other at a distance on both outsides of a power receiving coil 5, so that the combined voltage of the two power transmitting coils 4a, 4b is received by the power receiving coil 5. The power transmitting circuit is configured to generate two or more modulated carrier waves by modulating the carrier wave that transmits power with two or more modulated waves of different frequencies and send them to the power transmitting coils 4a, 4b. The modulated waves can be switched based on commands from an operation panel 1. The power receiving circuit is electromagnetically inductively coupled to the power transmitting coils 4a, 4b, rectifies the modulated carrier wave received wirelessly by the power receiving coil 5, and can extract the power system voltage. The power receiving circuit can also detect the modulated carrier wave and demodulate the modulated wave to extract the control signal. Based on the control signal, the power system voltage operates a switch, making it possible to switch an inner ring B1 and outer ring B2 of an insulation wheel B to dead short-cut, partial short-cut and perfect insulation.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an insulated wheel insulation / short circuit switching device that can switch an insulated wheel between complete insulation, complete short circuit, and LPF short circuit (partial short circuit), a track maintenance vehicle equipped with the switching device, and an insulation / short circuit switching method for an insulated wheel. [Background technology]

[0002] Railway tracks (rails: tracks) are maintained using track maintenance vehicles. Maintenance work is usually carried out at night. Maintenance work on railroad crossings is also carried out at night.

[0003] When a train enters a level crossing surveillance area, a level crossing control signal (hereinafter referred to as "crossing gate and indicator light signal") that lowers the crossing gates and turns on or flashes the indicator lights (hereinafter referred to as "lighting"), and a level crossing control signal (hereinafter referred to as "warning signal") that sounds the alarm are transmitted on the tracks. The crossing gate and indicator light signal is a low frequency of around DC to 100 Hz, and the alarm signal is a high frequency of around 8.5 to 10.5 kHz, and the two signals are superimposed.

[0004] The pair of wheels on the left and right of a commercial train are connected by a wheel set (axle), and electrical continuity is established through the axle, allowing electrical continuity to exist between the pair of rails on the left and right. When a commercial train enters the railroad crossing monitoring area, the crossing gate, indicator light signals and warning signal on the track are transmitted between the left and right wheels, causing the crossing gate to descend, the indicator light to come on and the warning sound to sound.

[0005] If the wheels of a maintenance vehicle were the same as those of a commercial train, when the maintenance vehicle entered the level crossing monitoring area or was performing maintenance work within the level crossing monitoring area, the operation would be the same as when a commercial train was passing, with the crossing gates lowering, the indicator lights coming on, and the alarm sounding. However, since most maintenance work is done at night, it would be a nuisance to residents near the crossing if the alarm sounded during maintenance work in the middle of the night. For this reason, maintenance vehicles are equipped with insulated wheels, in which the inner and outer wheels are insulated with insulating material.

[0006] Maintenance vehicles equipped with insulated wheels stay within the crossing when performing maintenance work within the crossing monitoring zone, but sometimes they simply pass through the crossing without remaining within the monitoring zone. If the insulated wheels remain in an insulated state, the crossing gate, indicator light signals, and warning signal signals that run along the track are not transmitted. This means that even when a maintenance vehicle passes through a crossing, the gates do not come down, the indicator lights do not come on, the warning sound does not sound, and the crossing is not closed to traffic. To solve this problem, when a maintenance vehicle is simply passing through a crossing, the inner and outer wheels of the insulated wheels are short-circuited, causing the pair of left and right insulated wheels to conduct electricity through the axles, resulting in a complete short-circuit state (the same state as when a commercial train passes through a crossing). However, when the vehicle remains within the crossing monitoring zone to perform maintenance work, the insulated wheels are set to a partial short-circuit state (LPF short-circuit state), which causes the gates to come down, the indicator lights to come on, and the warning sound to stop sounding. When a maintenance vehicle is not passing through a railroad crossing or is not staying in the railroad crossing monitoring area, the insulated wheels are in a fully insulated state, the indicator lights stop lighting, and the crossing barrier is raised, allowing passage through the crossing. Patent documents 1 to 4 describe devices that switch between the fully short-circuited state, LPF short-circuited state, and fully insulated state.

[0007] The insulation / short-circuit switching devices in Patent Documents 1 and 2 open and close the contacts of the inner and outer rings of an insulated wheel using a voltage induced by electromagnetic induction coupling between a primary coil (power transmission coil) mounted on the bogie side and a secondary coil (power receiving coil) mounted on the axle side, switching between a completely short-circuited state (no passage) and a completely insulated state (passage permitted).

[0008] If the switching devices of Patent Documents 1 and 2 are used to create a fully insulated state, the alarm will not sound, so track maintenance work can be carried out near and within the crossing without causing inconvenience to residents living near the crossing. However, in this state, the crossing gates will not come down and the indicator lights will not come on, which poses a risk of pedestrians and automobiles entering the crossing, which is dangerous. For this reason, when working within a crossing, it is necessary to set the gates to come down and the indicator lights to come on, but not sound the alarm, rather than setting the crossing to a fully short-circuited state.

[0009] The switching device in Patent Document 3 opens and closes the contacts of a short-circuit switch installed between a pair of left and right wheels using a voltage induced by electromagnetic induction coupling between a power transmission coil mounted on the bogie and a power receiving coil mounted on the axle. When closed, the inner and outer wheels of the insulated wheels are short-circuited, placing the crossing in a completely short-circuited state. When opened, the inner and outer wheels return to their pre-short-circuit insulated state, switching back to a completely insulated state. Furthermore, by incorporating a low-pass filter (LPF) into the short-circuit circuit, it is possible to control the switch so that the crossing gate lowers, the indicator lights are illuminated, but the alarm does not sound (this is called an "LPF short-circuit" or "partial short-circuit"). Using this switching device allows for quiet and safe operation on the crossing.

[0010] The switching device of Patent Document 4 was filed by the present applicant and was not publicly disclosed at the time of filing, but like Patent Documents 1 to 3, it is capable of switching between a completely short-circuited state and a completely insulated state, and furthermore, even if the distance between the bogie and the axle fluctuates, it is possible to reliably obtain an induced voltage between the power transmitting coil and the power receiving coil. However, while it is possible to obtain power sufficient to drive a semiconductor switch, it is difficult to obtain power sufficient to drive a relay switch. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] Publication number 7-016534 [Patent Document 2] Japanese Patent Application Laid-Open No. 2000-052980 [Patent Document 3] Japanese Patent Application Laid-Open No. 2009-018598 [Patent Document 4] Patent application No. 2020-187409

[0012] The switching devices in Patent Documents 1 to 3 use a transformer-type system in which a power transmission coil on the bogie side and a power receiving coil on the axle side are electromagnetically coupled. Therefore, to ensure electromagnetic coupling between the two coils, the distance (gap) between the two coils must be narrowed. However, the gap between the bogie and axle of a track maintenance vehicle can sway laterally (in the X-axis direction), move vertically (in the Y-axis direction), or change in the depth direction (in the Z-axis direction) due to factors such as the vehicle's running speed or the inclination of the ground (road surface) on which the rails are laid. These fluctuations cause the distance between the bogie and axle to fluctuate, which in turn causes the gap between the two coils to fluctuate. If the gap becomes wider, the electromagnetic coupling between the two coils becomes uncertain, and the required induced voltage may not be obtained.

