CN111395824A - Rail transit vehicle overhauling device and method - Google Patents
Rail transit vehicle overhauling device and method Download PDFInfo
- Publication number
- CN111395824A CN111395824A CN202010325819.0A CN202010325819A CN111395824A CN 111395824 A CN111395824 A CN 111395824A CN 202010325819 A CN202010325819 A CN 202010325819A CN 111395824 A CN111395824 A CN 111395824A
- Authority
- CN
- China
- Prior art keywords
- trench
- user
- state
- connection structure
- rail transit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
- E04H5/00—Buildings or groups of buildings for industrial or agricultural purposes
- E04H5/02—Buildings or groups of buildings for industrial purposes, e.g. for power-plants or factories
- E04H5/06—Pits or building structures for inspection or services
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Rehabilitation Tools (AREA)
Abstract
The application provides a rail transit vehicle overhauling device and method, and relates to the field of vehicle overhauling. Track transportation vehicles overhauls device includes: the trench is used for the first user or the second user to walk to overhaul the vehicle; the first walking channel can be communicated with the trench and is used for the first user to walk; the second walking channel can be communicated with the trench and is used for the second user to walk; a connecting structure for communicating the first travel passage with the trench in a first state and communicating the second travel passage with the trench in a second state; wherein the connection structure is switchable between the first state and the second state. The rail transit vehicle overhauling device utilizes the first user and the second user to overhaul the vehicle together, guarantees the working quality and the working efficiency of vehicle overhauling, and eliminates the potential safety hazard caused by the fact that the first user and the second user can enter a trench simultaneously.
Description
Technical Field
The application relates to the field of vehicle maintenance, in particular to a rail transit vehicle maintenance device and method.
Background
Vehicles used for rail transit require regular maintenance. Relevant maintenance work can be accomplished by special maintainer, because the maintenance environment is abominable and the work load that the maintenance contains is great, if the maintainer operation for a long time then probably influence maintenance quality and retrieval efficiency, and utilize the robot to overhaul then there is the problem that the scope of overhaul covers not enough, operation quality and operating efficiency all can not be ensured.
Disclosure of Invention
In view of this, the embodiment of the present application provides a device and a method for overhauling a rail transit vehicle, so as to solve the problem how to ensure the working quality and the working efficiency of vehicle overhauling.
In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:
the embodiment of the application provides a rail transit vehicle overhauls device includes: the trench is used for the first user or the second user to walk to overhaul the vehicle; the first walking channel can be communicated with the trench and is used for the first user to walk; the second walking channel can be communicated with the trench and is used for the second user to walk; a connecting structure for communicating the first travel passage with the trench in a first state and communicating the second travel passage with the trench in a second state; wherein the connection structure is switchable between the first state and the second state.
Further, the trench is provided in plurality, the trenches are arranged at intervals, and the first traveling passage can be communicated with each trench.
Further, the connecting structure is provided in a plurality, and each connecting structure corresponds to one trench.
Furthermore, one end of the connecting structure is connected to the trench, and the other end of the connecting structure is used for being communicated with the first walking channel or the second walking channel; in a first state, the other end is communicated with the first walking channel, and in a second state, the other end is communicated with the second walking channel.
Further, the first walking channel is positioned below the second walking channel; portions of the connecting structure translate in a vertical direction to form a flat plate or step to switch the first state and the second state.
Further, the connecting structure comprises at least two plates and at least two telescopic pieces, each plate corresponds to one telescopic piece, and each telescopic piece is used for controlling the height of the corresponding plate; the at least two panels are for forming the slab or step.
Further, the first walking channel is positioned below the second walking channel; the connecting structure rotates in a vertical plane to switch the first state and the second state.
Further, still include the track, the track is laid in trench top, the track is used for supplying the vehicle parks.
The embodiment of the application also provides a rail transit vehicle overhauling method, which comprises the following steps: determining that the vehicle is parked in a warehouse; determining a connection structure to be in a first state so that the connection structure communicates a first walking passage for a first user to walk and a trench for overhauling the vehicle; judging the position of the first user; maintaining the connection structure in the first state if the first user is located in the trench; and if the first user is positioned in the first walking channel, switching the connecting structure to be in a second state so as to enable the connecting structure to communicate a second walking channel for the second user to walk and a trench for overhauling the vehicle.
