CN218805840U

CN218805840U - Voltage monitoring device, communication device, grounding device, track beam, rail vehicle, rail transit system and vehicle voltage monitoring system

Info

Publication number: CN218805840U
Application number: CN202222917274.XU
Authority: CN
Inventors: 邱吉; 党锋锋; 张波
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-10-31
Filing date: 2022-10-31
Publication date: 2023-04-07
Anticipated expiration: 2032-10-31

Abstract

The application provides a voltage monitoring device, communication device, earthing device, track roof beam, rail vehicle, rail transit system and vehicle voltage monitoring system, voltage monitoring device is applied to rail vehicle, voltage monitoring device sets up on rail vehicle's the boots that connect ground, voltage monitoring device includes: the voltage sensor is used for measuring real-time vehicle body induction voltage of the railway vehicle; and the communication unit is electrically connected with the voltage sensor and used for acquiring the real-time vehicle body induction voltage and transmitting the real-time vehicle body induction voltage to the communication device after establishing communication connection with the communication device arranged on the grounding rail. This application can learn whether ground connection boots and ground connection rail are the steady contact, discovery ground connection boots and ground connection rail contact failure after, can in time maintain, reduce the loss.

Description

Voltage monitoring device, communication device, grounding device, track beam, rail vehicle, rail transit system and vehicle voltage monitoring system

Technical Field

The application relates to the technical field of rail transit, in particular to a voltage monitoring device, a communication device, a grounding device, a rail beam, a rail vehicle, a rail transit system and a vehicle voltage monitoring system.

Background

The car body of the rail vehicle such as the Yunba is a metal car body, and is influenced by thunder and lightning or other external reasons when the rail vehicle runs in an elevated area, and induced voltage can be generated. In order to avoid electric shock caused by operation maintenance and passengers and interference on vehicle-mounted electronic equipment, grounding shoes are arranged on the rail vehicle, and the grounding shoes are in contact with a grounding rail when the rail vehicle passes through a station or an interval, so that the vehicle body induction voltage is released.

However, due to construction errors and other reasons, the grounding shoe and the grounding rail are not stably contacted, and at the moment, the induced voltage cannot be effectively released, so that vehicle-mounted electronic equipment is easily damaged, and personnel are easily injured. In the related art, the situation of poor contact between the grounding shoe and the grounding rail cannot be timely found, and the electronic equipment itself is considered to have a problem when the vehicle-mounted electronic equipment fails.

SUMMERY OF THE UTILITY MODEL

In the summary section a series of concepts in a simplified form is introduced, which will be described in further detail in the detailed description section. The inventive content does not imply any attempt to define the essential features and essential features of the claimed solution, nor is it implied to be intended to define the scope of the claimed solution.

This application provides a voltage monitoring device in one aspect, is applied to rail vehicle, voltage monitoring device sets up on rail vehicle's the ground shoe, voltage monitoring device includes:

the voltage sensor is used for measuring real-time vehicle body induction voltage of the railway vehicle;

and the communication unit is electrically connected with the voltage sensor and used for acquiring the real-time vehicle body induction voltage and transmitting the real-time vehicle body induction voltage to the communication device after establishing communication connection with the communication device arranged on the grounding rail.

In one example, the communication unit comprises a first near field communication unit, the communication device comprises a second near field communication unit and a wireless communication unit;

when the railway vehicle passes through the grounding rail, the first near field communication unit and the second near field communication unit establish the communication connection, so that the real-time vehicle body induction voltage is transmitted to the second near field communication unit, and the real-time vehicle body induction voltage is transmitted to a vehicle dispatching system associated with the railway vehicle by the second near field communication unit through the wireless communication unit and a wireless network.

In one example, the maximum data transmission distance between the first near field communication unit and the second near field communication unit is 40cm.

In one example, the voltage monitoring device has a first power supply unit integrated thereon, and/or the voltage monitoring device obtains power from the outside.

Yet another aspect of the present application provides a communication device disposed on a ground rail corresponding to a ground shoe of a rail vehicle, the communication device including:

the system comprises a first communication unit, a second communication unit and a control unit, wherein the first communication unit is used for acquiring real-time train body induction voltage of the railway train from a voltage monitoring device arranged on a grounding boot of the railway train;

and the second communication unit is electrically connected with the first communication unit and used for acquiring the real-time vehicle body induction voltage from the first communication unit and transmitting the real-time vehicle body induction voltage to a vehicle dispatching system associated with the railway vehicle.

In one example, the voltage monitoring device comprises a first near field communication unit comprising a second near field communication unit comprising a wireless communication unit;

when the rail vehicle passes through the grounding rail, the second near field communication unit and the first near field communication unit establish communication connection, so that the real-time vehicle body induced voltage is obtained and transmitted to the wireless communication unit, and the wireless communication unit transmits the real-time vehicle body induced voltage to the vehicle dispatching system through a wireless network.

In one example, the second near field communication unit is further configured to acquire vehicle information from the first near field communication unit, and transmit the vehicle information to the vehicle dispatching system through the wireless communication unit and a wireless network by the second near field communication unit, wherein the vehicle information at least comprises vehicle passing information and train number information.