[0013] To accommodate variations in the gap between the bogie and the axle, it is necessary to either ensure electromagnetic inductive coupling even when the gap between the two coils widens (by widening the gap's operating range), or to prevent the gap from widening mechanically. However, widening the gap does not ensure reliable electromagnetic inductive coupling between the two coils, so there is a limit to how wide it can be. Furthermore, to operate the system even with a wide gap, both the transmitting coil and the receiving coil must be large. Vehicles have a driving axle and a driven axle, and the receiving coil can be attached to either axle, but the driving axle has a gearbox, which limits the installation space. This requires precision in adjusting the gap between the transmitting coil, which is fixed to the bogie, and the receiving coil, which is attached to the axle, making it difficult to determine the installation position of the receiving coil on the axle and making installation cumbersome.

[0014] In Patent Document 3, mechanical contact switches (e.g., relays) are used for the switches of the track maintenance vehicles, so a relatively large current is required to drive the relays. In addition, there is a drawback in that the relay contacts deteriorate over time, making it difficult to open and close quickly or accurately, which can cause malfunctions.

[0015] Patent Document 4 does not have the drawbacks of Patent Documents 1 to 3, but because it has a large number of transmitting and receiving coils, assembly is tedious, and a mechanism is required to prevent fluctuations in the spacing between the transmitting and receiving coils, resulting in a complex structure, a large size, and high costs. Other drawbacks include the quality and failure rate of the coils, and the difficulty of stable supply from the market due to overseas manufacturing. Furthermore, the power supply capacity is only sufficient to drive semiconductor switches, and it is not possible to obtain power sufficient to drive mechanical switches such as relays (hereinafter referred to as "mechanical switches"). Therefore, it also has the drawback of being incompatible with conventional short-circuiting and switching devices that use relays (relay switches) as short-circuiting and switching switches. Summary of the Invention [Problem to be solved by the invention]

[0016] The problems to be solved by this invention are to ensure that the power transmission coil on the bogie side and the power receiving coil on the axle side are reliably coupled by electromagnetic induction to obtain a stable output, to ensure that electromagnetic induction coupling is reliably achieved even if the distance between the power transmission coil on the bogie side and the power receiving coil on the axle side fluctuates due to fluctuations in the distance between the bogie and the axle (widening the range of electromagnetic induction coupling), and to enable the insulated wheels to be switched between complete insulation, complete short-circuiting, and partial short-circuiting using a simple method. [Means for solving the problem]

[0017] [Insulated wheel insulation and short-circuit switching device 1] One of the features of the insulation / short-circuit switching device for insulated wheel of the present invention is that two power transmission coils are arranged facing each other with a gap between them on both sides of the power receiving coil, and the combined voltage of the two power transmission coils (hereinafter referred to as "composite voltage") is received by the power receiving coil without contact through electromagnetic induction coupling between the two power transmission coils, thereby widening the operating interval between the power transmitting and receiving coils and stabilizing the receiving voltage. Also, even if one power transmission coil moves away from the power receiving coil, the other power transmission coil approaches the power receiving coil, maintaining a gap that allows electromagnetic induction.

[0018] [Insulated wheel insulation and short-circuit switching device 2] Another feature of the insulated wheel insulation / short-circuit switching device of the present invention is that it includes an operation panel, a control panel, a primary circuit (power transmitting circuit), a power transmitting coil provided on its output side, a power receiving coil capable of electromagnetic inductive coupling with the power transmitting coil, a secondary circuit (power receiving circuit) provided on the output side of the power receiving coil, a switch for completely short-circuiting, partially short-circuiting, and completely insulating the insulated wheel, and an LPF. The operation panel can operate the control panel, and the control panel can send the power supply voltage from the vehicle and control signals for completely short-circuiting, partially short-circuiting, and completely insulating to the power transmitting circuit based on commands from the operation panel. Based on commands from the operation panel, the power transmitting circuit can modulate the carrier wave that supplies power with signals of different frequencies to generate two or more modulated waves (modulated carrier waves), and send this modulated carrier wave as a control signal to the power transmitting coil. The power transmitting coil and power receiving coil are electromagnetically inductively coupled, allowing the modulated carrier wave to be received wirelessly. The receiving circuit includes a power system that rectifies the received modulated carrier wave to extract the power system voltage, and a signal system that detects the modulated carrier wave and demodulates the modulated wave to generate a control signal. Based on the control signal demodulated by the signal system, the power system voltage extracted from the power system opens and closes a switch, allowing the insulated wheel to be switched between complete short-circuit, partial short-circuit via an LPF, or complete insulation. In this case, two transmitting coils can be placed on both sides of the receiving coil, allowing the combined voltage of the two transmitting coils to be received by the receiving coil without contact.

[0019] [Track maintenance vehicle] The track maintenance vehicle of the present invention is equipped with the above-mentioned insulation / short-circuit switching device. It is characterized by having an operation panel and control panel on the upper side of the car body, and a power transmission circuit, at least two power transmission coils, one power receiving coil, a power receiving circuit, a switch, and an LPF on the underfloor side of the car body. The two power transmission coils are fixed to the bogie on the underfloor side, the power receiving coil is fixed to the outer periphery of the axle on the underfloor side, and the two power transmission coils are arranged facing each other with a gap between them on both sides of the power receiving coil. The power receiving circuit and switch are attached to the insulated wheels, and the LPF is attached to the axle. The power receiving circuit and switch can be mounted in a single box (switch box) and attached to the insulated wheels.

[0020] [Insulation and short-circuit switching method for insulated wheels] The insulation / short-circuit switching method for insulated wheel of the present invention is a method that can control switching between complete short-circuit, partial short-circuit, and complete insulation by opening and closing a switch using an induced voltage obtained by electromagnetic induction coupling between a power transmitting coil and a power receiving coil. This method is characterized by the following: A carrier wave that supplies voltage is modulated with signals of different frequencies (modulation waves) based on commands from an operation panel to generate two or more modulated carrier waves (control signals), the control signals are sent to the power transmitting coil, and the power receiving coil receives power wirelessly through electromagnetic induction coupling between the power transmitting coil and the power receiving coil, the received modulated carrier waves are rectified to extract the power system voltage, the received modulated carrier waves are detected, the modulated waves are demodulated to obtain a control signal, and the previously extracted power system voltage is used to open and close a switch based on the demodulated control signal, thereby switching the insulated wheel between complete short-circuit, partial short-circuit via an LPF, and complete insulation. [Effects of the Invention]

[0021] The insulation / short-circuit switching device for an insulated wheel of the present invention has the following effects. (1) Since the two transmitting coils are arranged on both sides of the receiving coil, the combined voltage of the two transmitting coils is received by the receiving coil, making it possible to obtain a stable voltage. (2) Since the two transmitting coils are arranged on both sides of the receiving coil, even if the two coils sway sideways due to the lateral movement of the car body and bogie, causing the distance between the transmitting coil and the receiving coil to fluctuate, the distance between at least one of the transmitting coils and the receiving coil is maintained at a distance that allows electromagnetic induction coupling, thereby widening the range of electromagnetic induction coupling. (3) The modulated carrier wave (control signal) transmitted from the power transmitting circuit is demodulated by the power receiving circuit, and the opening and closing of the switch can be controlled based on that control signal, which simplifies the configuration of the power transmitting circuit and the power receiving circuit.