Further, the method also comprises the following steps: judging the position of the second user; if the second user is located in the trench, maintaining the connection structure in the second state; and if the second user is positioned in the second walking channel, switching the connecting structure to be in a first state.
According to the rail transit vehicle overhauling device and method provided by the embodiment of the application, the connecting structure can be switched between a first state of communicating the first walking channel with the trench and a second state of communicating the second walking channel with the trench, after the vehicle is determined to be put in storage and parked, the connecting structure is determined to be in the first state, and at the moment, a first user (which can be a robot) can enter the trench to carry out overhauling operation; when the first user is in the trench, the connecting structure is kept in the first state, and at the moment, the second user (which can be a maintainer) cannot enter the trench through the second walking channel of the connecting structure. When the connection structure is switched to the second state, the second user can enter the trench, and the first user cannot enter the trench. Therefore, the first user and the second user are utilized to overhaul the vehicle together, the working quality and the working efficiency of vehicle overhaul are guaranteed, and potential safety hazards caused by the fact that the first user and the second user possibly enter a trench at the same time are eliminated.
Drawings
Fig. 1 is a schematic structural diagram of a rail transit vehicle inspection and repair device provided in an embodiment of the present application in one state;
fig. 2 is a cross-sectional view of a rail transit vehicle inspection device provided in an embodiment of the present application in one state;
fig. 3 is a schematic structural diagram of a rail transit vehicle inspection and repair device provided in the embodiment of the present application in another state;
fig. 4 is a cross-sectional view of the rail transit vehicle service apparatus provided in the embodiment of the present application in another state;
fig. 5 is an enlarged view of a portion a of fig. 4.
Description of the reference numerals
100-rail transit vehicle maintenance device; 110-a second walking channel; 120-a first travel path; 130-a track; 140-trench; 150-a linking structure; 151-plate; 152-a telescoping member; 210-a second user; 220 — first user.
Detailed Description
Various combinations of the specific features in the embodiments described in the detailed description may be made without contradiction, for example, different embodiments may be formed by different combinations of the specific features, and in order to avoid unnecessary repetition, various possible combinations of the specific features in the present application will not be described separately.
In the description of the embodiments of the present application, it should be noted that, unless otherwise specified and limited, the term "connected" should be understood broadly, for example, directly connected or indirectly connected through an intermediate, and the specific meaning of the above term can be understood by those skilled in the art according to specific situations.
It should be noted that the terms "first \ second" and "first \ second" referred to in the embodiments of the present application are only used for distinguishing similar objects and do not represent a specific ordering for the objects, and it should be understood that "first \ second" and "first \ second" may be interchanged under a specific order or sequence where permitted. It should be understood that "first," "second" distinct objects may be interchanged under appropriate circumstances such that embodiments of the present application described herein may be implemented in an order other than those illustrated or described herein.
As shown in fig. 1, the present application provides a rail transit vehicle inspection device 100, which can be applied to subways, high-speed rails, or other vehicles requiring inspection, etc., and the subways are taken as an example in the present application.
As shown in fig. 1, the operation principle of the rail transit vehicle inspection and repair apparatus 100 will be briefly described. Because the vehicle has a large amount of positions needing to be overhauled and is positioned on a vehicle chassis, the personnel or machines needing to be overhauled overhaul the vehicle below the vehicle, and the space below the vehicle is narrow and small, so that the operation of the overhauling personnel or machines is difficult to meet. Therefore, the vehicle is stopped above the trench 140, and then the service personnel or the machine can service the vehicle in the trench 140 to meet the requirement of the service personnel or the machine on the working space.
As shown in fig. 1, the rail transit vehicle service apparatus 100 includes a trench 140, a first travel channel 120, a second travel channel 110, and a connection structure 150.
The trench 140 is used for the first user 220 or the second user 210 to walk to service the vehicle. Here, the first user 220 may be a person or machine for service, and the second user 210 may be a person or machine for service different from the first user 220. In the following embodiment, the first user 220 is a machine to be serviced and the second user 210 is a person to be serviced. Of course, in other embodiments of the present application, the first user 220 and the second user 210 may be two machines to be serviced, or two personnel to be serviced, and it is only necessary that both the first user 220 and the second user 210 can walk in the trench 140 and service the vehicle.
