CN220947967U

CN220947967U - Railcar protection device and railcar

Info

Publication number: CN220947967U
Application number: CN202322592880.3U
Authority: CN
Inventors: 陈远; 胡伟
Original assignee: China Railway Trade Union Mianyang Public Works Section Committee Of China Railway Chengdu Bureau Group Co ltd
Current assignee: China Railway Trade Union Mianyang Public Works Section Committee Of China Railway Chengdu Bureau Group Co ltd
Priority date: 2023-09-22
Filing date: 2023-09-22
Publication date: 2024-05-14
Anticipated expiration: 2033-09-22

Abstract

The utility model relates to the technical field of rail transit, and particularly discloses a rail car protection device and a rail car, wherein the rail car protection device comprises: the power module, the iron shoe touch switch and the relay; the shoe touch switch is arranged at a position for placing the shoe on the railway car, is in an open state after the shoe is reset, and is in a closed state when the shoe is not reset; the first end of the power supply module is connected with the first end of the skate touch switch through a relay or the first end of the reversing switch of the rail car through a relay; the second end of the power module is respectively connected with the second end of the skate touch switch and the second end of the reversing switch. Therefore, when the shoe is not reset, the relay conducts the power module and the loop of the shoe touch switch, the reversing switch of the rail car is not connected with the power supply, and the rail car cannot be started, so that the rail car is prevented from sliding on the shoe and other risks.

Description

Railcar protection device and railcar

Technical Field

The utility model relates to the technical field of rail transit, in particular to a rail car protection device and a rail car.

Background

Rail cars such as transportation vehicles or trains that perform transportation tasks on railways in railway line maintenance work often require shoes to control whether they move or not during rail car work. The skate is a movable wheel stopper similar to an automobile, is made of iron, and is placed in front of and behind wheels of a railway car or a train, so that the wheels form an obstacle with the rail to prevent the railway car from slipping on a steel rail. The locomotive comprises a main locomotive iron shoe and a standby iron shoe, wherein the main locomotive iron shoe is an iron shoe placed on a locomotive wheel, and the standby iron shoe is an anti-slip shoe placed in a main locomotive and is mainly used for vehicle equipment such as a flatbed carriage dragged behind a locomotive. In practical application, the start of the rail car is controlled by the reversing switch, a driver of the rail car controls the rail car to advance, neutral, retreat and the like through the rotary gear of the operating platform, and only after the reversing switch is electrified, the rotary gear is operated to enable the air cylinder to work to push the reversing box to work, so that the rail car can advance and retreat.

In the prior art, an alarm device is arranged on a mechanical railway car anti-slip iron shoe to remind a railway car driver to start the car to run after the iron shoe is removed. If the driver carelessly or forgets to start the vehicle because the driver does not hear or forgets the alarm device to give an alarm due to the noisy field and the like, the wheels of the railway vehicle possibly climb up the iron shoes at the moment, thereby causing the risk of driving accidents of off-line of the railway vehicle _.

Disclosure of utility model

Therefore, the present utility model is directed to a protecting device for a railway car and a railway car, so as to overcome the problem that the railway car is easy to climb up the iron shoes to cause danger in the prior art.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

In a first aspect, an embodiment of the present application provides a railcar protection device, a power module, a skate touch switch, and a relay;

The shoe touch switch is arranged at a position for placing the shoe on the railway car, is in an open state after the shoe is reset, and is in a closed state when the shoe is not reset;

The first end of the power supply module is connected with the first end of the skate touch switch through the relay or the first end of the reversing switch of the railway car through the relay; and the second end of the power supply module is respectively connected with the second end of the skate touch switch and the second end of the reversing switch.

Further, the shoe touch switch comprises a main shoe touch switch and a standby shoe touch switch;

The main shoe touch switch and the standby shoe touch switch are connected in parallel.

Further, the main shoe touch switch comprises a first main shoe touch switch and a second main shoe touch switch, and the first main shoe touch switch is connected with the second main shoe touch switch in parallel;

The standby shoe touch switch comprises a first standby shoe touch switch and a second standby shoe touch switch, and the first standby shoe touch switch is connected in parallel with the second standby shoe touch switch.