[0022] The track maintenance vehicle of the present invention has the following effects. The operation panel and control panel are located on the upper side of the vehicle (driver's seat side), and can be operated from the driver's seat, making it easier to operate when passing through railroad crossings or in bad weather.

[0023] The insulation / short-circuit switching method for an insulated wheel of the present invention has the following effects. (1) The power transmission carrier wave is modulated to generate a modulated carrier wave, and the modulated carrier wave is demodulated to obtain a control signal. The demodulated control signal is then used to control the opening and closing of the switch, thereby switching the insulated wheel between complete short-circuit, partial short-circuit, and complete insulation, making this a simple switching method. (2) By changing or increasing the modulation frequency, it is possible to send multi-channel (multiple types of) control signals, and a single set of transmitting and receiving coils can control multiple channels of switches, making it possible to achieve a smaller, lighter device, improved reliability, and lower prices. [Brief explanation of the drawings]

[0024] [Figure 1] 1A is a schematic diagram of an example of a track maintenance vehicle equipped with an insulation / short-circuit switching device for an insulated wheel according to the present invention, and FIG. 1B is an explanatory diagram of a switch box. [Figure 2] 1A is an explanatory diagram of the arrangement of the power transmission coil and power receiving coil of the present invention, and FIG. 1B is an explanatory diagram of the power receiving voltage (composite voltage) obtained at the power receiving coil by electromagnetic induction coupling with two power transmission coils. [Figure 3] 1 is a schematic diagram of the power transmission side circuit of the insulation / short-circuit switching device for an insulated wheel of the present invention. [Figure 4] (a) is a schematic diagram of the power receiving side circuit of the insulation / short circuit switching device of the insulated wheel of the present invention, and (b) is an explanatory diagram of the electronic switch. [Figure 5] 1 is a diagram illustrating signals in a power transmission circuit in the insulation / short-circuit switching method for an insulated wheel according to the present invention, where (a) is an explanatory diagram of an 800 Hz modulated wave, (b) is an explanatory diagram of a 1.2 kHz modulated wave, (c) is an explanatory diagram of a 150 kHz carrier wave, (d) is an explanatory diagram of a PWM modulated wave, (e) is a partially enlarged view of the 800 Hz modulated wave (a), and (f) is a partially enlarged view of the PWM modulated wave (d). [Figure 6] 1 is a diagram illustrating signals in the power receiving circuit in the insulation / short-circuit switching method for an insulated wheel of the present invention, where (a) is a waveform diagram of the modulated wave received by the power receiving circuit, (b) is a waveform diagram after the PWM modulated wave is detected, (c) is a waveform diagram after passing through the HPF, (d) is a waveform diagram after passing through the LPF, and (e) is a waveform diagram after passing through the comparator. [Figure 7] 1A and 1B are explanatory diagrams of a power transmission coil according to the present invention, in which (a) is a front view, (b) is a back view, and (c) is an explanatory diagram of the connection between the coil on the front surface of the board and the coil on the back surface of the board. [Figure 8] 4A and 4B are explanatory diagrams of the receiving coil in the present invention, where (a) is a front view, (b) is a back view, and (c) is an explanatory diagram of the connection between the coil on the front surface of the board and the coil on the back surface of the board. [Figure 9] 1 is a schematic diagram of another example of a track maintenance vehicle equipped with an insulation / short-circuit switching device for an insulated wheel according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0025] (Embodiment of insulation / short-circuit switching device) As shown in Figures 1(a) and 1(b), the insulation / short-circuit switching device for an insulated wheel of the present invention comprises a control panel 2 that operates by operating an operation panel 1, a power transmitting coil drive circuit (power transmitting side circuit) 3, two power transmitting coils 4a and 4b, one power receiving coil 5, a power receiving side circuit 6 (Figure 4(a)), a low-pass filter (LPF) 7, and a switch. The switch is composed of two relay switches SW1 and SW2 (Figure 4(a)) or two semiconductor switches (MOS FETs SW1 and SW2) (Figure 4(b)). In this embodiment, the two relay switches SW1 and SW2 are combined together, or the two semiconductor switches (MOS FETs SW1 and SW2) are combined together and housed in a switch box 9 (Figures 1(a) and 1(b)) together with the power receiving side circuit 6.

[0026] (Embodiment of a track maintenance vehicle) The track maintenance vehicle of the present invention is equipped with the insulation / short-circuit switching device. As an example, in FIG. 1(a), the operation panel 1 and control panel 2 are located on the upper side of the vehicle (driver's seat side), and the power transmission circuit 3, two power transmission coils 4a and 4b, one power receiving coil 5, LPF 7, and switch box 9 are located under the floor of the vehicle. The power transmission circuit 3 and two power transmission coils 4 are attached (fixed) to the bogie 10 of the track maintenance vehicle with mounting brackets. The power receiving coil 5 and LPF 7 are fixed to the axle A with mounting brackets. The switch box 9 (FIGS. 1(a) and 1(b)) containing the power receiving circuit 6 and switches SW1 and SW2 is fixed to one of the insulated wheels B. The power receiving circuit 6 and the switches can also be fixed separately to the insulated wheel B.

[0027] [Track maintenance vehicle] The track maintenance vehicle is equipped with existing insulated wheels B. The insulated wheel B in Fig. 1(a) has an inner wheel B1, an outer wheel B2, and an insulating material C arranged concentrically, with the inner wheel B1 and the outer wheel B2 being insulated by the insulating material C. Two insulated wheels B are connected to an axle A to form one wheel (one set), and two or more insulated wheels B are installed at the front and rear of the bogie 10 of one track maintenance vehicle. Note that for the sake of convenience in explanation, the insulated wheels are shown sideways in Fig. 1(a), but in reality, the insulated wheels face forward in Fig. 1(a).