The first walking path 120 is used for the first user 220 to walk. Specifically, the first walking path 120 may be a platform, a rail, or a pipe, and only needs to be used for the first user 220 to walk and park. The first travel channel 120 is communicable with the trench 140 for the first user 220 to travel between the first travel channel 120 and the trench 140. The second walking channel 110 is used for the second user 210 to walk. Specifically, the second walking path 110 may be a platform, a rail, or a pipeline, and only needs to be used for the second walking and parking. The second walking passage 110 can be used for the communication with the trench 140 for the second user 210 to walk between the second walking passage 110 and the trench 140.
The connecting structure 150 has a first state and a second state. In the first state (see fig. 1 and 2), the connection structure 150 communicates the first travel channel 120 and the trench 140. Specifically, the connection structure 150 and the first traveling passage 120 and the connection structure 150 and the trench 140 may be in a mutually abutting or partially overlapping relationship, the mutually abutting means that the ends of the two corresponding objects are in direct contact to form a communicating relationship, and the partially overlapping means that the two corresponding objects have a partially overlapping region to form a communicating relationship; such that the first user 220 can enter the connection structure 150 directly from the first travel path 120 and the gutter 140. There may also be a gap between the connection structure 150 and the first travel path 120 and/or between the connection structure 150 and the trench 140, as long as the gap does not affect the entry of the first user 220 from the first travel path 120 and the trench 140 to the connection structure 150. In the second state (see fig. 3 and 4), the connection structure 150 communicates the second travel channel 110 with the trench 140. Specifically, the connection structure 150 and the second walking channel 110 and the connection structure 150 and the trench 140 can be abutted or partially overlapped with each other, so that the second user 210 can directly enter the connection structure 150 from the second walking channel 110 and the trench 140; gaps may also be provided between the connection structure 150 and the second travel channel 110 and/or between the connection structure 150 and the trench 140, as long as the gaps do not affect the second user 210 entering the connection structure 150 from the second travel channel 110 and the trench 140.
The connection structure 150 is switchable between a first state and a second state. Specifically, when the connection structure 150 is in the first state, the second walking channel 110 cannot be communicated with the trench 140, that is, the second user 210 cannot enter the trench 140 through the second walking channel 110; when the connecting structure 150 is in the second state, the first travel passage 120 and the trench 140 cannot be communicated with each other, i.e., the first user 220 cannot enter the trench 140 through the first travel passage 120.
After the rail transit vehicle overhauling device determines that the vehicle is parked in a warehouse, the connecting structure is determined to be in a first state, and at the moment, a first user can enter a trench to carry out overhauling operation; and when the first user is positioned in the trench, the connecting structure is kept in the first state, and at the moment, the second user cannot enter the trench through the second walking channel of the connecting structure. When the connection structure is switched to the second state, the second user can enter the trench, and the first user cannot enter the trench. Therefore, the safety hazard caused by the fact that the first user and the second user can enter the trench simultaneously is eliminated.
As shown in fig. 1, in some embodiments of the present disclosure, a plurality of trenches 140 are provided, and each of the plurality of trenches 140 may be used to repair a vehicle, thereby improving work efficiency. The plurality of trenches 140 are arranged at intervals, and the plurality of trenches 140 arranged at intervals can be used for simultaneously overhauling a plurality of vehicles. Of course, in other embodiments of the present application, some of the trenches 140 may also intersect with one another, as long as they are available for parking vehicles thereon for some time for servicing. The first travel passage 120 can communicate with each trench 140. The first user 220 can walk in the first walking path 120 to enter any one of the ditches 140, so that the first user 220 can directly walk to the first walking path 120 and then directly walk to the next ditch 140 to be worked after the current ditch 140 is worked, and the operation is convenient. Of course, in other embodiments of the present application, the first travel path 120 may also be capable of communicating with only a portion of the trench 140, such that the first user 220 may walk within the first travel path 120 to enter any one of the trenches 140 that is in communication with the first travel path 120.