In one example, the wireless communication unit is an unlicensed spectrum communication unit, and the wireless network is an unlicensed spectrum network;

the wireless communication unit comprises a wireless access unit and a wireless transmitting unit which are electrically connected with each other, the second near field communication unit is electrically connected with the wireless access unit, and the wireless access unit is used for filtering and amplifying signals transmitted by the second near field communication unit.

In one example, the communication device has a second power supply unit integrated thereon, and/or the communication device draws power from the outside.

The application further provides a grounding device applied to a rail vehicle, which comprises a grounding shoe and the voltage monitoring device, wherein the voltage monitoring device is arranged on the grounding shoe.

In one example, the grounding device further comprises a contact member disposed on the grounding shoe and facing the grounding rail, the contact member being for contacting the grounding rail.

In another aspect, the present application provides a track beam, including:

the beam body is internally provided with a groove;

the grounding rail is connected with the side wall of the groove;

the communications device of any preceding claim, disposed on the ground rail.

In a further aspect, the present application provides a rail vehicle comprising a grounding device as described in the above.

In a further aspect, the present application provides a rail transit system comprising a rail beam as described above and a rail vehicle as described above.

A further aspect of the present application provides a vehicle voltage monitoring system comprising a voltage monitoring device as described in any one of the above and a communication device as described in any one of the above.

According to the voltage monitoring device, the communication device, the grounding device, the track beam, the track vehicle, the track traffic system and the vehicle voltage monitoring system, the real-time vehicle body induction voltage of the track vehicle can be measured through the voltage sensor, when the track vehicle passes through the grounding rail, the real-time vehicle body induction voltage measured by the voltage sensor is transmitted to the communication device arranged on the grounding rail through the communication unit, the real-time vehicle body induction voltage received by the communication devices on two adjacent grounding rails is compared, whether the vehicle body induction voltage is effectively released when the track vehicle passes through the grounding rail is judged, whether the grounding shoe is in stable contact with the grounding rail is further known, the condition that the grounding shoe is in poor contact with the grounding rail is timely found, whether the fault is caused by the vehicle body induction voltage is determined when the vehicle-mounted electronic equipment is in fault, and after the grounding shoe is in poor contact with the grounding rail, the loss can be timely maintained, the follow-up vehicle can be scheduled through the vehicle scheduling system, and the same problem of the follow-up vehicle when the follow-up vehicle passes through the same road section is avoided.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.

In the drawings:

FIG. 1 shows a schematic block diagram of a voltage monitoring device according to an embodiment of the present application;

FIG. 2 shows a schematic block diagram of a voltage monitoring device according to another embodiment of the present application;

FIG. 3 shows a schematic block diagram of a communication device according to an embodiment of the present application;

FIG. 4 shows a schematic block diagram of a communication device according to another embodiment of the present application;

fig. 5 shows a schematic block diagram of a wireless communication unit according to an embodiment of the application;

FIG. 6 is a schematic diagram illustrating a voltage monitoring device and a communication device implementing a communication connection according to an embodiment of the present application;

FIG. 7 is a schematic diagram illustrating a communication connection between a communication device and a vehicle dispatch system according to an embodiment of the present application;

FIG. 8 illustrates a schematic structural diagram of a grounding device in accordance with an embodiment of the present application;

FIG. 9 illustrates a schematic structural view of a track beam according to an embodiment of the present application;

fig. 10 shows a schematic structural diagram of a vehicle voltage monitoring system according to an embodiment of the present application.

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present application. It will be apparent, however, to one skilled in the art, that the present application may be practiced without one or more of these specific details. In other instances, well-known features of the art have not been described in order to avoid obscuring the present application.

It is to be understood that the present application is capable of implementation in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art. In the drawings, the size and relative sizes of layers and regions may be exaggerated for clarity. Like reference numerals refer to like elements throughout.

It will be understood that when an element or layer is referred to as being "on," "adjacent to," "connected to," or "coupled to" other elements or layers, it can be directly on, adjacent to, connected or coupled to the other elements or layers or intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on," "directly adjacent to," "directly connected to" or "directly coupled to" other elements or layers, there are no intervening elements or layers present. It will be understood that, although the terms first, second, third, etc. may be used to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the present application.

Spatial relational terms such as "under," "below," "under," "above," "over," and the like may be used herein for convenience in describing the relationship of one element or feature to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "under" and "under" can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatial descriptors used herein interpreted accordingly.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of the associated listed items.

In order to provide a thorough understanding of the present application, a detailed structure will be presented in the following description in order to explain the technical solutions presented in the present application. The following detailed description of the preferred embodiments of the present application, however, can be practiced otherwise than as specifically described.