Further, the relay is an intermediate relay;

The intermediate relay is normally open when the skate touch switch is closed, so that the first end of the power supply module is conducted with the first end of the skate touch switch;

The intermediate relay is normally closed when the skate touch switch is disconnected, so that the first end of the power supply module is conducted with the first end of the reversing switch.

Further, the power supply module is a power supply module of the railway car.

Further, the device also comprises an alarm;

The first end of the alarm is connected with the first end of the power module through the relay, and the second end of the alarm is connected with the first end of the skate touch switch.

Further, the circuit protection module is also included;

The first end of the circuit protection module is connected with the first end of the power module through the relay, and the second end of the circuit protection module is connected with the first end of the skate touch switch.

Further, the line protection module includes: the voltage protection module and the current protection module.

Further, the rail car comprises a heavy duty internal combustion rail car.

In a second aspect, an embodiment of the present application provides a rail car, including a rail car body and the rail car protection device mentioned above.

The technical scheme provided by the utility model has at least the following beneficial effects:

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a rail car protection device according to an embodiment of the present application;

Fig. 2 is a schematic structural diagram of a skate touch switch in a rail car protection device according to an embodiment of the present application;

FIG. 3 is a schematic view of a rail car protection device according to another embodiment of the present application;

fig. 4 is a schematic structural diagram of a rail car protection device according to another embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be described in detail below. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, based on the examples herein, which are within the scope of the utility model as defined by the claims, will be within the scope of the utility model as defined by the claims.

In order to solve, at least to some extent, the technical problems mentioned in the background art above, the present utility model employs exemplary embodiments to provide a rail car protection device.

Railcar protection device embodiments:

Fig. 1 is a schematic structural diagram of a protecting device for a railway car according to an embodiment of the present application, as shown in fig. 1, the protecting device may include: the power module 1, the skate touch switch 2 and the relay 3.

The shoe touch switch 2 is arranged on the railway car at a position for placing the shoe, and is in an open state after the shoe is reset and in a closed state when the shoe is not reset.

Specifically, in the application, on the basis of the existing structure of the railway car, a touch switch, namely a shoe touch switch 2 is arranged at the position where the shoe is placed. During the operation of the rail car by stopping the related staff, the rail car is prevented from being displaced by taking the iron shoes off and placing the iron shoes near the tires of the rail car on the rail. When the railcar needs to be restarted, the shoe needs to be withdrawn (such as a main car shoe) from the track near the railcar tire and placed on the railcar where the shoe was originally placed, i.e. the shoe needs to be withdrawn and repositioned.

In the application, the shoe touch switch 2 is arranged at the position of the railway car where the shoe is placed, so that whether the railway car shoe is reset or not is detected, the shoe touch switch 2 is opened when the shoe is reset, and is closed when the shoe is not reset.

The first end of the power module 1 is connected with the first end of the skate touch switch 2 through a relay 3 or the first end of the reversing switch of the railway car through the relay 3; the second end of the power module 1 is respectively connected with the second end of the skate touch switch 2 and the second end of the reversing switch.

On the basis of the structure, the relay 3 is arranged, so that the power module 1 is respectively connected with the skate touch switch 2 or the reversing switch of the railway car under different states of the relay 3.

Therefore, when the iron shoe is not reset, the iron shoe touch switch 2 is closed, the coil in the relay 3 supplies power, the auxiliary contact of the relay 3 is in a first state such as normally open, the auxiliary contact is not conducted with the reversing switch, at the moment, the parts, such as an electromagnetic valve, on the railway vehicle, connected with the line-changing switch are not electrified in an open way, the reversing electromagnetic valve and the like are not operated, the locomotive does not output power, and the vehicle, namely the railway vehicle, cannot run; when the shoe returns to the original position, the shoe touch switch 2 is disconnected, the coil of the relay 3 forms an open circuit, the auxiliary contact of the relay 3 is normally closed, a loop is formed with the reversing switch and the electromagnetic valve, the reversing electromagnetic valve works normally, the electromagnetic valve acts to drive the reversing box to work, and then the vehicle can run normally.