As shown in fig. 1 and 3, in some embodiments of the present application, the connection structure 150 is provided in plurality, and each connection structure 150 corresponds to one trench 140. Each trench 140 is adjusted by the corresponding connecting structure 150, so that the second user 210 cannot enter the trench 140 when the first user 220 is located in a certain trench 140, and the first user 220 cannot enter the trench 140 when the second user 210 is located in a certain trench 140, thereby ensuring the safety of the maintenance work.
As shown in fig. 1 and 3, in some embodiments of the present application, one end of the connection structure 150 is connected to the trench 140, and the other end of the connection structure 150 is used to communicate with the first walking channel 120 or the second walking channel 110. Here, the connecting structure 150 is connected to the trench 140 but can rotate or translate with respect to the trench 140, thereby performing switching between the first state and the second state; the movement of the connecting structure 150 is not limited, and it is only required that one end of the connecting structure 150 can remain connected to the trench 140. By adjusting the connection structure 150 movably connected to the trench 140, the connection structure 150 can be switched between a first state of being connected to the trench 140 and the first travel path 120 and a second state of being connected to the trench 140 and the second travel path 110.
As shown in fig. 1 and 3, in some embodiments of the present application, the first travel channel 120 may be disposed below the second travel channel 110. If the first travel path 120 and the trench 140 are on the same horizontal plane, the connection structure 150 may form a flat plate to connect the trench 140 and the first travel path 120 in the first state, and the first user 220 may walk between the trench 140 and the first travel path 120 using the connection structure 150 in the shape of a flat plate; in the second state, the connection structure 150 may form a step to connect the trench 140 and the second travel channel 110, and the second user 210 may walk between the trench 140 and the second travel channel 110 using the connection structure 150 having the step shape.
In other embodiments, it is also possible that the second walking channel 110 and the trench 140 are on the same horizontal plane, and then in the first state, the connection structure 150 may form a step to connect the trench 140 and the first walking channel 120, and at this time, the first user 220 may walk between the trench 140 and the first walking channel 120 using the connection structure 150 having the step shape; in the second state, the connection structure 150 may form a flat plate to connect the trench 140 and the second travel path 110, and the second user 210 may walk between the trench 140 and the second travel path 110 using the connection structure 150 having a flat plate shape.
In other embodiments of the present application, neither the first travel channel 120 nor the second travel channel 110 may be in the same plane as the gutter 140. Then in the first state, the connection structure 150 may form a first form of step to connect the trench 140 and the first travel path 120, at which time the first user 220 may use the first form of step to walk between the trench 140 and the first travel path 120; in the second state, the connection structure 150 may form the second form of step to connect the trench 140 and the second walking channel 110, and the second user 210 may walk between the trench 140 and the second walking channel 110 using the second form of step. Specifically, the difference between the first form of the step and the second form of the step is that the first form of the step has a lower height at an end away from the trench 140 than the second form of the step at an end away from the trench 140.
The following illustrates a specific manner in which portions of the connecting structure 150 are translated in a vertical direction to form a flat plate or a step to switch the first state and the second state.
As shown in fig. 5, in some embodiments of the present application, the connection structure 150 includes at least two plate blocks 151 and at least two expansion members 152, one expansion member 152 for each plate block 151. Each of the expansion members 152 is coupled to the corresponding block 151 to control the elevation of the corresponding block 151 in the vertical direction, thereby controlling the height of the corresponding block 151 in the vertical direction. By controlling the height of each block 151 in the vertical direction, all blocks 151 can be formed into a flat plate or a step together. Specifically, the connection structure 150 forms a flat plate in a state where each plate block 151 is located on the same plane; the connection structure 150 forms a step in a state where the heights of all the blocks 151 are sequentially increased or sequentially decreased. Specifically, the extension member 152 may be a hydraulic rod, the height of the plate 151 in the vertical direction may be controlled by the hydraulic rod, and the plate 151 may be supported by the hydraulic rod in a state where the plate 151 is maintained at a certain height, and since the hydraulic rods have strong manufacturing capabilities, the connection structure 150 may have a high bearing capacity to bear the walking of the first user 220 or the second user 210. In other embodiments of the present application, the connection structure may also be a rotatable connection with the trench, as exemplified below. One end of the connecting structure 150 is connected to the trench 140, and the other end of the connecting structure 150 can rotate around the end connected to the trench 140 to realize the switching between the first state and the second state. The direction of rotation of the connecting structure 150 is in a vertical plane, i.e., the connecting structure 150 can rotate in a vertical plane.