[0028] [Example 1 of control panel] The two control panels 1 in Figure 1(a) are identical, and are located one at the front driver's seat and one at the rear driver's seat of the vehicle. The control panel 1 is equipped with an insulating button 1a, a short-circuit button 1b, and an LPF short-circuit button 1c. These buttons 1a to 1c are illuminated push-buttons that light up when pressed. For example, pressing the insulating button 1a lights up blue, pressing the short-circuit button 1b lights up red, and pressing the LPF short-circuit button 1c lights up orange. The colors of the buttons and the lights can be any colors as long as they are different. The operation buttons do not have to be operated by pressing them, and other operation methods may be used.

[0029] The two control panels 1 in Figure 1(a) can be set so that the command from the control panel 1 operated later takes priority over the command from the control panel 1 operated earlier and operates the control panel 2, or so that the control panel 2 can be operated only by commands from either the control panel 1 located in the front driver's seat or the rear driver's seat.

[0030] [Control panel] The control panel 2 in FIG. 1(a) is operated by one of the buttons 1a to 1c on the operation panel 1. is manipulated When the power supply is operated, the power supply voltage (vehicle power supply: +24V) is supplied to the power transmission side circuit 3. In addition, it is possible to operate one of the oscillators OSC1 and OSC2 (Fig. 3) of the power transmission side circuit 3 and stop the other, so that the operated oscillator oscillates a pulse signal, or to stop the operation of both oscillators OSC1 and OSC2, so that neither oscillates a pulse signal (pulse signal "0").

[0031] [Power transmission circuit] The power transmission circuit 3 in Fig. 1(a) can be configured as shown in Fig. 3. The power transmission circuit 3 in Fig. 3 can transmit the power supply voltage (+24V) supplied from the control panel 2 and three different control signals to two power transmission coils 4.

[0032] 3 includes a protection circuit 11, a power operation indicator light 12, a stabilized power supply 13, a three-terminal regulator 14, a reference voltage, a gate driver 15, switching elements Q1 and Q2, three oscillators OSC1, OSC2, and OSC3, and a capacitor C1. Two transmitting coils 4a and 4b are connected to the output terminal of the transmitting circuit 3.

[0033] [Protection circuit, power supply operation indicator light] The protection circuit 11 protects the power transmission side circuit 3 by cutting off the power transmission system when an overcurrent or overvoltage is supplied from the control panel 2. The power operation indicator light 12 lights up when a power supply voltage (for example, +24 V) is supplied from the control panel 2 to the power transmission side circuit 3, indicating that the power is ON.

[0034] [Stabilized power supply, 3-terminal regulator] The stabilized power supply 13 converts the power supply voltage (for example, +24 V) supplied from the control panel 2 into +20 V and outputs it. The three-terminal regulator 14 converts the +20 V voltage output from the stabilized power supply 13 into an internal power supply voltage (for example, +5 V) and outputs it.

[0035] [Gate driver, reference voltage] The gate driver 15 operates when a gate voltage is input from a reference power supply and a modulated carrier wave (for example, a PWM modulated wave) described later is input from an oscillator OSC3.

[0036] [Switching element] MOS FETs are used for the switching elements Q1 and Q2, and the output signal of the gate driver 15 is supplied to the power transmitting coils 4a and 4b.

[0037] [Resonant capacitor] The resonance capacitor C1 is used for resonance with the power transmission coils 4a and 4b, and is connected to the input side of the power transmission coils 4a and 4b, and is electromagnetically resonantly coupled with the power transmission coils 4a and 4b in a non-contact manner.

[0038] [Oscillator] Oscillators OSC1 and OSC2 oscillate pulse signals (modulated waves) of different frequencies, while oscillator OSC3 oscillates a carrier wave. As an example, oscillator OSC1 oscillates an 800 Hz pulse signal (Fig. 5(a)), oscillator OSC2 oscillates a 1.2 kHz pulse signal (Fig. 5(b)), and oscillator OSC3 oscillates a 150 kHz carrier wave (Fig. 5(c)). Oscillators OSC1 and OSC2 oscillate based on commands from operation panel 1; when oscillator OSC1 oscillates, OSC2 stops oscillating, and when OSC2 oscillates, OSC1 stops oscillating. Oscillator OSC3 continues oscillating when power is supplied from the power supply voltage (+24V). The 150 kHz carrier wave oscillated from oscillator OSC3 is PWM modulated by the 800 Hz modulating wave oscillated from oscillator OSC1 or the 1.2 kHz modulating wave oscillated from oscillator OSC2 to become a PWM modulated wave (modulated carrier wave: Figure 5(d)).

[0039] [Operation of the power transmission circuit] When any of the isolation button 1a, short-circuit button 1b, or LPF short-circuit button 1c on the control panel 1 in the driver's cab is operated, the control panel 2 is operated according to the selected mode (insulation, short-circuit, or LPF short-circuit), and the power supply voltage (for example, +24V of the vehicle) is supplied to the power transmission circuit 3 (Fig. 3) via the control panel 2. The power supply voltage +24V is converted to +20V by the stabilized power supply 13, and then converted to +5V by the three-terminal regulator 14, and output as the internal power supply for the power transmission circuit.

[0040] When the short-circuit button 1b on the operation panel 1 is operated, the oscillator OSC1 of the power transmission side circuit 3 operates via the control panel 2 to generate an 800 Hz pulse signal (modulated wave 1: Fig. 5(a)), and the 150 kHz carrier wave (Fig. 5(c)) generated by the oscillator OSC3 is PWM-modulated with the 800 Hz modulating wave to generate a PWM-modulated wave (Fig. 5(d)). In this embodiment, this PWM-modulated wave is used as the short-circuit control signal. At this time, the oscillator OSC2 stops oscillating.

[0041] When the LPF short-circuit button 1c on the operation panel 1 is operated, the oscillator OSC2 operates via the control panel 2 to generate a 1.2 kHz pulse signal (modulated wave 2: Fig. 5(b)), and the 150 kHz carrier wave (Fig. 5(c)) generated by the oscillator OSC3 is PWM-modulated with the 1.2 kHz modulating wave to generate a PWM-modulated wave (Fig. 5(d)). In this embodiment, this PWM-modulated wave is used as the LPF short-circuit control signal. At this time, the oscillator OSC1 stops oscillating.

[0042] When the isolation button 1a on the operation panel 1 is operated, neither oscillator OSC1 nor OSC2 operates via the control panel 2, and neither the 800 Hz modulated wave 1 (Fig. 5(a)) nor the 1.2 kHz modulated wave 2 (Fig. 5(b)) is generated, resulting in an oscillation of "0". Furthermore, the 150 kHz carrier wave (Fig. 5(c)) generated by oscillator OSC3 becomes an unmodulated signal because the modulated signal (800 Hz, 1.2 kHz) has stopped. In this embodiment, the unmodulated signal is used as the isolation control signal.

[0043] In this embodiment, the control signal is a PWM (pulse width modulation) wave, but it can be other types, such as a PFM (pulse frequency modulation) wave, other modulation types, or three or more types of signals with different frequencies, amplitudes, etc. The frequencies of the pulse signals oscillated by oscillators OSC1, OSC2, and OSC3 can also be other frequencies.