The rail vehicle may generate an induced voltage when passing through a lightning-prone area or affected by other external causes. When the grounding boot is in poor contact with the grounding rail, the induction voltage cannot be effectively released, and the vehicle-mounted electronic equipment and related personnel are easily injured. In the related art, the condition of poor contact between the grounding shoe and the grounding rail cannot be found in time, so that the maintenance is not in time, and great loss is caused; or when the vehicle-mounted electronic equipment fails, the electronic equipment is often considered to have a problem, and the fact that the vehicle-mounted electronic equipment fails due to the fact that the induced voltage cannot be effectively released cannot be realized; and because the condition that the contact between the grounding shoe and the grounding rail is poor is not found in time, the same problem occurs when the subsequent railway vehicles pass through the same road section.

In order to solve the above technical problem, a voltage monitoring device is provided in the present application, which is applied to a rail vehicle, and is disposed on a ground shoe of the rail vehicle, and includes: the voltage sensor is used for measuring real-time vehicle body induction voltage of the railway vehicle; and the communication unit is electrically connected with the voltage sensor and used for acquiring the real-time vehicle body induction voltage and transmitting the real-time vehicle body induction voltage to the communication device after establishing communication connection with the communication device arranged on the grounding rail.

According to the voltage monitoring device, the real-time vehicle body induction voltage of the rail vehicle can be measured through the voltage sensor, when the rail vehicle passes through the grounding rail, the real-time vehicle body induction voltage measured by the voltage sensor is transmitted to the communication device arranged on the grounding rail through the communication unit, the real-time vehicle body induction voltage received by the communication devices on the two adjacent grounding rails is compared, whether the vehicle body induction voltage is effectively released when the rail vehicle passes through the grounding rail is judged, whether the grounding shoe is stably contacted with the grounding rail is known, the condition that the grounding shoe is poorly contacted with the grounding rail is timely found, whether the fault is caused by the vehicle body induction voltage is determined when the vehicle-mounted electronic equipment has the fault, and after the grounding shoe is poorly contacted with the grounding rail, the maintenance can be timely carried out, the loss is reduced, the follow-up vehicle can be dispatched through the vehicle dispatching system, and the same problem when the follow-up vehicle passes through the same road section is avoided.

A voltage monitoring device 100 according to one embodiment of the present application is described below with reference to fig. 1. As shown in fig. 1, the voltage monitoring device 100 is applied to a rail vehicle, the voltage monitoring device 100 is disposed on a ground shoe (for example, the ground shoe 610 shown in fig. 6, and described later in conjunction with fig. 6) of the rail vehicle, the voltage monitoring device 100 includes a voltage sensor 110 and a communication unit 120, and the voltage sensor 110 is used for measuring a real-time vehicle body induced voltage of the rail vehicle. The communication unit 120 is electrically connected to the voltage sensor 110, and is configured to acquire a real-time vehicle body induced voltage and transmit the real-time vehicle body induced voltage to a communication device (e.g., a communication device 630, shown in fig. 6, and disposed on a ground rail 640, and described later in conjunction with fig. 6) disposed on the ground rail after establishing a communication connection with the communication device.

Based on this, the voltage monitoring device 100 provides a function of monitoring the real-time vehicle body induced voltage. Based on the voltage monitoring device 100, the communication device disposed on the ground rail can obtain the real-time body induced voltage of the rail vehicle and transmit the real-time body induced voltage (for example, transmit the real-time body induced voltage to a vehicle dispatching system or other systems), so that the relevant staff can monitor the real-time body induced voltage of the rail vehicle. On the basis, whether the vehicle body induced voltage is effectively released or not can be determined by automatically or manually comparing the real-time vehicle body induced voltages received by the communication devices on the two adjacent grounding rails, whether the grounding boots of the rail vehicle are stably contacted with the grounding rails or not can be further determined, and whether the fault of the vehicle-mounted electronic equipment is caused by the vehicle body induced voltage or not can also be determined. For example, through comparison, if the newly measured real-time vehicle body induction voltage is zero, it indicates that the grounding shoe of the rail vehicle is in stable contact with the grounding rail, and the vehicle body induction voltage is effectively released; if the newly measured real-time vehicle body induction voltage is not zero and has no obvious difference with the previously measured vehicle body induction voltage, it is indicated that the grounding boot of the rail vehicle is in poor contact with the grounding rail at the position, the vehicle body induction voltage is not effectively released, the grounding rail at the position needs to be maintained in time, the loss is reduced, the subsequent rail vehicles can be scheduled in time through a vehicle scheduling system, and the rail vehicle is not scheduled to pass through the grounding rail at the position before the maintenance of the grounding rail at the position is completed, so that the same problem when the subsequent rail vehicles pass through the grounding rail at the position is avoided.

In the embodiment of the present application, the voltage sensor 110 is a sensor capable of sensing the measured voltage and converting the measured voltage into a usable output signal, and includes a power frequency voltage sensor and a variable frequency voltage sensor according to the frequency; according to the measurement principle, the device comprises a resistance voltage divider, a capacitance voltage divider, an electromagnetic voltage transformer, a capacitance voltage transformer, a Hall voltage sensor and the like; according to the output signal, there are an analog output voltage sensor and a digital output voltage sensor. The voltage sensor 110 may sense a real-time body induction voltage of the rail vehicle, convert the real-time body induction voltage into data such as a direct current or a direct current voltage, and output the data as an analog signal or a digital signal. In this embodiment, the voltage sensors of corresponding types and models may be selected according to actual measurement conditions, and are not specifically limited.