The first walking path 120 is located below the second walking path 110, if the first walking path 120 and the trench 140 are in the same horizontal plane, in the first state, the connection structure 150 rotates to keep the other end thereof in a state of being connected with the first walking path 120, that is, the connection structure 150 forms a flat plate parallel to the horizontal plane, and at this time, the first user 220 can walk between the trench 140 and the first walking path 120 by using the connection structure 150 in a flat plate state; in the second state, the connection structure 150 is rotated to keep the other end connected to the second walking channel 110, that is, the connection structure 150 forms a slope having an acute angle with the horizontal plane, and at this time, the second user 210 can walk between the trench 140 and the second walking channel 110 by using the connection structure 150 in the slope state.
If the second walking path 110 and the horizontal plane are in the same horizontal plane, in the first state, the connection structure 150 rotates to keep the other end thereof in a state of being connected with the first walking path 120, that is, the connection structure 150 forms a slope having an acute angle with the horizontal plane, and at this time, the first user 220 can walk between the trench 140 and the first walking path 120 by using the connection structure 150 in the slope state; in the second state, the connection structure 150 is rotated to maintain the other end in a state of being connected to the second travel path 110, that is, the connection structure 150 forms a flat plate parallel to the horizontal plane, and at this time, the second user 210 can walk between the trench 140 and the second travel path 110 using the connection structure 150 in a flat plate state.
In other embodiments of the present application, neither the first travel channel 120 nor the second travel channel 110 may be in the same plane as the gutter 140. Then in the first state, the connection structure 150 is rotated to keep the other end connected to the first walking path 120, that is, the connection structure 150 forms a first slope having a first acute angle with the horizontal plane, and the first user 220 can walk between the trench 140 and the first walking path 120 by using the connection structure 150 in the first slope state; in the second state, the connection structure 150 is rotated to keep the other end of the connection structure connected to the second walking channel 110, that is, the connection structure 150 forms a second slope having a second acute angle with the horizontal plane, and the second user 210 can walk between the trench 140 and the second walking channel 110 by using the connection structure 150 in the second slope state. Specifically, the first slope and the second slope are different in that the first slope has a lower height at an end away from the trench 140 than the second slope at an end away from the trench 140.
Of course, in other embodiments of the present application, the first walking channel 120 may also be disposed above the second walking channel 110, in which case, only the positions of the first walking channel 120 and the second walking channel 110 need to be exchanged, and specific details are not described herein.
In other embodiments of the present application, the first walking path 120 and the second walking path 110 may be located in the same plane, and the first walking path 120 and the second walking path 110 are only required to be spaced apart from each other. The other end of the connection structure 150 may rotate about the end connected to the trench 140, and the rotation direction of the connection structure 150 is in a horizontal plane, i.e., the connection structure 150 may rotate in a horizontal plane. In the first state, the connection structure 150 keeps the other end thereof in a state of being connected to the first travel path 120 by being rotated, and the first user 220 can walk between the trench 140 and the first travel path 120 using the connection structure 150; in the second state, the connection structure 150 is rotated to maintain the other end thereof in a state of being connected to the second travel path 110, and the second user 210 can travel between the trench 140 and the second travel path 110 using the intercepting structure.
Here, the connecting structure 150 may also switch the first state and the second state by translating in a horizontal plane, and specifically, the trench 140 may be provided to be accessible from both positions, and the connecting structure 150 may implement one entrance connected to the first walking channel 120 and the trench 140 or another entrance connected to the second walking channel 110 and the trench 140 by translating in a horizontal plane.
In some embodiments of the present application, the rail transit vehicle service device 100 further comprises a rail 130. Specifically, the track 130 may be a double track or a single track, and the specific situation needs to be determined according to a specific vehicle, the track 130 needs to be set as the double track for repairing the vehicle running on the double track, and the track 130 needs to be set as the single track for repairing the vehicle running on the single track. The track 130 is laid over a trench 140, and the track 130 is used for parking a vehicle. The vehicle travels on the track 130 to enter the trench 140, and then is parked on the track 130, and the first user 220 and the second user 210 can respectively enter the trench 140 to repair the vehicle.