[0044] The short-circuit control signal, LPF short-circuit control signal, and isolation control signal are input to gate driver 15. Gate driver 15 operates when a gate voltage and a carrier wave are input from oscillator OSC3. Switching elements Q1 and Q2 operate with the output of gate driver 15, and the PWM modulated wave (Fig. 5(d)) is transmitted to transmitting coils 4a and 4b. This signal is wirelessly received by receiving coil 5 via electromagnetic inductive coupling.

[0045] [Transmitting coil] The two power transmitting coils 4a and 4b in FIG. 1(a) are identical. As an example, as shown in FIGS. 7(a) and 7(b), the power transmitting coils 4a and 4b are arranged such that the coils 30a and 30b are elongated horizontally around the circumferential direction of a power transmitting substrate 30 that is approximately a quarter of a circle. The winding diameter, number of turns, winding shape, etc. of the power transmitting coils 4a and 4b can be designed as desired. The shape of the power transmitting substrate 30 may be another shape, for example, a semicircular plate. In this case, the shape of the coils 30a and 30b is also changed to match the shape of the power transmitting substrate 30 (to be approximately semicircular). The power transmitting substrate 30 is made of insulating resin.

[0046] The power transmitting coils 4a and 4b can be provided on both the front and back sides of a single power transmitting substrate 30, or on only one side. Figures 7(a) and 7(b) show an example of a power transmitting substrate 30 provided on both the front and back sides. The front side coil 30a (Figure 7(a)) and the back side coil 30b (Figure 7(b)) have the same shape, winding diameter, and number of windings. The winding end 31b (Figure 7(a)) of the front side coil 30a and the winding start 31c (Figure 7(b)) of the back side coil 30b are connected (wired) as shown in Figure 7(c), resulting in twice the number of windings compared to when the coils are provided on only one side of the power transmitting substrate 30. The winding start 31a (Figure 7(a)) of the front side coil 30a and the winding end 31d (Figure 7(b)) of the back side coil 30b serve as output terminals.

[0047] The power transmission coils 4a, 4b can be formed by fixing coils 30a, 30b, which are made by winding a conductor wire horizontally as shown in Figures 7(a) and (b), to the power transmission side substrate 30, or by printing them on the power transmission side substrate 30.

[0048] [Fixing the transmitting coil] The power transmission coils 4a and 4b in Figures 7(a) and (b) are connected in series and arranged opposite each other with a gap between them, with the power receiving coil 5 sandwiched between them, and are fixed with metal fittings to the bogie 10 (Figure 9) of the track maintenance vehicle.

[0049] [Receiving coil] 8(a) and 8(b), the power receiving coil 5 in Fig. 1(a) is provided laterally in the circumferential direction of each of two semicircular power receiving substrates 40, forming a roughly semicircular shape. The winding diameter, number of turns, winding shape, number of sheets, etc. of the power receiving coil 5 can be designed as desired. The power receiving substrates 40 are also made of insulating resin.

[0050] The receiving coil 5 can also be formed by fixing coils 40a and 40b, which are made by winding a conductor horizontally as shown in Figures 8(a) and 8(b), to the receiving side substrate 40 or by printing them on the receiving side substrate 40.

[0051] As shown in Figures 8(a) and 8(b), the power receiving coil 5 can be provided on both the front and back surfaces of each of the two power receiving substrates 40. In this case, the winding end 41b of the front side coil 40a provided on the front surface of the power receiving substrate 40 as shown in Figure 8(a) and the winding start 41c of the back side coil 40b provided on the back surface of the power receiving substrate 40 as shown in Figure 8(b) can be connected (wired) as shown in Figure 8(c), thereby double the number of turns compared to when the coil is provided on only one side of the power receiving substrate 40, either the front or back surface. By providing power receiving coils 5 on both the front and back surfaces of a single substrate and connecting the coils on both surfaces so that the number of turns is increased, even a small power receiving coil can induce enough power to drive a mechanical switch (relay switch).

[0052] [Fixing the receiving coil] The receiving coil 5 in Figures 8(a) and 8(b) is a circular combination of semicircular coils fixed to the outer periphery of the axle A of the track maintenance vehicle. One receiving coil 5 is fixed between the two transmitting coils 4a and 4b, with gaps L1 and L2 (Figure 2(a)) large enough to allow electromagnetic inductive coupling.

[0053] When only one of the power transmitting coils 4a and 4b is used, the receiving voltage induced in the power receiving coil 5 is that of only 4a and 4b as shown in Figure 2(b). However, when two power transmitting coils 4a and 4b are placed on either side of the power receiving coil 5 as shown in Figure 2(a) and the combined voltage of both power transmitting coils 4a and 4b is induced in the power receiving coil 5, the combined voltage is that of 4a and 4b as shown in Figure 2(b). This results in a wider electromagnetic inductive coupling range and a more stable output than when only one power transmitting coil is used. Furthermore, the output voltage is higher than when only one power transmitting coil is used, and the voltage fluctuations are smaller, resulting in a more stable output. The combined voltage can be obtained by connecting the power transmitting coils 4a and 4b in series. Two or more power receiving coils 5 can also be fixed to the outer periphery of the axle A by combining two or more semicircular coils in a circular arrangement. In this case, two or more power receiving coils 5 can be connected in series to obtain a combined output from these coils.

[0054] The distances L1 and L2 (Fig. 2(a)) between the receiving coil 5 and the transmitting coils 4a and 4b arranged on either side of it are designed to ensure electromagnetic induction coupling between the transmitting coils 4a and 4b and the receiving coil 5, even if there is a range of fluctuation between the axles and bogie of the track maintenance vehicle (the range of fluctuation of the bogie in the rail width direction, vertical fluctuation, and depth direction (longitudinal direction of the rail)), and to provide a stable output on the receiving side, thereby widening the range of electromagnetic induction coupling.

[0055] [Power receiving circuit] The power receiving circuit 6 in Fig. 1(b) can have the configuration shown in Fig. 4(a) and (b). The power receiving circuit 6 is connected via a resonance capacitor C2 to the output side of the power receiving coil 5, which is electromagnetically inductively coupled to the power transmitting coils 4a and 4b. The resonance capacitor C2 is used for resonance with the power receiving coil 5, and in combination with the power receiving coil 5, provides efficient electromagnetic resonance coupling without contact.

[0056] The power receiving circuit 6 in Figure 4(a) includes a bridge rectifier circuit 21 that rectifies the PWM modulated wave wirelessly received by the power receiving coil 5 through electromagnetic induction coupling with the power transmitting coils 4a and 4b, a power receiving voltage stabilization circuit 22, and a three-terminal regulator 23.