The application provides a rail car protection device, which comprises: the power module 1, the iron shoe touch switch 2 and the relay 3; the shoe touch switch 2 is arranged at a position for placing the shoe on the railway car, and the shoe touch switch 2 is in an open state after the shoe is reset and in a closed state when the shoe is not reset; the first end of the power module 1 is connected with the first end of the skate touch switch 2 through a relay 3 or the first end of the reversing switch of the rail car through the relay 3; the second end of the power module 1 is respectively connected with the second end of the skate touch switch 2 and the second end of the reversing switch. Therefore, when the shoe is not reset, the relay 3 conducts the power supply module and the loop of the shoe touch switch 2, the reversing switch of the rail car is not connected with the power supply, and the rail car cannot be started, so that the rail car is prevented from sliding on the shoe and other risks.

Further, in some embodiments of the present application, the skate touch switch 2 may include a main skate touch switch 21 and a spare skate touch switch 22; the main shoe touch switch 21 and the standby shoe touch switch 22 are connected in parallel and are used for detecting whether the main shoe and the standby shoe of the railway car are in a reset state or not respectively.

In practical application, the positions of the main and standby shoes may not be the same on different rail cars, and in the application, the touch switch for realizing whether the main and standby shoes are restored only needs to be corresponding adjustment positions, which are all within the protection scope of the application.

Further, in some embodiments of the present application, in order to further improve accuracy of whether to return the skate to the original position, a plurality of touch switches may be provided for the main skate and the spare skate, respectively. If the main shoe touch switch comprises a first main shoe touch switch and a second main shoe touch switch, the first main shoe touch switch is connected with the second main shoe touch switch in parallel; the alternate shoe touch switch includes a first alternate shoe touch switch and a second alternate shoe touch switch, and the first alternate shoe touch switch is in parallel with the second alternate shoe touch switch, in this embodiment, the structure of the shoe touch switch is as shown in fig. 2.

Further, in the railcar protection device provided by the present application, on the basis of the above embodiment, the relay 3 may be an intermediate relay.

Specifically, as shown in fig. 3, the intermediate relay is normally open when the skate touch switch is closed, so that the first end of the power module 1 is conducted with the first end of the skate touch switch 2; the intermediate relay is often turned off when the skate touch switch 2 is turned off, so that the first end of the power module 1 is turned on with the first end of the reversing switch.

In order to make the power module 1 normally supply power to the railcar after being conducted with the reversing switch, in the present application, the power module 1 is an original power source in the railcar, that is, a power source originally used for providing electric energy for the reversing switch and the like in the railcar. Therefore, the rail car can be guaranteed to normally run when meeting the conditions (such as the homing of all the iron shoes), and the improvement of the existing rail car is reduced. Of course, in other embodiments of the application, the device can be arranged on

The rail car protection device is provided with an independent power supply as the power supply module 1, at this time, the principle of the self-matched power supply (without setting, or with a smaller power supply) of the rail car is the same as that of the above principle, and the redundant description is omitted. The reversing switch solenoid valve does not work when the main trolley is not withdrawn or the standby trolley is not in place through interlocking control of the trolley touch switch 2 and the reversing switch, the corresponding trolley reversing box cannot work, and the vehicle cannot run without power output at the moment, so that dangerous occurrence is avoided.

Further, in some embodiments of the present application, the rail car protection device further includes an alarm 4 and a line protection module 5. Fig. 4 is a schematic structural diagram of a rail car protection device according to another embodiment of the present application, as shown in fig. 4:

The first end of alarm 4 is connected with power module 1's first end through relay 3, and the second end of alarm 4 is connected with the first end of skate touch switch 2. And a first end of the line protection module 5 is connected with a first end of the power module 1 through the relay 3, and a second end of the line protection module 5 is connected with a first end of the skate touch switch 2.