In the embodiment of the present application, a short-distance point-to-point data transmission is established between the communication unit 120 and the communication device on the ground rail, and since the time for the ground shoe to pass through the ground rail is short, the time for establishing the point-to-point data transmission should not generally exceed the time for the ground shoe to pass through the ground rail. Illustratively, the Communication unit 120 includes a Near Field Communication (NFC) unit or a Radio Frequency Identification (RFID) unit (described later in conjunction with fig. 2). Accordingly, the communication means on the ground rail may comprise near field communication or radio frequency identification units or the like.

Fig. 2 shows a voltage monitoring device 200, which is an implementation of the voltage monitoring device 100, according to another embodiment of the present application. As shown in fig. 2, the voltage monitoring device 200 includes a voltage sensor 210 and a first near field communication unit 220. When the rail vehicle passes the grounding rail, the first near field communication unit 220 establishes a communication connection with a communication device provided on the grounding rail. In particular, the communication means provided on the ground rail may comprise a second near field communication unit and a wireless communication unit, respectively (described later in connection with fig. 4). The first NFC unit 220 and the second NFC unit may establish a Communication connection through magnetic Field induced energy transfer and feedback signal acquisition and identification, and implement identification and data exchange between a Near Field Communication-Interface and Protocol (NFC p-1) and an NFC-compliant device at a short distance by using NFC Protocol. The voltage sensor 210 transmits the measured real-time car body induction voltage to the first near field communication unit 220, the first near field communication unit 220 transmits the real-time car body induction voltage to the second near field communication unit which is in communication connection with the first near field communication unit, the second near field communication unit transmits the real-time car body induction voltage to the wireless communication unit, and the wireless communication unit transmits the real-time car body induction voltage to a car dispatching system associated with the railway car through a wireless network. The vehicle dispatching system can compare real-time vehicle body induced voltages sent by the communication devices on the two adjacent grounding rails, so that whether the vehicle body induced voltages are effectively released or not, whether grounding boots of the rail vehicle are stably contacted with the grounding rails or not and the like are determined, and corresponding technical problems are solved.

In the embodiment of the present application, the first near field communication unit 220 and the voltage sensor 210 are electrically connected, for example, by data lines or integrated on the same printed circuit board; the second near field communication unit is electrically connected to the wireless communication unit, for example, by a data line or integrated on the same printed circuit board.

It should be noted that, generally speaking, the communication distance of NFC is within 20cm, in this embodiment, NFC with a maximum communication distance of 40cm is selected, that is, the maximum data transmission distance between the first near field communication unit 220 and the second near field communication unit is 40cm, so that the voltage monitoring device does not have the problem of intrusion limit, and can sense the passing of the rail vehicle and perform information interaction on a millimeter level.

In one example, the voltage monitoring device 200 has a first power supply unit integrated thereon, and/or the voltage monitoring device 200 obtains power from the outside. For example, as shown in fig. 2, the voltage monitoring device 200 is integrated with a first power supply unit 230, and the voltage sensor 210 and the first near field communication unit 220 are powered by the first power supply unit 230. Alternatively, the first power supply unit 230 may not be integrated on the voltage monitoring device 200, and the voltage monitoring device 200 may obtain electric energy from the outside through a power supply interface; or, the voltage monitoring device 200 may be integrated with the first power supply unit 230, or may obtain power from the outside through a power interface.

The voltage monitoring device according to the embodiment of the present application is exemplarily shown above. Based on the above description, the voltage monitoring device according to the embodiment of the present application is disposed on the ground shoe of the rail vehicle, and is capable of monitoring the real-time vehicle body induced voltage of the rail vehicle, and transmitting the real-time vehicle body induced voltage of the rail vehicle to the communication device disposed on the ground rail when the rail vehicle passes through the ground rail, so that the real-time vehicle body induced voltage of the rail vehicle can be transmitted through the communication device, and relevant workers can monitor the real-time vehicle body induced voltage of the rail vehicle, and thus can determine whether the ground shoe and the ground rail have a problem according to the monitored real-time vehicle body induced voltage.

According to another aspect of the present application, there is also provided a communication device, which is a communication device disposed on a ground rail. The communication device may obtain the real-time body induced voltage of the rail vehicle from the voltage monitoring device as described above. The structure and operation of the communication apparatus are described below with reference to fig. 3 to 5.

As shown in fig. 3, the communication device 300 is disposed on a ground rail (e.g., the communication device 630 disposed on the ground rail 640 as shown in fig. 6, described later in connection with fig. 6) corresponding to a ground shoe of a rail vehicle. The communication device 300 comprises a first communication unit 310 and a second communication unit 320, wherein the first communication unit 310 is used for acquiring real-time train body induced voltage of the railway train from voltage monitoring devices (such as the voltage monitoring devices 100 and 200) arranged on a ground shoe of the railway train; the second communication unit 320 is electrically connected to the first communication unit 310, and is configured to obtain the real-time body induction voltage from the first communication unit 310 and transmit the real-time body induction voltage to a vehicle dispatching system associated with the rail vehicle.