[0057] The receiving voltage stabilization circuit 22 stabilizes and outputs a stable voltage (for example, +12 V) that changes the voltage due to fluctuations in the relative positions of the transmitting coils 4a, 4b and the receiving coil 5. This voltage (+12 V) is an output of the power system that is used to drive the relay switches SW1 and SW2 and for other purposes.

[0058] The three-terminal regulator 23 converts the output voltage from the receiving voltage stabilization circuit 22 into an internal power supply (for example, +5V) and outputs it. This internal power supply (+5V) is used to drive the tone decoders 28a and 28b and other devices.

[0059] 4(a) includes a detection circuit 24, a high-pass filter (HPF) 25, a low-pass filter (LPF) 26, a comparator 27, two tone decoders 28a and 28b, and relay switches SW1 and SW2. This power receiving circuit 6 demodulates the modulated wave from the PWM-modulated carrier wave received by the power receiving coil 5, and closes (ON) the short-circuit switch or LPF short-circuit switch using the obtained control signal.

[0060] [Tone Decoder] Figures 4(a) and (b) show tone decoder 28a for 800 Hz and tone decoder 28b for 1.2 kHz. When a signal with a frequency of 800 Hz ±10% is input from comparator 27 to 800 Hz tone decoder 28a, it demodulates and outputs an 800 Hz signal (short-circuit control signal). When a signal with a frequency of 1.2 kHz ±10% is input from comparator 27 to 1.2 kHz tone decoder 28b, it demodulates and outputs a 1.2 kHz signal (LPF control signal). If the control signal is unmodulated, no control signal is input to either 800 Hz or 1.2 kHz tone decoder 28a, 28b, and no output is made. In this case, it is identified as an isolation control signal. In other words, three types of control signals can be distinguished.

[0061] [Operation of the receiving circuit] The power receiving circuit 6 rectifies the PWM modulated wave received wirelessly by the power receiving coil 5 (Fig. 4(a)) in a rectifier circuit (Fig. 4(a)) and generates a power system voltage of +12V through a power receiving voltage stabilization circuit 22 (Fig. 4(a)). At the same time, it detects (half-wave rectifies) the PWM modulated wave in a detection circuit 24 (Fig. 6(b)), cuts out DC fluctuations through an HPF 25, passes high frequencies (Fig. 6(c)), passes low frequencies through an LPF 26 (Fig. 6(d)), and outputs a demodulated signal through a comparator 27 (Fig. 6(e)). This demodulation method is the same for both an 800 Hz modulated wave and a 1.2 kHz modulated wave.

[0062] (Embodiment of the insulation / short-circuit switching method) The insulation / short-circuit switching method for insulated wheels of the present invention will be described next. The following explanation will be for a case in which, of the left and right insulated wheels B equipped on a single axle A (Fig. 1(a)), the outer ring B2 and inner ring B1 of one of the right insulated wheels B are always short-circuited, and the outer ring B2 and inner ring B1 of the other left insulated wheel B are insulated / short-circuited, thereby switching the crossing gates, indicator lights, and alarms between the fully short-circuited state, fully insulated state, and partial short-circuit state described above. Depending on the vehicle, both insulated wheels B may be switchable.

[0063] [Complete short circuit state] When short-circuit button 1b on control panel 1 is operated, an 800 Hz modulated wave is generated from oscillator OSC1 in power transmitting circuit 3 (Fig. 3), and the 150 kHz carrier wave generated by oscillator OSC3 is PWM-modulated. This PWM-modulated wave is sent from power transmitting circuit 3 to power transmitting coils 4a and 4b, and when power is received wirelessly by power receiving circuit 6 (Fig. 4(a)) through electromagnetic inductive coupling between power transmitting coils 4a and 4b and power receiving coil 5, an 800 Hz short-circuit control signal is input to tone decoder 28a, and the output from tone decoder 28a is input to relay switch SW1. As a result, the relay switch SW1 is driven by the power system output voltage (+12V) received wirelessly by the power receiving circuit 6 and turns closed (ON), shorting the inner wheel B1 and outer wheel B2 of the insulated wheel B and creating a complete short circuit, causing the low-frequency signals for the circuit breaker and indicator light and the high-frequency signals for the alarm that flow through the track to flow to the left and right insulated wheels B, lowering the circuit breaker, turning on the indicator light, sounding the alarm, and closing the crossing to traffic.

[0064] When the LPF short-circuit button 1c on the operation panel 1 is operated, a 1.2 kHz modulated wave is generated from oscillator OSC2 in the power transmitting circuit 3 (Fig. 3), and the 150 kHz carrier wave generated by OSC3 is PWM-modulated. This PWM-modulated wave is sent from the power transmitting circuit 3 to the power transmitting coil 4, and when power is received wirelessly by the power receiving circuit 6 (Fig. 4(a)) through electromagnetic inductive coupling between the power transmitting coils 4a and 4b and the power receiving coil 5, a 1.2 kHz short-circuit control signal is input to the tone decoder 28b, and the output from the tone decoder 28b is input to the relay switch SW2. As a result, the relay switch SW2 is driven by the power system output voltage (+12V) received wirelessly by the power receiving circuit 6 and turns closed (ON), and the inner wheel B1 and outer wheel B2 of the insulated wheel B are short-circuited through the LPF 7, creating a partial short-circuit state. At this time, the low-frequency signals for the crossing gate and indicator lights that flow through the track pass through LPF 7 and flow between the left and right insulated wheels B, but the high-frequency signals for the alarm are cut by LPF 7 and do not flow between the left and right insulated wheels B. As a result, the crossing gates come down and the indicator lights come on, but the alarms do not sound, creating a road closure state where maintenance work can be carried out quietly within the crossing.

[0065] When the isolation button 1a on the control panel 1 is operated, both oscillators OSC1 and OSC2 in the power transmission circuit 3 (Figure 3) stop oscillating modulated waves, and the 150 kHz carrier wave oscillated by OSC3 becomes unmodulated. At this time, no signal is input to either the 800 Hz tone decoder 28a or the 1.2 kHz tone decoder 28b, so there is no output from either tone decoder 28a or 28b. As a result, both relay switches SW1 and SW2 are open (OFF), the inner ring B1 and outer ring B2 of insulated wheel B remain in the same insulated state they were in before the short circuit (completely insulated state), and neither the crossing gate / indicator light signals nor the alarm signals that run along the track flow between the left and right insulated wheels B. This causes the crossing gate to rise, the indicator light to go out, the alarm to stop, and the crossing to become passable.

[0066] The relay switch SW1 and the relay switch SW2 are configured so that they are not turned on at the same time.

[0067] [Example 2 of control panel] The client's specifications sometimes stipulate that only one control panel be installed at the driver's seat, and that this control panel be operable only from the driver's seat. The control panel 1 in Figure 9 meets this requirement. The control panel 1 is divided into one operation unit 60 and two display units 60a, 60b. The single operation unit 60 is located either in front of the driver's seat or behind the driver's seat on the vehicle, so that it can only be operated from the driver's seat where it is located. The two display units 60a, 60b are located in front of the driver's seat and behind the driver's seat, respectively, so that the operating status of the operation unit 60 can be confirmed from both in front of the driver's seat and behind the driver's seat. For ease of explanation, Figure 9 also shows the insulated wheel B sideways.

[0068] The control panel 1 in Fig. 1(a) is a push button type, while the operation unit 60 of the control panel 1 in Fig. 9 is a change-over switch, and by turning the change-over switch 61, it can be switched to three positions: insulation, short circuit, and LPF short circuit. In addition, depending on the position that is switched to (insulation, short circuit, LPF short circuit), indicator lamps (insulation lamp, short circuit lamp, LPF short circuit lamp) on the display units 60a and 60b are lit. It is desirable that these indicator lamps be lit in different colors to make them easy to visually distinguish.

[0069] [Other examples of switches] The switches in Figure 4(a) are relay switches SW1 and SW2, but the switches in this invention may also be semiconductor switches (electronic switches). Figure 4(b) shows an example in which a MOS FET is used as the electronic switch. In the case of an electronic switch, the output from the 800 Hz tone decoder 28a is input to MOS FET SW1, and that output completely shorts the insulated wheel B. The output from the 1.2 kHz tone decoder 28b is input to MOS FET SW2 via photovoltaic 29 (Figure 4(b)), and the output from MOS FET SW2 is supplied to the insulated wheel B via LPF 7 (Figures 4(a)(b)), partially shorting the insulated wheel B. Furthermore, when there is no output from either the 800 Hz tone decoder 28a or the 1.2 kHz tone decoder 28b, the insulated wheel B is in a completely insulated state. Both operations are similar to those of the relay switches.

[0070] The present invention can be implemented using either a relay switch or a semiconductor switch, but in practical use, one of these methods will be specified when ordering.

[0071] As shown in Figure 1(a), relay switches SW1 and SW2 or semiconductor MOS FET switches SW1 and SW2 (Figure 1(b)) inside a switch box 9 attached to wheel B are connected to an LPF 7 attached to axle A by a cable 50. The switch also needs to be connected to a cable 51 that shorts out the insulated wheel B. Because the maximum current flowing through the cables 50 and 51 during a short circuit is large, at approximately 30 A, it is necessary to use thick and short cables. As the cable becomes thicker, its rigidity increases, making it difficult to install, such as when routing the cables. In Figure 1(a), the relay switches SW1 and SW2 or semiconductor MOS FET switches SW1 and SW2 are grouped together with the power receiving circuit 6 in a switch box 9 (Figure 1(b)), which is attached (externally) to one of the insulated wheels B (Figure 1(a)). This shortens the cables 50 and 51 and makes installation easier.

[0072] (Other embodiments) The above embodiment is merely one example of the present invention, and therefore the configuration of the power transmitting circuit, the power receiving circuit, the operation of these circuits, the carrier wave modulation method, the mounting structure of the isolation / short circuit switching device on the bogie and axle, etc. are not limited to this embodiment, and various modifications and changes are possible as long as they do not deviate from the gist of the present invention and can solve the problem to be solved.

[0073] In the above embodiment, one of the left and right insulated wheels is always short-circuited (Figure 1(a)), and the other is switched and controlled by the insulation / short-circuit switching device of the present invention, but it is also possible to switch and control both insulated wheels by the insulation / short-circuit switching device of the present invention.

[0074] The shape, number of layers, and number of turns of the power transmission coil and the shape, number of layers, and number of turns of the power receiving coil may also be other shapes, numbers of layers, and numbers of turns.

[0075] The above explanation is for a case in which the insulated wheel insulation / short-circuit switching device of the present invention is installed in one vehicle, but when two or more vehicles are coupled together, the insulated wheel insulation / short-circuit switching device of the present invention can also be installed in other vehicles. In that case, as shown in Figures 1(a) and 9, devices and circuits similar to the power transmitting side circuit 3, power transmitting coils 4a and 4b, power receiving coil 5, power receiving side circuit 6, switches SW1 and SW2, LPF 7, switch box 9, etc. of the above embodiment are prepared for the other vehicle and installed in the other vehicle. In this case, the operation panel 1 and control panel 2 can be the same as those shown in Figures 1(a) and 9, or separate ones can be prepared for the other vehicle. [Explanation of symbols]

[0076] 1 Control panel 1a Insulated button 1b Shorting button 1c LPF short button 2 Control panel 3. Power transmission circuit 4a, 4b Transmission coil 5. Receiving coil 6. Receiving circuit 7 Low-pass filter (LPF) 9 Switch Box 10 carts 11 Protection circuit 12 Power operation indicator 13 Stabilized power supply 14 Three-terminal regulator 15 Gate Driver 21 Bridge rectifier circuit 22 Receiving voltage stabilization circuit 23 Three-terminal regulator 24 Detector circuit 25 HPF 26 LPF 27 Comparator 28a, 28b Tone decoder 29 Hotbol 30 Power transmission side board 30a (of the power transmitting side board) front side coil (power transmitting coil) 30b (of the power transmitting side board) rear side coil (power transmitting coil) 31a (Power transmission coil) winding start point (front side coil of power transmission board) 31b (of the coil on the front side of the power transmitting board) winding end (power transmitting coil) 31c (Transmitting coil) Winding start (of the coil on the back side of the transmitting board) 31d (Transmitting coil) winding end (of the coil on the back side of the transmitting side board) 40 Receiving side board 40a (of the power receiving board) front side coil (power receiving coil) 40b (receiving coil) rear side coil (receiving coil) 41a (receiving coil) winding start point (front side coil of receiving board) 41b (receiving coil) winding end (front side coil of receiving board) 41c (receiving coil) winding start point (receiving coil) 41d (receiving coil) winding end (receiving coil) 50, 51 Cable 60 Control section 60a, 60b display section 61 Changeover switch Axle B. Insulated wheels B1 Inner circle B2 outer ring C. Insulation material C1, C2 Resonant capacitors L1, L2 Gap (spacing) between the transmitting coil and receiving coil MOS FET SW1, SW2 semiconductor switches OSC1, OSC2 (pulse wave (modulated wave)) oscillators OSC3 (carrier) oscillator Q1, Q2 switching elements SW1, SW2 relay switches

Claims

1. In an insulation / short-circuit switching device for an insulated wheel, a switch is opened and closed by a voltage induced by electromagnetic induction coupling between a power transmitting coil and a power receiving coil, and the inner and outer rings of the insulated wheel are switched between a complete short circuit, complete insulation, and a partial short circuit; in the case of a complete short circuit, a circuit breaker is lowered, an indicator light is turned on, and an alarm is sounded; in the case of complete insulation, the circuit breaker is not lowered, the indicator light is not turned on, and the alarm is not sounded; and in the case of a partial short circuit, the circuit breaker is lowered and the indicator light is turned on but the alarm is not sounded; The power transmitting coils are arranged on both sides of the power receiving coil, facing each other with a gap between them. The combined voltage of both transmitting coils can be transmitted to the receiving coil without contact through electromagnetic induction coupling. An insulation / short-circuit switching device for an insulated wheel.

2. 2. The insulation / short-circuit switching device for an insulated wheel according to claim 1, The insulation / short-circuit switching device for the insulated wheel includes an operation panel, a control panel, a power transmission side circuit, a power transmission coil, a power receiving coil, a power receiving side circuit, a switch for short-circuiting / insulating the insulated wheel, and a low-pass filter (LPF), The operation panel can operate the control panel, The control panel can supply power from the vehicle to the power transmission circuit, and can switch the oscillation of the modulated wave based on commands from the operation panel to control the operation of the power transmission circuit. The power transmission side circuit transmits the power supply voltage to the power transmission coil, and also modulates a carrier wave with two or more modulation waves having different frequencies that are oscillated based on a command from an operation panel to generate a modulated carrier wave (control signal), and supplies the control signal to the power transmission coil. The receiving coil is electromagnetically coupled with the transmitting coil, and can induce a voltage corresponding to the combined voltage of the two transmitting coils. The receiving circuit rectifies the received modulated carrier wave to extract the power system voltage, detects the modulated carrier wave, demodulates the modulated wave, and distinguishes between a complete short-circuit control signal, a partial short-circuit control signal, and an insulation control signal. Based on the distinguished control signal, the power system voltage is used to operate a switch, thereby enabling control to switch the inner and outer rings of the insulated wheel between complete short-circuit, partial short-circuit driven through an LPF, and complete insulation. An insulation / short-circuit switching device for an insulated wheel.

3. 3. The insulation / short-circuit switching device for an insulated wheel according to claim 2, Modulation of a carrier wave by a modulating wave is PWM modulation. An insulation / short-circuit switching device for an insulated wheel.

4. The insulation / short-circuit switching device for an insulated wheel according to any one of claims 1 to 3, The power transmitting coil and the power receiving coil are elongated in the circumferential direction of the axle. An insulation / short-circuit switching device for an insulated wheel.

5. The insulation / short-circuit switching device for an insulated wheel according to any one of claims 1 to 4, The power transmitting coil is printed on either one of the front and rear surfaces of the power transmitting side substrate, and the power receiving coil is printed on either one of the front and rear surfaces of the power receiving side substrate, In the case of coils printed on both sides, the number of turns is increased. An insulation / short-circuit switching device for an insulated wheel.

6. The insulation / short-circuit switching device for an insulated wheel according to any one of claims 1 to 5, The transmitting coil is a coil wound with a conductor and fixed to either the front or back side of the power transmitting substrate, and the receiving coil is fixed to either the front or back side of the power receiving substrate, and in the case of a coil fixed to both the front and back sides, the coils are connected so that the number of turns increases. An insulation / short-circuit switching device for an insulated wheel.

7. 7. The insulation / short-circuit switching device for an insulated wheel according to claim 1, The transmitting coil and receiving coil can be electromagnetically resonantly coupled. An insulation / short-circuit switching device for an insulated wheel.

8. The insulation / short-circuit switching device for an insulated wheel according to any one of claims 1 to 7, The receiving circuit and switch are installed in the switch box. An insulation / short-circuit switching device for an insulated wheel.

9. This is a track maintenance vehicle equipped with an insulation / short-circuit switching device for insulated wheels. The insulation / short-circuit switching device is an insulation / short-circuit switching device for an insulated wheel according to any one of claims 2 to 8, The vehicle is equipped with an operation panel and control panel on the top side of the vehicle, The vehicle is provided with a power transmission side circuit on the underfloor side, at least two power transmission coils, one or more power receiving coils, a power receiving side circuit, a switch for short-circuiting and insulating the insulated wheel, and a low-pass filter (LPF), The two power transmitting coils are attached to the bogie, the power receiving coil is attached in a disk shape to the outer periphery of the axle, and the two power transmitting coils are arranged opposite each other on both sides of the power receiving coil with a gap that allows electromagnetic induction, so that the combined voltage of the voltages supplied to the two power transmitting coils is received by the power receiving coil in a non-contact manner by electromagnetic induction coupling with the power receiving coil, The receiving circuit and switch are attached to the insulated wheel, and the LPF is attached to the axle. A track maintenance vehicle characterized by:

10. The track maintenance vehicle according to claim 9, The receiving circuit and switch are mounted individually or together in a single switch box on the insulating wheel. A track maintenance vehicle characterized by:

11. The track maintenance vehicle according to claim 9 or 10, One control panel is located at the front driver's seat and one at the rear driver's seat of the vehicle, and commands from the control panel operated later take priority over commands from the control panel operated earlier. A track maintenance vehicle characterized by:

12. The track maintenance vehicle according to any one of claims 9 to 11, The control panel is located only at either the front or rear driver's seat of the vehicle, The control panel can only be operated from that operation panel. A track maintenance vehicle characterized by:

13. The track maintenance vehicle according to any one of claims 10 to 12, The switch box is arranged near the axle or the insulated wheel and is connected to the insulated wheel by a cable. A track maintenance vehicle characterized by:

14. The method for switching between insulation and short circuit of an insulated wheel is such that a switch is opened and closed by an induced voltage due to electromagnetic induction coupling between a power transmitting coil and a power receiving coil, and the inner and outer rings of the insulated wheel are switched between complete short circuit, partial short circuit and complete insulation, and in the case of complete short circuit, the circuit breaker is lowered, the indicator light is turned on and the alarm is sounded, in the case of partial short circuit, the circuit breaker is lowered and the indicator light is turned on but the alarm is not sounded, and in the case of complete insulation, the circuit breaker is not lowered, the indicator light is not turned on and the alarm is not sounded, When two or more PWM modulated waves, which are obtained by modulating a carrier wave with two or more modulated waves having different frequencies, are transmitted from the power transmitting circuit to the power transmitting coil, the PWM modulated waves are received wirelessly by the power receiving coil through electromagnetic induction coupling, the power receiving circuit rectifies the received PWM modulated waves to extract the power system voltage, detects the PWM modulated waves, demodulates the modulated waves to generate a complete short-circuit control signal, a partial short-circuit control signal, and an insulation control signal, and the switch is opened and closed by the received power system voltage in response to these control signals, so that the inner and outer rings of the insulated wheel can be switched between complete short-circuit, partial short-circuit, and complete insulation.

1. A method for switching between insulation and short-circuiting for an insulated wheel.

15. 15. The insulation / short-circuit switching method for an insulated wheel according to claim 14, When the control signal sent from the power transmitting circuit is switched by command from the control panel, the control signal received by the power receiving circuit is automatically switched.

1. A method for switching between insulation and short-circuiting for an insulated wheel.

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