In some embodiments of the present application, a method of vehicle service includes the steps of:
and S1, determining that the vehicle is parked in a garage. I.e. the vehicle is parked on the track 130 with the vehicle above the trench 140.
S2, determining the connection structure 150 as a first state, and communicating the connection structure 150 with the first travel path 120 for the first user 220 to travel and the trench 140 for the inspection vehicle. At this point, the first user 220 may enter the trench 140 to service the vehicle.
And S3, judging the position of the first user 220. Specifically, the position of the first user 220 may be determined by an infrared sensor or the like or by a worker.
In a state where it is determined that the first user 220 is located in the trench 140, the connection structure 150 is maintained in the first state where the connection structure 150 is connected to the trench 140 and the first travel path 120, and the first user 220 can freely travel between the trench 140 and the first travel path 120. In this state, the connection structure 150 and the second travel channel 110 are disconnected from each other, so that the second user 210 cannot enter the trench 140, and the second user 210 cannot be in the trench 140 together with the first user 220, thereby ensuring the safety of the first user 220 and the second user 210.
In a state where it is determined that the first user 220 is located in the first travel path 120, the switching connection structure 150 is in the second state where the connection structure 150 is connected to the trench 140 and the second travel path 110, and the second user 210 can freely travel in the trench 140 and the second travel path 110. And in this state, the connection structure 150 and the first travel passage 120 are disconnected from each other, so that the first user 220 cannot enter the trench 140, and the second user 210 cannot be in the trench 140 simultaneously with the first user 220, thereby securing the first user 220 and the second user 210.
In other embodiments of the present application, the method of vehicle service may further include, after step S3, the steps of:
and S4, judging the position of the second user 210. Specifically, the position of the second user 210 may be determined by using a device such as an infrared sensor or a worker.
In a state where it is judged that the second user 210 is located in the trench 140, the connection structure 150 is maintained in the second state where the connection structure 150 is connected to the trench 140 and the second walking path 110, and the second user 210 can freely walk between the trench 140 and the second walking path 110. And in this state, the connection structure 150 and the first travel passage 120 are disconnected from each other, so that the first user 220 cannot enter the trench 140, and the second user 210 cannot be in the trench 140 simultaneously with the first user 220, thereby securing the first user 220 and the second user 210. In a state where it is determined that the second user 210 is located in the second travel path 110, the switching connection structure 150 is in the first state where the connection structure 150 is connected to the trench 140 and the first travel path 120, and the first user 220 can freely walk between the trench 140 and the first travel path 120. In this state, the connection structure 150 and the second travel channel 110 are disconnected from each other, so that the second user 210 cannot enter the trench 140, and the second user 210 cannot be in the trench 140 together with the first user 220, thereby ensuring the safety of the first user 220 and the second user 210.
In still other embodiments of the present application, a method of vehicle service may further comprise the steps of:
in a state where it is determined that the first user 220 is located in the first walking path 120 and it is determined that the second user 210 is located in the second walking path 110, the connection structure 150 is maintained in the current state. Specifically, the first user 220 is in the first walking path 120 and the second user 210 is in the second walking path 110, which means that the vehicle is not detected currently, and at this time, the connection structure 150, no matter in the first state or the second state, will not cause the first user 220 and the second user 210 to exist in the trench 140 at the same time, so that the risk caused by the first user 220 and the second user 210 both being in the trench 140 does not occur.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and it will be apparent to those skilled in the art that various modifications and variations can be made in the present application. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. A rail transit vehicle overhauls device which characterized in that includes:
the trench is used for the first user or the second user to walk to overhaul the vehicle;
the first walking channel can be communicated with the trench and is used for the first user to walk;
the second walking channel can be communicated with the trench and is used for the second user to walk;
a connecting structure for communicating the first travel passage with the trench in a first state and communicating the second travel passage with the trench in a second state;
wherein the connection structure is switchable between the first state and the second state.
2. The rail transit vehicle service apparatus of claim 1, wherein the trench is provided in plurality, the plurality of trenches being spaced apart from one another, the first travel passage being communicable with each of the trenches.
3. The rail transit vehicle service apparatus of claim 2, wherein the connecting structure is provided in plurality, one for each trench.