In the embodiment of the present application, when a rail vehicle passes through a grounding rail, a voltage monitoring device on a grounding shoe of the rail vehicle can establish a communication connection with the first communication unit 310, the voltage monitoring device transmits the real-time vehicle body induced voltage measured by the voltage monitoring device to the first communication unit 310, the first communication unit 310 further transmits the real-time vehicle body induced voltage to the second communication unit 320, and the second communication unit 320 transmits the real-time vehicle body induced voltage to a vehicle dispatching system associated with the rail vehicle. The vehicle dispatching system can compare the real-time vehicle body induced voltages sent by the communication devices 300 on the two adjacent grounding rails, so as to determine whether the vehicle body induced voltages are effectively released, whether the grounding shoes of the rail vehicle are stably contacted with the grounding rails, and the like. For example, through comparison, if the newly measured real-time vehicle body induction voltage is zero, it indicates that the grounding shoe of the rail vehicle is in stable contact with the grounding rail, and the vehicle body induction voltage is effectively released; if the newly measured real-time vehicle body induction voltage is not zero and is not obviously different from the previously measured vehicle body induction voltage, the grounding boot of the rail vehicle is poor in contact with the grounding rail at the position, the vehicle body induction voltage is not effectively released, the grounding rail at the position needs to be timely maintained, loss is reduced, subsequent rail vehicles can be timely scheduled through a vehicle scheduling system, and the rail vehicle is not scheduled to pass through the grounding rail at the position before the maintenance of the grounding rail at the position is completed, so that the same problem when the subsequent rail vehicles pass through the grounding rail at the position is avoided.

In the embodiment of the present application, a short-distance point-to-point data transmission is established between the voltage monitoring device on the ground shoe of the rail vehicle and the first communication unit 310, and since the time for the ground shoe to pass through the ground rail is short, the establishment time of the established point-to-point data transmission should not generally exceed the time for the ground shoe to pass through the ground rail. Exemplarily, the first communication unit 310 may include a near field communication unit or a radio frequency identification unit, etc. (described later in conjunction with fig. 4). Accordingly, the voltage monitoring device also comprises a near field communication unit or a radio frequency identification unit, etc., as described above.

Fig. 4 shows a communication device 400, which is an implementation of the communication device 300, according to another embodiment of the present application. As shown in fig. 4, the communication device 400 comprises a second near field communication unit 410 (so named for distinguishing it from the first near field communication unit described before) and a wireless communication unit 420. When the rail vehicle passes through the grounding rail, the second near field communication unit 410 establishes a communication connection with the first near field communication unit of the voltage monitoring device, so as to obtain the real-time vehicle body induced voltage, and transmit the real-time vehicle body induced voltage to the wireless communication unit 420, and the wireless communication unit 420 transmits the real-time vehicle body induced voltage to the vehicle dispatching system through a wireless network. The vehicle dispatching system can compare the real-time vehicle body induced voltages sent by the communication devices 400 on the two adjacent grounding rails, so as to determine whether the vehicle body induced voltages are effectively released, whether the grounding shoes of the rail vehicle are stably contacted with the grounding rails, and the like, and solve the corresponding technical problems.

It should be noted that, generally speaking, the communication distance of NFC is within 20cm, in this embodiment, NFC with a maximum communication distance of 40cm is selected, that is, the maximum data transmission distance between the first near field communication unit and the second near field communication unit 420 is 40cm, so that the voltage monitoring device does not have the problem of intrusion limit, and can sense the passing of the vehicle and perform information interaction on a millimeter level.

In addition, in order to facilitate the vehicle dispatching system to dispatch the rail vehicle, the vehicle information can be transmitted to the vehicle dispatching system while the real-time vehicle body induced voltage is transmitted when the rail vehicle passes through the grounding rail, and the vehicle dispatching system dispatches the rail vehicle according to the received vehicle information.

In one example, the second near field communication unit 410 may be further configured to obtain vehicle information from the first near field communication unit, and transmit the vehicle information to the vehicle dispatching system by the second near field communication unit 410 via the wireless communication unit 420 and the wireless network, the vehicle information including at least vehicle passing information and train number information. Illustratively, for example, there are 10 rail vehicles with the vehicle numbers A1 to a10, the vehicle dispatching system sequentially receives vehicle passing information sent by 4 rail vehicles with the vehicle numbers A1 to A4 when passing through a certain grounding rail, and determines that the grounding rail at the place has a fault and is in poor contact with the grounding shoe according to real-time vehicle body induced voltage sent by the A4 rail vehicle after passing through, the vehicle dispatching system can dispatch the subsequent rail vehicles with the vehicle numbers A5 to a10, and avoid dispatching the subsequent rail vehicles to the grounding rail before the grounding rail at the place is repaired well.

In one example, the wireless communication unit 420 is an unlicensed spectrum (LTE-U) communication unit and the wireless network is an unlicensed spectrum network. The LTE-U is a wireless access technology capable of providing operator-level network services to users in an unlicensed spectrum of 5 GHz. The LTE-U can combine its network with an LTE (Long Term Evolution) network by a carrier aggregation technology to jointly carry a control instruction and a data service. Meanwhile, the LTE-U and the Wi-Fi network can exist at the same time and work cooperatively, so that the capacity of the mobile network is improved. The LTE-U technology can provide better link access performance, medium access control performance, mobility management, and good coverage performance.

In one example, the wireless communication unit 420 may further include a wireless access unit 4201 and a wireless transmission unit 4202 electrically connected to each other, as shown in fig. 5. The second near field communication unit 410 is electrically connected with the wireless access unit 4202. The wireless access unit 4201 and the wireless transmission unit 4202 may be electrically connected by a data line or integrated on the same printed circuit board, and the second near field communication unit 410 and the wireless access unit 4201 may also be electrically connected by a data line or integrated on the same printed circuit board. The second near field communication unit 410 transmits the received real-time vehicle body induction voltage and/or vehicle information to the wireless access unit 4201, and the wireless access unit 4201 further transmits a signal to the wireless transmitting unit 4202, and the signal is transmitted by the wireless transmitting unit 4202. It should be noted that the wireless access unit 4201 has a filtering and amplifying function, and is capable of filtering and amplifying the signal transmitted by the second near field communication unit 410 to reduce interference and improve the accuracy of the signal.

In one example, the communication device 400 has a second power supply unit integrated thereon, and/or the communication device 400 draws power from the outside. For example, as shown in fig. 4, the communication apparatus 400 has a second power supply unit 430 integrated thereon, and the second near field communication unit 410 and the wireless communication unit 420 are powered by the second power supply unit 430; alternatively, the second power supply unit 430 is not integrated on the communication device 400, and the communication device 400 obtains electric energy from the outside through a power supply interface; still alternatively, the second power supply unit 430 may be integrated with the communication device 400, and the power may be obtained from the outside through the power interface.

The communication apparatus according to the embodiment of the present application is exemplarily described above. Based on the above description, the communication device according to the embodiment of the application is arranged on the grounding rail, and can acquire and transmit the real-time vehicle body induction voltage of the rail vehicle from the voltage monitoring device arranged on the grounding shoe of the rail vehicle when the rail vehicle passes through the grounding rail, so that related workers can monitor the real-time vehicle body induction voltage of the rail vehicle, and can determine whether the grounding shoe and the grounding rail have problems according to the monitored real-time vehicle body induction voltage.

The communication interaction of the voltage monitoring device and the communication device with each other, and the communication interaction of the communication device and the vehicle dispatching system, described above, are described below with reference to fig. 6 and 7, respectively.

As shown in fig. 6, a voltage monitoring device 620 (such as the

voltage monitoring device

100 or 200 described above) is disposed on the grounding shoe 610, and the voltage monitoring device 620 includes a voltage sensor 621 and a first near field communication unit 622; a communication device 630 is disposed on the ground rail 640, and the communication device 630 includes a second near field communication unit 631 and a wireless communication unit 632. The voltage sensor 621 on the grounding shoe 610 of the rail vehicle can obtain the induced voltage of the rail vehicle (i.e. the real-time vehicle body induced voltage) in real time. When the rail vehicle passes through the grounding rail 640, the first near field communication unit 622 on the grounding shoe 610 of the rail vehicle and the second near field communication unit 631 on the grounding rail establish a communication connection, the voltage sensor 621 transmits the measured real-time vehicle body induction voltage to the first near field communication unit 622, and the first near field communication unit 622 transmits the real-time vehicle body induction voltage to the second near field communication unit 631. The second nfc unit 631 transmits the real-time body induced voltage to the wireless communication unit 632, and the wireless communication unit 632 may transmit the real-time body induced voltage through a wireless network. For example, as shown in fig. 7, the wireless communication unit 632 may transmit the real-time vehicle body induction voltage to the vehicle dispatching system through a wireless network. The vehicle dispatching system can compare the real-time vehicle body induced voltages sent by the communication devices 630 on two adjacent grounding rails, so as to determine whether the vehicle body induced voltages are effectively released, whether the grounding shoes of the rail vehicle are stably contacted with the grounding rails, and the like. For example, through comparison, if the newly measured real-time car body induced voltage is zero, it indicates that the ground boot of the rail car is in stable contact with the ground rail, and the car body induced voltage is effectively released; if the newly measured real-time vehicle body induction voltage is not zero and is not obviously different from the previously measured vehicle body induction voltage, the grounding boot of the rail vehicle is poor in contact with the grounding rail at the position, the vehicle body induction voltage is not effectively released, the grounding rail at the position needs to be timely maintained, loss is reduced, subsequent rail vehicles can be timely scheduled through a vehicle scheduling system, and the rail vehicle is not scheduled to pass through the grounding rail at the position before the maintenance of the grounding rail at the position is completed, so that the same problem when the subsequent rail vehicles pass through the grounding rail at the position is avoided.

According to still another aspect of the present application, there is also provided a grounding device. The grounding device of the present application is explained and illustrated below with reference to fig. 8. Fig. 8 is a schematic structural diagram of a grounding device according to an embodiment of the present application. The technical features in the embodiments of the present application may be combined with each other without conflict.

In one embodiment of the present application, as shown in fig. 8, the grounding device 800 is applied to a rail vehicle, and includes a grounding shoe 810 and a voltage monitoring device 820, and the voltage monitoring device 820 is disposed on the grounding shoe 810.

Voltage monitoring device 820 may be implemented as

voltage monitoring device

100, 200, or 620 described above, and reference may be made to the description above, which is not described herein again. The voltage monitoring device 820 may be disposed on a lower surface of the ground shoe 810 facing a communication device disposed on the ground rail, thereby facilitating data transmission between the voltage monitoring device 820 and the communication device.

In one example, as shown in fig. 8, the grounding device 800 further includes a contact 830, the contact 830 being disposed on the grounding shoe 810 and facing the grounding rail, the contact 830 being for contacting the grounding rail. The contact 830 may be an elastic member, and the elastic member may be deformed to return to an original shape, wherein when the contact 830 contacts with the ground rail, the contact 830 is pressed to be deformed, and when the contact 830 does not contact with the ground rail, the contact 830 returns to the original shape, so that the contact 830 is prevented from being deformed and then does not contact with the ground rail, and the operational reliability of the grounding device 800 may be further ensured. The contact 830 may be provided as a deformable copper piece or the contact 830 may comprise a plurality of copper pieces arranged one above the other.

According to still another aspect of the application, a track beam is also provided. The track beam of the present application is explained and illustrated below with reference to fig. 9. Fig. 9 shows a schematic structural diagram of a track beam according to an embodiment of the present application. The technical features in the embodiments of the present application may be combined with each other without conflict.

In one embodiment of the present application, as shown in fig. 9, the rail beam 900 includes: the beam body 910 is provided with a groove inside; the grounding rail 920, the grounding rail 920 is connected with the side wall of the groove; a communication device 930 is disposed on the ground rail 920.

The communication device 930 may be implemented as the

communication devices

300, 400, or 630 described above, and reference may be made to the description above, which is not repeated herein. The communication device 930 may be disposed on the upper surface of the ground rail 920 facing the voltage monitoring device disposed on the ground shoe, thereby facilitating data transmission between the voltage monitoring device and the communication device 930.

The grounding rail 920 can be fixed on the side wall of the groove through bolts, so that the grounding rail 920 can be stably assembled on the groove, the position of the grounding rail 920 can be prevented from moving, and the grounding rail 920 can be ensured to be in contact with a contact piece of a grounding device.

In addition, this application still provides a rail vehicle. The technical features in the embodiments of the present application may be combined with each other without conflict.

In one embodiment of the present application, a rail vehicle includes a grounding device. The grounding device can be implemented as the grounding device 800, and reference may be made to the above description, which is not repeated herein.

The ground boots are arranged below the rail vehicle and are used for being in contact with the ground rail, the ground rail is connected with the earth, and when the rail vehicle passes through the ground rail, the ground boots are in contact with the ground rail, so that the vehicle body induction voltage of the rail vehicle can be guided to the ground, and the safety of vehicle-mounted electronic equipment and related personnel on the rail vehicle is ensured.

In addition, this application still provides a track traffic system. The technical features in the embodiments of the present application may be combined with each other without conflict.

In one embodiment of the present application, a rail transit system includes a rail beam and a rail vehicle. The track beam may be implemented as the track beam 900, the track vehicle may be implemented as the track vehicle, and the description of the track beam and the track vehicle may refer to the description above, which is not repeated herein.

The rail vehicle is provided with grounding boots, the rail beam is provided with grounding rails, the grounding boots are used for being in contact with the grounding rails, and the grounding rails are electrically connected with the ground. The rail vehicle runs on the rail beam, and when the rail vehicle passes through the grounding rail on the rail beam, the grounding boot is in contact with the grounding rail, so that the vehicle body induction voltage of the rail vehicle can be guided to the ground, and the safety of vehicle-mounted electronic equipment and related personnel on the rail vehicle is ensured.

The application also provides a vehicle voltage monitoring system. The vehicle voltage monitoring system of the present application is explained and explained below with reference to fig. 10. Fig. 10 shows a schematic structural diagram of a vehicle voltage monitoring system according to an embodiment of the present application. The technical features in the embodiments of the present application may be combined with each other without conflict.

In one embodiment of the present application, as shown in FIG. 10, a vehicle voltage monitoring system 1000 includes a voltage monitoring device 1010 and a communication device 1020.

The voltage monitoring device 1010 may be implemented as the

voltage monitoring device

100, 200, or 620, and the communication device 1020 may be implemented as the

communication device

300, 400, or 630, which may refer to the above description and are not repeated herein.

In one example, as shown in fig. 10, the vehicle voltage monitoring system 1000 further includes a vehicle dispatching system, and the communication device 1020 is communicatively connected to the vehicle dispatching system. The communication device 1020 transmits the real-time vehicle body induced voltage and/or vehicle information acquired from the voltage monitoring device 1010 to the vehicle dispatching system, and the vehicle dispatching system performs corresponding subsequent processing according to the received data.

In one example, as shown in fig. 10, the vehicle voltage monitoring system 1000 further includes a wireless network, and the communication device 1020 is communicatively connected with the vehicle dispatching system through the wireless network. The wireless network may be an unlicensed spectrum network, and the specific data transmission process may refer to the description above and will not be repeated here.

In summary, according to the voltage monitoring device, the communication device, the grounding device, the track beam, the rail vehicle, the rail transit system and the vehicle voltage monitoring system of the embodiment of the present application, the real-time vehicle body induced voltage of the rail vehicle can be measured by the voltage sensor, when the rail vehicle passes through the grounding rail, the real-time vehicle body induced voltage measured by the voltage sensor is transmitted to the communication device disposed on the grounding rail by the communication unit, and the real-time vehicle body induced voltage received by the communication devices on the two adjacent grounding rails is compared, so as to determine whether the vehicle body induced voltage is effectively released when the rail vehicle passes through the grounding rail, and further to know whether the grounding shoe is in stable contact with the grounding rail, and to find out the condition that the grounding shoe is in poor contact with the grounding rail in time, and to determine whether the fault is caused by the vehicle body induced voltage when the vehicle-mounted electronic device is in fault, and to timely maintain and reduce the loss after the grounding shoe is in poor contact with the grounding rail, and to schedule the subsequent vehicle by the vehicle scheduling system, so as to avoid the same problem when the subsequent vehicle passes through the same road section.

Although the illustrative embodiments have been described herein with reference to the accompanying drawings, it is to be understood that the above-described illustrative embodiments are only exemplary, and are not intended to limit the scope of the present application thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the scope or spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as claimed in the appended claims.

Similarly, it should be appreciated that in the description of exemplary embodiments of the present application, various features of the application are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the application and aiding in the understanding of one or more of the various claimed aspects. However, the method of the present application should not be construed to reflect the intent: this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.

Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.

It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.

Claims

1. A voltage monitoring device applied to a rail vehicle is characterized in that the voltage monitoring device is arranged on a grounding shoe of the rail vehicle, and the voltage monitoring device comprises:

2. The voltage monitoring device of claim 1, wherein the communication unit comprises a first near field communication unit, the communication device comprises a second near field communication unit and a wireless communication unit;

when the rail vehicle passes through the grounding rail, the first near field communication unit and the second near field communication unit establish the communication connection, so that the real-time vehicle body induction voltage is transmitted to the second near field communication unit, and the real-time vehicle body induction voltage is transmitted to a vehicle dispatching system associated with the rail vehicle by the second near field communication unit through the wireless communication unit and a wireless network.

3. The voltage monitoring device of claim 2, wherein a maximum data transfer distance between the first near field communication unit and the second near field communication unit is 40cm.

4. Voltage monitoring device according to any of claims 1-3, wherein a first power supply unit is integrated on the voltage monitoring device and/or wherein the voltage monitoring device draws power from outside.

5. A communication device disposed on a grounding rail corresponding to a grounding shoe of a rail vehicle, the communication device comprising:

the second communication unit is electrically connected with the first communication unit and used for acquiring the real-time vehicle body induction voltage from the first communication unit and transmitting the real-time vehicle body induction voltage to a vehicle dispatching system associated with the rail vehicle;

wherein the voltage monitoring device is the voltage monitoring device according to any one of claims 1 to 4.

6. The communication device of claim 5, wherein the voltage monitoring device comprises a first near field communication unit, the first communication unit comprising a second near field communication unit, the second communication unit comprising a wireless communication unit;

7. The communications device of claim 6 wherein the second near field communications unit is further configured to obtain vehicle information from the first near field communications unit and transmit the vehicle information to the vehicle dispatch system via the wireless communications unit and a wireless network by the second near field communications unit, the vehicle information including at least vehicle pass information and train number information.

8. The communications apparatus as claimed in claim 6 or 7, wherein the wireless communications unit is an unlicensed spectrum communications unit, the wireless network is an unlicensed spectrum network;

9. A communication device as claimed in claim 5, wherein a second power supply unit is integrated with the communication device and/or the communication device draws power from the outside.

10. A grounding device for a rail vehicle, comprising a grounding shoe and a voltage monitoring device according to any one of claims 1 to 4, said voltage monitoring device being arranged on said grounding shoe.

11. The grounding device of claim 10, further comprising a contact member disposed on the grounding shoe and facing a grounding rail, the contact member for contacting the grounding rail.

12. A track beam, comprising:

the device comprises a beam body, wherein a groove is formed in the beam body;

the grounding rail is connected with the side wall of the groove;

the communication device of any one of claims 5 to 9, disposed on the grounding rail.

13. A rail vehicle, characterized in that it comprises a grounding device according to claim 10 or 11.

14. A rail transit system comprising the rail beam of claim 12 and the rail vehicle of claim 13.

15. A vehicle voltage monitoring system, characterized by comprising the voltage monitoring device of any one of claims 1 to 4 and the communication device of any one of claims 5 to 9.