Referring to fig. 4, it can be understood that when the plurality of the shoe touch switches 2 are in the closed state, that is, the shoe (such as the main shoe and the standby shoe) is proved to be in the unset state, the loop formed by the alarm 4, the shoe touch switch 2, the power module 1 and the relay 2 is turned on, and the alarm 4 can be in the alarm state. In practical application, the alarm 4 may be an indicator light, a buzzer or a more complex alarm function module.

In the application, the main car shoe and the standby shoe are connected in parallel in the alarm circuit, so that the application not only can monitor whether the shoe is withdrawn from the wheel of the railway car, but also can monitor whether the standby shoe on the car is reset or lost after being used.

In addition, in the present application, the line protection module 5 may include a voltage protection module, a circuit protection module, etc., and may further include a pipe made of a material such as plastic and wrapped outside the protection line, etc., so as to prevent the line from directly contacting the outside, and increase the service life of the device.

According to the rail car protection device provided by the application, the power supply module 1 is used as the power supply of the intermediate relay, when the main car iron shoes are not withdrawn or the standby iron shoes are not reset, the coil of the intermediate relay is powered, the auxiliary contact of the relay is normally open, the auxiliary contact is not electrified with the open circuit of the reversing switch, the electromagnetic valve and the like, the reversing switch and the electromagnetic valve are not operated, the locomotive does not have power output, and the car cannot run. When the iron shoes are completely withdrawn and reset, the coil of the intermediate relay forms an open circuit, the auxiliary contact of the intermediate relay is normally closed, a loop is formed with the reversing switch and the electromagnetic valve, the reversing switch and the electromagnetic valve work normally, the electromagnetic valve acts to drive the reversing box to work, and the vehicle can normally run at the moment.

According to the application, on one hand, the whole-car shoes are monitored in an electronic alarm mode, and the monitoring reliability of the shoes is greatly improved. On the other hand, a technical monitoring barrier is added for the installation of the on-site vehicle iron shoes, the uncertain risk factors brought by manual operation and judgment in the operation of the railway vehicle iron shoes are stopped, the purpose that the railway vehicle cannot run without the in-place iron shoes is ensured, and the anti-slip operation efficiency and the safety of the railway vehicle are higher.

Railcar embodiment:

Based on the same conception, the application also provides a rail car, which comprises a rail car main body and the rail car protection device, wherein the rail car protection device is arranged on the rail car main body, so that the rail car can be reset through the rail car protection device, meanwhile, the rail car is prevented from being electrified and started when the rail car is not reset, and the safety of the rail car is greatly improved.

The specific manner in which the individual modules perform the operations in relation to the virtual devices in the above embodiments has been described in detail in relation to the embodiments of the circuit and will not be described in detail here.

It is to be understood that the same or similar parts in the above embodiments may be referred to each other, and that in some embodiments, the same or similar parts in other embodiments may be referred to.

It should be noted that in the description of the present utility model, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Furthermore, in the description of the present utility model, unless otherwise indicated, the meaning of "plurality" means at least two.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and further implementations are included within the scope of the preferred embodiment of the present utility model in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present utility model.

It is to be understood that portions of the present utility model may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in the embodiments of the present utility model may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.

Claims

1. A railroad car protection device, comprising: the power module, the iron shoe touch switch and the relay;

2. The railcar protection device according to claim 1, wherein said shoe touch switch includes a main car shoe touch switch and a spare shoe touch switch;

3. The railcar protection apparatus of claim 2, wherein,

The main shoe touch switch comprises a first main shoe touch switch and a second main shoe touch switch, and the first main shoe touch switch is connected with the second main shoe touch switch in parallel;

4. The railcar protection apparatus of claim 1, wherein the relay is an intermediate relay;

5. The railcar protection apparatus of claim 1, wherein the power module is a power module of the railcar.

6. The railcar protection device according to claim 1, further comprising an alarm;

7. The railcar protection device according to claim 1, further comprising a line protection module;

8. The railcar protection device of claim 7, wherein the line protection module comprises: the voltage protection module and the current protection module.

9. The railcar protection apparatus of claim 1, wherein the railcar comprises a heavy-duty internal combustion railcar.

10. A rail car comprising a rail car body and a rail car protection device according to any one of claims 1-9.