4. The rail transit vehicle service apparatus of claim 1, wherein one end of the connecting structure is connected to the trench, and the other end of the connecting structure is used for communicating with the first walking channel or the second walking channel; in a first state, the other end is communicated with the first walking channel, and in a second state, the other end is communicated with the second walking channel.
5. The rail transit vehicle service apparatus of claim 4, wherein the first travel way is located below the second travel way; portions of the connecting structure translate in a vertical direction to form a flat plate or step to switch the first state and the second state.
6. The rail transit vehicle service apparatus of claim 5, wherein the connection structure comprises at least two panels, one for each panel, and at least two telescoping members, each for controlling the height of the panel to which it corresponds; the at least two panels are for forming the slab or step.
7. The rail transit vehicle service apparatus of claim 4, wherein the first travel way is located below the second travel way; the connecting structure rotates in a vertical plane to switch the first state and the second state.
8. The rail transit vehicle service apparatus of claim 1, further comprising a track laid over the trench, the track for parking the vehicle.
9. A rail transit vehicle overhauling method is characterized by comprising the following steps:
determining that the vehicle is parked in a warehouse;
determining a connection structure to be in a first state so that the connection structure communicates a first walking passage for a first user to walk and a trench for overhauling the vehicle;
judging the position of the first user; maintaining the connection structure in the first state if the first user is located in the trench; and if the first user is positioned in the first walking channel, switching the connecting structure to be in a second state so as to enable the connecting structure to communicate a second walking channel for the second user to walk and a trench for overhauling the vehicle.
10. The rail transit vehicle service method of claim 9, further comprising the steps of:
judging the position of the second user; if the second user is located in the trench, maintaining the connection structure in the second state; and if the second user is positioned in the second walking channel, switching the connecting structure to be in a first state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010325819.0A CN111395824A (en) | 2020-04-23 | 2020-04-23 | Rail transit vehicle overhauling device and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010325819.0A CN111395824A (en) | 2020-04-23 | 2020-04-23 | Rail transit vehicle overhauling device and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111395824A true CN111395824A (en) | 2020-07-10 |
Family
ID=71429768
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010325819.0A Pending CN111395824A (en) | 2020-04-23 | 2020-04-23 | Rail transit vehicle overhauling device and method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111395824A (en) |
-
2020
- 2020-04-23 CN CN202010325819.0A patent/CN111395824A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN204344143U (en) | Tunnel defect Fast-Maintenance car | |
| CN211547116U (en) | A operation car for railway switch is spread and is traded | |
| CN101619623B (en) | Upward pull type moving three-dimensional parking device | |
| CN104179090B (en) | A kind of subway is laid a railway track system | |
| CN110878530B (en) | Installation and construction method of steel box girder of steel structure bridge | |
| CN107143351A (en) | A kind of self-propelled tunnel overlength inverted arch moving die plate steel box-girder trestle | |
| CN212535238U (en) | Rail transit vehicle overhauls device | |
| KR200445324Y1 (en) | Yard | |
| CN106869948A (en) | A kind of construction that technique on shield machine's station-crossing is realized using the delivery vehicle that misses the stop | |
| CN112252099A (en) | Operating vehicle for railway turnout replacement and operating method thereof | |
| CN113501477B (en) | Leveling operation platform and operation method for line maintenance | |
| CN102162219B (en) | Beam moving method | |
| CN111395824A (en) | Rail transit vehicle overhauling device and method | |
| EP1828507A1 (en) | Storage system | |
| JP2010105808A (en) | Method and system for installing ceiling crane | |
| JP2854741B2 (en) | Temporary bogie for body transportation | |
| CN201849911U (en) | Conveying device for heavy equipment | |
| JP6396866B2 (en) | Loading and unloading construction vehicles and construction materials | |
| CN114508052A (en) | Pier-beam assembly type integrated construction method | |
| CN204023325U (en) | A kind of subway system of laying a railway track | |
| JP2007321476A (en) | Bridge and its construction method | |
| CN208789662U (en) | A kind of suspension type rail transit system vehicle goes out Input System | |
| CN113979348A (en) | Steel beam lifting device for shed | |
| CN109826059B (en) | Construction method for installing hoisting equipment on station main body and assembling track panel in cooperation with hoisting equipment | |
| CN108725462B (en) | Roller trolley integrated system for synchronously moving giant components and application method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |