KR20110123659A - Inspection apparatus for train-wire by monitoring to dynamic-exercise of pantograph - Google Patents

Abstract

PURPOSE: An electric car line inspection apparatus using the dynamic exercise monitoring of a pantograph is provided to inspect the mysterious symptom of an electric car line and a line by sensing the dynamic displacement state of a motor car pantograph which is in operation. CONSTITUTION: A current collector tool structurally supports a current collector(111). A base tool(120) is fixed to the loop of a motor car. Elevation arm mechanisms(131,132) are combined between the current collector tool and the base tool. An elastic means(112) adheres closely the current collector to an electric car line. A pantograph part is installed in the motor car. A dynamic exercise sensing part detects the up and down motion of the pantograph part during the driving of the motor car. A visual information sensing part measures the driving time of the motor car.

Description

Inspection apparatus for train-wire by monitoring to dynamic-exercise of pantograph}

The present invention detects the dynamic movement of the pantograph while driving to examine the abnormal signs of the tram line or track.

In electric railway systems, the pantograph of an electric vehicle is an important component for collecting current by sliding on a contact wire. This is because the driving performance depends on how stably the pantograph follows the front line while collecting electric energy from the hypothetical line.

According to a phenomenon such as a sag of a general tank line, the pantograph is in close contact with the tank line while the electric vehicle is running, and exhibits a characteristic of vertical movement.

Meanwhile, as shown in FIGS. 1 and 2, the tramline is in contact with the main wet plate of the pantograph and is supplied with a contact wire or train wire 210. The tramline supports the load of the tramline and maintains the construction height. messenger wire (211) and dropper (212), a moving bracket (213) that supports and cushions the force applied to the electric vehicle lines from the progression of the electric vehicle, and absorbs up and down vibrations and push-up shocks by sharing the load of the tank lines. It consists of a steady arm (214a) and a supporter (215) for supporting them. Here, Steadyarm is a type of 214a and 214b, which is arranged in a zigzag so that the main wet plate does not wear out only a certain part when driving the electric vehicle. Shows periodic fluctuation characteristics moving from side to side by a certain range.

That is, when the electric vehicle runs, the pantograph moves up, down, left, and right in a predetermined range due to the installation state of the steep arm and the front line of the tram line.

In this structure, the movement of the pantograph out of the normal range occurs when the shape of the pole including the movable bracket is not upright, or when the deflection of the left and right in the railway line is large. As the wet plate falls off to the side, it can be a significant phenomenon that the pantograph main wet plate's vertical movement is severe.

In addition, the vertical movement is out of the normal range occurs when an abnormal deflection occurs in the tram line including the movable bracket, the concave line, the dropper, etc., or when the railway line is largely deformed downward due to ground subsidence. The pantograph shows up and down flow, vibration, shock and noise (arc, friction sound, etc.) as a big abnormal phenomenon. In the present invention, "flow" refers to moving up and down smoothly, the term up and down motion of the meaning including this will be defined as encompassing flow, vibration, shock.

Since the abnormal left and right movements and up and down movements are a threat to the operation safety in the railroad system, in the electric railway system, although it is an inspection method that threatens expensive equipment, a lot of manpower and safety, One or more test equipment or test methods had to be adopted.

1. Korean Utility Model Application No. 20-2004-0022717 (2004.08.10) is a plan for the structure of the double deck work observatory of a tank car, and it is intended to be used for the construction or maintenance of a tram line. Although it is possible to investigate electric poles, tram lines, barges, movable brackets, insulators, and droppers, there is a problem that experts must be put into each vehicle for safety and visual inspection, which should be used only when there are no trains running on the tracks.

2. Republic of Korea Patent Application No. 10-2007-0115994 (2007.11.14) is a measuring device of the composite track equipment, the result of receiving the light emitter at a certain distance by placing the light emitter on the track using the straightness of the light, Is a device for measuring whether or not to be squeezed left and right or up and down. The straightness of the light can be used to measure whether the steady arm is shaped correctly in a vertical plane, but such a device can only be achieved by installing the light and the light receivers opposite to each other by the attraction force as can be seen from the principle. Therefore, there is a problem that a large number of specialist personnel for safety and light wave inspection should be used only when there is no electric vehicle driving on the track.

3. Republic of Korea Patent Application No. 10-2008-0055832 (2008.06.13) is a document that published an improved technology for the battery car for the rail circuit inspection. In this document, the battery for rail circuit inspection is an important vehicle to check the abnormality of rails and tram lines and the obstacles around them, and to take measures in person or notify the relevant authorities so that the vehicle can be operated safely. In addition, the invention is an environmentally friendly device improvement invention that can be used in tunnels by improving the battery used in the conventional diesel engine. However, this also has to rely on visual inspection, as well as to measure only in the time when the passenger car (cargo or passenger car) does not travel, and only by the visible speed.

The present invention has been studied for the purpose of allowing detection even in a high-speed driving state by breaking the low-speed visual inspection, which is disclosed in the above-mentioned prior arts. The concept was used to test the tank.

Figures 3 to 5 are taken to help understand the pantograph, Figure 3 is employed in the Seoul subway, Figure 4 is employed in high-speed trains, and Figure 5 shows a pantograph of other foreign cases in real photos.

That is, the conventional pantograph mainly has an appearance similar to that of FIG. 6 or 7, wherein the shape of FIG. 6 is shown in the perspective view of FIG. 8 and the cross-sectional views of FIGS. 9 and 10. Here, FIG. 9 illustrates a state in which a pantograph is lifted up and in contact with a vehicle line, and FIG. 10 illustrates a parking or stopped state folded down in a loop of an electric vehicle.

Referring to the configuration of the conventional pantograph as a main part with reference to Figs. 6, 7 and 8, the pantograph 100 structurally includes a pan head 111 and the main wet plate in contact with the tank line. Coupling between the supporting main bar plate (cross bar 110), the base frame (120) fixed to the loop 121 of the electric vehicle, and the main plate plate mechanism (110) and the base mechanism (120) And a lifting arm mechanism (upper arm / low arm) 131/132 for adjusting the main wet plate mechanism 110 from the roof 121 of the electric vehicle while controlling the lifting arm mechanisms 131 and 132. The main wet plate 111 is installed in the loop of the electric vehicle so as to have a posture control to rise or touch the tank line 210 or to descend to return to the base mechanism 120. Here, the reference numeral 133 is a thrust rod that adjusts to raise or lower the lifting arm mechanisms 131 and 132 by air pressure, hydraulic pressure or electric power. Here, between the main wet plate 111 and the main wet plate mechanism 110 or between the main wet plate mechanism 110 and the lifting arm mechanism 131, an elastic member for following the vertical plane height of the tram line during driving is not constant ( 112).

That is, when the main wet plate 111 is brought into contact with the chariot by adjusting with the pusher 133, the lifting arm mechanisms 131 and 132 are raised as shown in FIG. 9, and the lifting arm mechanisms 131 and 132 as shown in FIG. 10 when the vehicle is stopped. Fold down and put down. FIG. 11 is a diagram illustrating a pantograph overlapping or folding to change a shape, and a lower angle of bending of the lower lifting arm mechanism 132 and the upper lifting arm mechanism 131 is less than that of the main wet plate mechanism 110. Corresponds to (110, 131, 132, 120), and the lowered angle corresponds to (110a, 131a, 132a, 120).

In addition, in the prior art, the main wet plate 111 is provided with a lifting control plate for lifting control in the main wet plate mechanism 110 to stably maintain the adhesion of the main wet plate 111 to the tank line 210 during the driving of the electric vehicle (Korea Rail Society) Pp.342-347), Korean Patent Application No. 10-2007-0128610 (Dec. 12, 2007) for the detection of the contact force and the impact acceleration of the tank, but all of these documents It is only for inspecting and correcting the abrasion state or position of the control mechanism or main wet plate to effectively contact the main wet plate and the tramline. Therefore, it is impossible to know the dynamic motion of the pantograph unless the driver looks out while driving, and furthermore, it is not considered to check the tramline using the dynamic motion of the pantograph.

Further investigation of the prior art related to the pantograph in connection with the present application is as follows, the description of the structure not specifically designated in the specification of the present invention can be seen in the reference numerals or principles published in Figures 1 to 11 above. .

4. Republic of Korea Patent Application No. 10-2002-0081757 and Patent Publication No. 10-2004-0055140 is an invention related to the daily inspection system for railway vehicle maintenance. Since the technique is a system for precisely measuring the wear state of the pantograph main wet plate and the deflection state of the attachment position at a predetermined inspection site, it is irrelevant from the subject of inspection to inspect the tramline by monitoring the pantograph dynamic movement during driving in the present invention.

5. Korean Patent Application No. 10-2003-0005328 and Patent Publication No. 10-2004-0068788 relate to a pantograph equipped with a lift control plate, which improves or stabilizes the contact force between the main line and the main wet plate as wind power while the vehicle is running. It is an invention to make. Although it is irrelevant to inspecting the tramline by the pantograph dynamic movement monitoring of the present invention, the lift control plate closely attached to the main wet plate and attached to the horizontal plane may be used as a reflector that is a measurement object of the distance sensor disclosed in the present invention.

6. Republic of Korea Patent Application No. 10-2007-0128610 and Patent Publication No. 10-2009-0061705 is an invention related to the contact force and impact acceleration detection system of the tram line. The main configuration is to measure the contact force and acceleration information during operation between the pantograph and the tramline by using the strain gauge and acceleration sensor, and detects whether the tramline maintains the proper contact with the main wet plate by changing the driving speed with the strain gauge. On the other hand, it includes a means for remotely transmitting and analyzing the detected data, but this is only to monitor the current state of the pantograph, that is, the electrical contact state while driving, and by monitoring the mechanical shape as shown below The invention, the purpose, the action, and the effect of the present invention, which examines the deflection of the tank line and the warpage of the track, are different from each other, and therefore it is not possible to easily draw from it. For example, the above-mentioned invention is that even if there is more than a proper up and down movement in the pantograph while driving, no signs can be detected unless the contact force or the impact with the foreline is generated. However, the present invention relates to whether the contact force is maintained and whether there is an impact. Nevertheless, if the up and down movement is out of a certain range, the purpose, action and effect are different in that it is identified as an abnormal symptom (disability event), thus having novelty and progressiveness. Further, the present invention can acquire inspection data of the tram line for each position by using a time variable and a section variable separately from the acceleration sensor, while also obtaining such inspection data from a plurality of trains to accurately capture abnormal signs as statistical data. In other words, the composition and function are completely different and cannot be derived from it.

7. Korean Utility Model Application No. 1995-025620 and Utility Model Publication No. 1997-012799 are related to the main wet plate mounting structure of the pantograph for electric vehicles, and Korean Utility Model Application No. 20-1996-0052952 and Utility Model. Shin-An Publication No. 1998-0039879 relates to an apparatus for adjusting a shoe of a pantograph, and the present invention is cited to the extent to introduce the pantograph structural principle.

8. Korean Utility Model Application No. 20-2007-0016988 and Utility Model Publication No. 20-2009-0003837, and Application Nos. 20-1994-0038669 and Thread 1996-0024240 are pneumatic singles equipped with an air supply. The invention relates to an arm pantograph and to a device for accurately inspecting minute changes in air pressure generated in pneumatic devices of an electric vehicle, wherein the principle of measuring air pressure of an air supply system is used to monitor up and down motion of a pantograph while driving. One embodiment of the present invention, the dynamic motion sensing unit may be utilized as an equalization means.

SUMMARY OF THE INVENTION An object of the present invention is to provide a 'vehicle line inspection device using the dynamic movement monitoring of the pantograph', which detects the dynamic movement of the pantograph occurring while the electric vehicle is running and inspects the state of the tramline or the track.

An apparatus for inspecting a tramline using dynamic motion monitoring of a pantograph according to a first embodiment of the present invention for achieving the above technical problem includes: a main wet plate in contact with a tramline and a main wet plate mechanism structurally supporting the main wet plate; A base mechanism fixed to a loop of the base unit, and an elevating arm mechanism coupled between the main wet plate mechanism and the base mechanism to adjust the main wet plate mechanism from the roof of the electric vehicle, and elastic means for closely contacting the main wet plate to the tram line. A pantograph unit provided on the electric vehicle; A driving reading sensor installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit installed with a motion sensor and detecting the vertical motion of the pantograph unit during driving of the electric vehicle by interlocking with the driving reading unit; A visual information sensing unit to measure a time while driving the electric vehicle; And a monitoring unit for receiving the information from the dynamic motion sensing unit and the information from the visual information sensing unit and monitoring the up and down motion detection results of the pantograph by the hourly tramline inspection data.

In addition, the tank line inspection apparatus using the dynamic movement monitoring of the pantograph according to the second embodiment of the present invention for achieving the above technical problem: a main wet plate and a main wet plate mechanism for structurally supporting the main wet plate; An elastic means coupled between the main wet plate mechanism and the base mechanism, and a lifting arm mechanism for adjusting the main wet plate mechanism from the roof of the electric car, the base mechanism being fixed to the loop of the electric vehicle and the main wet plate closely attached to the tram line. It is provided, the pantograph unit, which is installed on the electric vehicle; A driving reading sensor installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit installed with a motion detection sensor and detecting the up and down motion of the pantograph unit while the electric vehicle is connected to the driving reading unit; A location information sensing unit installed with a location information sensing sensor to measure a location of the electric vehicle while driving; And a monitoring unit configured to receive the information from the dynamic motion sensing unit and the information from the position information sensing unit and monitor the vertical motion detection result of the pantograph using the tramline inspection data for each position.

In addition, the tank line inspection apparatus using the dynamic movement monitoring of the pantograph according to the third embodiment of the present invention for achieving the above technical problem: a main wet plate and a main wet plate mechanism for structurally supporting the main wet plate; An elastic means coupled between the main wet plate mechanism and the base mechanism, and a lifting arm mechanism for adjusting the main wet plate mechanism from the roof of the electric car, the base mechanism being fixed to the loop of the electric vehicle and the main wet plate closely attached to the tram line. It is provided, the pantograph unit, which is installed on the electric vehicle; A driving reading sensor installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit installed with a motion detection sensor and detecting the up and down motion of the pantograph unit while the electric vehicle is connected to the driving reading unit; A section information sensing unit having a section information detecting sensor installed to measure a section of the electric vehicle while driving; And a monitoring unit for receiving the information from the dynamic motion sensing unit and the information from the section information sensing unit and monitoring the up and down motion detection result of the pantograph with the section inspection line data for each section.

In addition, the tank line inspection apparatus using the dynamic movement monitoring of the pantograph according to the fourth embodiment of the present invention for achieving the above technical problem: a main wet plate and a main wet plate mechanism for structurally supporting the main wet plate; An elastic means coupled between the main wet plate mechanism and the base mechanism, and a lifting arm mechanism for adjusting the main wet plate mechanism from the roof of the electric car, the base mechanism being fixed to the loop of the electric vehicle and the main wet plate closely attached to the tram line. It is provided, the pantograph unit, which is installed on the electric vehicle; A speed information sensing unit having a speed information detecting sensor installed to measure a speed while the electric vehicle is traveling; A dynamic motion sensing unit installed with a motion detection sensor and connected to the speed information sensing unit to detect vertical motion of the pantograph unit while the electric vehicle is traveling; And a monitoring unit configured to receive the information from the dynamic motion sensing unit and the information from the speed information sensing unit and to monitor the vertical motion detection result of the pantograph using speed-specific catenary inspection data.

In addition, the tank line inspection apparatus using the dynamic movement monitoring of the pantograph according to the fifth embodiment of the present invention for achieving the above technical problem: a main wet plate and a main wet plate mechanism for structurally supporting the main wet plate; An elastic means coupled between the main wet plate mechanism and the base mechanism, and a lifting arm mechanism for adjusting the main wet plate mechanism from the roof of the electric car, the base mechanism being fixed to the loop of the electric vehicle and the main wet plate closely attached to the tram line. It is provided, the pantograph unit, which is installed on the electric vehicle; A speed information sensing unit having a speed information detecting sensor installed to measure a speed while the electric vehicle is traveling; A dynamic motion sensing unit installed with a motion detection sensor and connected to the speed information sensing unit to detect vertical motion of the pantograph unit while the electric vehicle is traveling; At least one of a “location information sensing unit” installed with a location information sensor and measuring a position while driving the electric vehicle or a “segment information sensing unit” installed with a section information detection sensor and measuring a section while the electric vehicle is running; A monitoring unit for receiving the information from the dynamic motion sensing unit, the speed information sensing unit information, the position information sensing unit or the section information sensing unit, and monitoring the vertical motion detection result of the pantograph by the trajectory inspection data for each position or section; Characterized in that it comprises a configuration consisting of.

At this time, in the first to fifth embodiments according to the present invention for achieving the above technical problem, the dynamic motion sensing unit: the reflection distance measurement in the distance sensor, the proximity interval measurement in the proximity sensor, the tilt sensor The up and down movement of the pantograph can be detected by measuring the tilt angle, by measuring the displacement of the elastic means in the diaphragm sensor, by measuring the impact strength of the shock sensor, and by measuring the vibration characteristics of the vibration sensor. In addition, it can be achieved here as a complex configuration measuring the state of the proximity sensor or the tilt sensor or the bending sensor installed in contact with the elastic member in the contact method and the lifting arm mechanism in the non-contact method, furthermore, the dynamic motion sensing Wealth can be achieved as a measure of the output of the arc sensor sensing the arc.

In addition, the tank line inspection apparatus using the dynamic movement monitoring of the pantograph according to the sixth embodiment of the present invention for achieving the above technical problem: a main wet plate and a main wet plate mechanism for structurally supporting the main wet plate; An elastic means coupled between the main wet plate mechanism and the base mechanism, and a lifting arm mechanism for adjusting the main wet plate mechanism from the roof of the electric car, the base mechanism being fixed to the loop of the electric vehicle and the main wet plate closely attached to the tram line. It is provided, the pantograph unit, which is installed on the electric vehicle; Dynamic motion sensing unit for inspecting the up and down movement of the pantograph portion during the driving of the electric vehicle as a motion detection using a photographing sensor; The 'time information sensing unit' that measures the driving time of the train or the 'location information sensing unit' which measures the position while driving as the position information sensor or the 'segment information sensing unit' which measures the section during the driving of the train as the section information sensor. At least one; The information received from the dynamic motion sensing unit combines one or more of the information received from the visual information sensing unit, the information received from the location information sensing unit, or the information received from the section information sensing unit. It characterized in that it comprises a configuration consisting of; monitoring unit for monitoring the up and down movement test results of the pantograph.

At this time, in the sixth embodiment according to the present invention for achieving the above-described technical problem, the pantograph unit may additionally install a shape target that acts as a target so that the photographing sensor can easily photograph the pantograph unit. In view of the adsorption of the cleaning means for cleaning the shape target and the lighting means for illuminating the shape target so that the pantograph is accurately recognized at night and temperature stabilization means for maintaining the temperature of the photographing sensor itself in a certain range; Can be.

In addition, in the first to sixth embodiments of the present invention for achieving the above-described technical problem, a transmission and communication unit for transmitting the train inspection data to the base station when the data communication between the electric vehicle and the base station is set; While further comprising a data communication setting of the transmission communication unit may be made to be transmitted to the base station at least one time between the starting point and the end point of the electric vehicle. Each necessary means may be made through wireless communication, wired communication, satellite communication or power line communication.

In addition, in the first to sixth embodiments of the present invention for achieving the above technical problem, the dynamic motion sensing unit, the visual information sensing unit, the monitoring unit, the location information sensing unit, the section information The operating power of the sensing unit or the speed information sensing unit is a low voltage configuration that is independent of the high voltage power of the tramline, and is generated by wind power generated during the driving of the electric vehicle, and is configured to receive an arc discharge generated between the tramline and the main wet plate as organic power or the sun. Although the structure is installed in the pantograph unit by the configuration received from the battery, it can be configured as an electrically independent power source.

Meanwhile, the apparatus for inspecting a vehicle lane by the dynamic movement monitoring of the pantograph according to the seventh embodiment of the present invention for achieving the above-described technical problem in connection with the first to sixth embodiments of the present invention is: a monitoring system of an electric vehicle general situation room In addition, by operating as a communication partner associated with the transmission and communication unit collects any one of the first line to six line monitoring data of the first to sixth embodiment, and any one of the first to sixth embodiment It characterized in that it comprises a configuration of a monitoring system unit for monitoring the indications of abnormalities of the tank line by combining the tram line monitoring data individually or plural for each electric vehicle.

At this time, in the seventh embodiment according to the present invention for achieving the above-described technical problem, the monitoring system unit: when monitoring by combining the line inspection data in the monitoring system unit individually or a plurality of time function, position function, section ( Distance) function, velocity function, phase function or vibration function (frequency function) may include a configuration configured to monitor as a graph that is developed to at least one. In addition, it may include a configuration configured to generate an alarm (lamp, sound, message, etc.) when detecting abnormal signs inspection data exceeding the set movement range while monitoring the combined information collected from the train by combining the individual data or a plurality of data. have.

According to the present invention, the following independent or mixed effects can be obtained.

1. Significant advances in visual inspection at low speeds allow the inspection of catenary structure on high speed trains.

2. The inspection of professional inspection vehicles and professional inspection personnel can be eliminated and inspection can be carried out using ordinary vehicles and engineers.

3. As it is possible to inspect as a normal running vehicle, it is possible to check all the time even when there is no driving of the electric vehicle and even during normal operating hours.

4. It is possible to collect data separately for each operation section, so that it is possible to find obstacles for each section, and therefore to proceed slowly for safe operation and to safely recover from disability, thus contributing to facility management and safe operation.

5. There is a versatile effect that can inspect not only the tram line but also the track.

6. It can maintain the safety and performance of each device installed in the loop of the running electric vehicle, and can secure the low voltage working power that is independent of the high voltage power while being in contact with the high voltage cable.

1 and 2 illustrate a catenary line in which a pantograph collects current;
3 to 5 are photographs showing the shape of the pantograph;
6 and 7 show the reference numerals of the components of each main part of the pantograph.
8 is a perspective view of FIG. 6;
FIG. 9 is a cross-sectional view of the state in which FIG. 6 is lifted and brought into contact with the catenary;
10 is a cross-sectional view of the electric vehicle stopped state in which FIG. 6 is lowered;
FIG. 11 is a cross sectional view of FIG. 9 overlapping with FIG. 10;
12 is a block diagram for explaining a first embodiment of the present invention;
13 is a block diagram for explaining a first embodiment of the dynamic motion sensing unit of the present invention;
14 and 15 are block diagrams for explaining a second embodiment of the dynamic motion sensing unit of the present invention;
16 is a block diagram for explaining a third embodiment of the present invention dynamic motion sensing unit;
17 is a block diagram for explaining a fourth embodiment of the present invention dynamic motion sensing unit;
18 is a block diagram for explaining a second embodiment of the present invention;
19 is a block diagram for explaining a third embodiment of the present invention;
20 is a block diagram for explaining a fourth embodiment of the present invention;
21 is a block diagram for explaining a fifth embodiment of the present invention;
Fig. 22 is a flowchart summarizing the operation of the first to fifth embodiments of the present invention;
23 and 24 are block diagrams for explaining a sixth embodiment of the present invention as an opposing communication counterpart of the first to fifth embodiments of the present invention;
25 is a conceptual diagram showing an example of screen display of a monitoring system unit;
26 is a view for showing a sixth embodiment of the present invention;

With reference to the accompanying drawings, it will be described in detail preferred embodiments of the present invention. However, this is not intended to limit the present invention to specific embodiments, it should be understood to include all changes, equivalents, and substitutes included in the spirit and scope of the present invention.

The present invention has been developed with the basic idea in extending the use of the pantograph of the high-speed running electric vehicle to improve the slow processing speed and safety problems such as visual inspection in expensive inspection vehicles. Therefore, for this purpose, it can be installed for each pantograph of the vehicle, or the system can be configured to use only one pantograph for a vehicle. In order to monitor a plurality of pantographs in one vehicle, a pantograph ID must be separately provided in addition to the vehicle ID in the communication means.

In the present invention, the dynamic movement monitoring of the pantograph means monitoring the characteristic of moving up and down, especially while driving, but can be auxiliary monitoring of the characteristic of moving to the left and right in a certain range in the range of inspecting the tramline. This will be described in detail below.

12 is a block diagram for explaining a first embodiment of the present invention. Referring to FIG. 12, a first embodiment of the present invention includes a main wet plate 111 in contact with a tramline, a main wet plate mechanism 110 structurally supporting the main wet plate, and a base mechanism fixed to a loop of an electric vehicle. 120, and an elevating arm mechanism (131, 132) coupled between the main wet plate mechanism and the base mechanism to adjust the height of the main wet plate mechanism from the loop of the electric vehicle, and elastic means for closely contacting the main wet plate to the tram line ( 112 is provided, the pantograph unit 100, which is installed in the electric vehicle; A driving reading sensor 500 installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit (400) installed with a motion sensor and detecting the vertical motion of the pantograph unit while the electric vehicle is connected to the driving reading unit; A time information sensing unit 610 for measuring time while driving the electric vehicle; And a monitoring unit 600 receiving the information from the dynamic motion sensing unit and the information from the visual information sensing unit and monitoring the up and down motion detection results of the pantograph with the hourly tramline inspection data. . Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the tramline inspection data to the situation room monitoring system 800 via the base station, the situation room monitoring system 800 is a configuration that is the communication partner to the transmission communication unit 700.

Since the pantograph unit 100 illustrated in FIG. 12 is cited in the structural principle of FIG. 11, the operation of FIG. 12 will be omitted.

While driving, the supply of electric power occurs due to the sliding of the main lane and the main wet plate, and the electric power can be distributed as a current to turn on the recognition means such as a lamp in the steering system. Therefore, when detecting whether the power is applied as a sensor (current detection sensor) that detects such a high-voltage current, it is possible to determine that the electric vehicle is in the condition of driving or driving in the applied state. That is, the deliberately lowering the pantograph while the electric vehicle is stopped allows the configuration of the basic driving reading unit 500 to be unable to be utilized as inspection data of the vehicle line.

The determination of whether or not the vehicle is being driven as a more preferable driving reading unit may be implemented by measuring the speed as position movement, acceleration, or GPS (satellite position measuring device) data for measuring the movement of the electric vehicle. In addition, in the wind power generation according to the present invention, which will be described later, it is possible to pick up a state in which the windmill is running and measure that the electric vehicle is in operation. Therefore, the driving reading unit 500 refers to a configuration for controlling the output as such a sensor, the driving sensor shown in FIG. Refers to a means for detecting that the vehicle is in a driving state, and generates an output in a driving state (including a driving state) of the electric vehicle by using such a sensor to control the operating conditions of the dynamic motion sensing unit 400 to be dynamic only during driving. The motion sensing unit 400 is activated. Activation refers to making a condition possible.

The tramline inspection principle of the present invention is implemented without the driving reading unit, but if the driving reading unit is for example, the phenomenon in which the suspension of the electric vehicle recoils when the passenger gets on and off or when loading or unloading the cargo and the pantograph moves up and down is ignored. It is possible to obtain an operation to stop the operation, and when stopping in the conversion of time / position, the effect of excluding from the operation can be obtained.

As a result of the reading as described above, if the electric vehicle is running, the dynamic motion sensing unit 400 may interlock the distance sensor, the proximity sensor, the tilt sensor, the diaphragm sensor, the shock sensor, the vibration sensor, the arc sensor, or the like alone or in combination with the pantograph. The motion is detected and described below with reference to the drawings.

FIG. 13 is a conceptual diagram illustrating a first embodiment 410 of the dynamic motion sensing unit 400. The dynamic motion sensing unit 400 is a reflection distance change value of the distance sensor 410 installed in a direct reflection type. The measurement includes a configuration adapted to detect dynamic state of the pantograph.

Here, the measurement of the reflection distance means that the ultrasonic or infrared (including microwave) sensor having the transmitter 411 and the receiver 413 installed in the same direction converts a signal reflected from an object into a time difference, that is, a pantograph from an electric vehicle loop. Means measuring the change in height. In the present invention, it is possible to periodically check the reflection distance during driving to be transmitted to the monitoring unit 600, as well as only when a change value exceeding 80Cm ± 5Cm set in the normal range occurs. This may include a configuration for transmitting to the monitoring unit 600 as event information indicating an abnormal indication. These abnormal range values mean abnormal signs to be detected through the catenary inspection or the track inspection.

Although the distance sensing of FIG. 13 is shown to measure the distance from the base mechanism 120 of the loop or pantograph portion 100 of the electric vehicle to the main wet plate mechanism 11 directly, it is the lower climbing arm mechanism 132 or the upper portion. It may be measured to measure only up to the distance of the lifting arm mechanism 131 or by using a lift control plate according to the related art installed below the main wet plate mechanism 110 as a reflector to have a higher reflection efficiency. However, in addition to such height measurement, the concept of depth measurement, in which the sensor is attached to the main plate plate and directed downward, that is, the distance from the train loop, is naturally taken into account. The left and bottom views of FIG. 13 show various members and circuits as the first embodiment 410 of the dynamic motion sensing unit.

The first embodiment 410 of the dynamic motion sensing unit, shown in the lower circle, 110, is a view of the main wet plate mechanism that approaches when the pantograph is lowered as an object, and 411 is a microprocessor CPU 412. It is a transmitter for receiving and transmitting the coded signal 422a generated in the (). 413 is a receiver for receiving the signal reflected from the main wet plate mechanism 110, and then the original coded signal 412a at 412b and 412c after amplification at 414 and detection at 415. The distance is converted by measuring the time from the original transmission to the arrival only in the case of a match, after comparing with each other. On the other hand, judging the distance by the infrared sensor or microwave sensor may be less accurate than ultrasonic, but the same principle can be used to determine the range of dynamic movement state of the pantograph while driving.

In the conversion of time and distance, the ultrasonic sensor is based on the speed of sound and the microwave or infrared sensor is based on the speed of light.

14 is a conceptual diagram illustrating a second embodiment 420 of the dynamic motion sensing unit 420, which is illustrated as a configuration for detecting dynamic motion of the pantograph unit by measuring a state of the proximity sensor 420 installed in a non-contact manner. will be.

One example of a non-contact proximity sensor is the pass beam type optical sensor 420 in FIG. 14. That is, one end 132 of the pantograph unit is inserted between the transmitter 421 and the receiver 423 to detect the degree of blocking the optical wave signal between the transmitter and the receiver. Here, the light wave signals between the transmitter 421 and the receiver 423 are referred to in Korean Patent Application No. 10-2007-7018679 (2007.08.14) and the Korean Society for Simulation Conference 2003 Spring Conference (January 1, 2003). As can be seen, the scattering characteristics of the Fresnel zone plate lens make use of the characteristic that the intensity of the received light wave signal changes according to the degree to which the object covers the light wave plane. Will yield.

The transmitter 421 and the receiver 423 shown in FIG. 14 may be configured to cover the gap between the transmitter and the receiver as an omitted cut member extending from the lifting arm mechanism 131 or 132 or extending from the lifting arm mechanism. .

In other words, FIG. 14 uses the ultrasonic or infrared sensor of FIG. 13 as the optical sensor 420. The transmitter 421 and the receiver 423 are opposed to each other rather than measuring the reflected signal of the object as shown in FIG. Ultrasonic to infrared sensor installed to capture the distribution of light (object of the pantograph) sandwiched between them to calculate the range of motion by measuring the degree that such distribution changes during driving . Since the circuit configuration in the remaining lower circle is the same as in Fig. 13, the description thereof will be omitted.

FIG. 15 illustrates a proximity sensor in which a magnet installed in the pantograph unit and a sensor 427 corresponding thereto are installed corresponding to the scattering characteristics of the Fresnel zone plate lens of FIG. Another example is).

15 is a configuration using a sensor that changes the output resistance value as a change in the magnetic force according to the proximity of the magnet, such a magnetoresistive sensor is a material in the published patent publication of Korean Patent Application No. 10-2004-0044332 (2004.06.16) Can be found. Such a non-contact method can be a stable distance from the high-voltage current applied to the pantograph portion depending on the strength of the magnetic force, in the present invention, the proximity sensor is installed in a non-contact way to select one or more of the above examples It is defined as (420).

Meanwhile, in FIG. 15, the magnetoresistive sensor 427 may be closely related to a mechanically close position by using one end of the lower lifting arm mechanism 132. That is, the structural resistance of the magnetoresistive sensor 427 to the main wet plate mechanism 110 in FIG. 15 is merely to make it easy for the general public to understand, and is not illustrated to mean that the magnetic damping plate mechanism 110 is far away. Furthermore, an energizing sensor through contact, for example, a contact pressure sensor for determining a normal force of about 6 kgf as the normal range, may be implemented as a method of measuring whether the normal range is maintained.

FIG. 16 is a conceptual diagram illustrating a third embodiment 430 of the dynamic motion sensing unit 400. The embodiment is configured to detect the dynamic motion state of the pantograph unit 100 by measuring the tilt angle from the tilt sensor 430. to be.

In FIG. 16, when the pantograph is raised (131, 132, 110) or lowered (131a, 132a, 110a), it is natural that displacement of the lifting arm mechanisms (131, 132) will occur, and the tilt sensor (430) will be used. The third embodiment 430 of the dynamic motion sensing unit 400 detects the dynamic motion of the pantograph while driving by measuring the inclination by attaching the lifting arm mechanism 131 or 132 or a position corresponding thereto. In FIG. 16, the inclination angle is changed when the inclination sensor is attached to the lifting arm mechanism and ascends and descends.

The inclination sensor is a sensor that detects the inclination of an object. The inclination sensor is used to determine the inclination through two axes or three axes, or it is determined based on the combination of a semiconductor and a weight that maintains verticality, but it uses a high precision mercury sensor or surface mount (SMD). It is also conceivable to interlock with a microprocessor using a CMOS semiconductor tilt sensor manufactured in the " The semiconductor inclination sensor has a response speed of about 20mS and accuracy of more than 1/100 degree even with a 2-axis sensor structure alone.

In the inclination sensor, the conductivity is mainly used for measuring the inclination. The inclination sensor detected by the change in conductivity has a 360 degree inclination sensor 431 and a microprocessor 432 embedded therein as shown in the circuit diagram shown in the circle 430 of FIG. 16 and the temperature correction 432b and the linearity correction 432a. 432c) is possible.

In addition, the built-in EEPROM allows calibration data to be stored and outputs 433 to a standard interface via RS-232 or RS-485 (432d). Therefore, the output of the tilt sensor can be directly supplied to the monitoring unit 600 and the transmission communication unit 700 to be described later.

FIG. 17 is a conceptual diagram illustrating a fourth embodiment 440 of the dynamic motion sensing unit 400. The pantograph unit 100 is provided with an elastic means 112 for closely contacting the main wet plate to the tank line. The diaphragm sensor 440 is provided to detect the movement of the elastic means.

The diaphragm sensor 440 may be used, for example, by fabricating a MEMS (Microelectro Mechanical System) technology as an integrated diaphragm. In this case, as a diaphragm pressure sensor, the degree of deflection of the diaphragm may be changed by external pressure. The output can be obtained in a piezoresistive manner in which the capacitive or the resistor connected to the diaphragm is changed in accordance with the stress. The output can also be coupled to the microprocessor using an analog / digital (A / D) converter or the like.

Although not shown, in the present invention, a bending sensor, which is a principle in which the inclination sensor 431 characteristic of FIG. 16 and the piezoresistive output characteristic of FIG. 17 are mixed, can be used. The bending sensor is a voltage signal indicating the degree of physical bending of the sensor by using a variable resistance of the elastic material, in the present invention, the bending sensor is applied across the lower lifting arm mechanism 132 and the upper lifting arm mechanism 131 of the pantograph. When installed, as the lifting arm mechanism is raised and lowered, it is possible to output a value that naturally changes the degree of bending. That is, in principle, it can be easily utilized as a voltage output using a flexible shape and resistance change while including the function of the tilt sensor.

Although not shown, the fifth embodiment of the dynamic motion sensing unit 400 of the present invention may be installed as a shock sensor installed at a position similar to the diaphragm sensor 440 to sense an impact. The impact sensor goes further than the deflection of a simple front line, in particular the dropper 212, the moving bracket 213 or the steady arm 214a / 214b in Figs. It is effective in impact such as bumping.

Although not shown, the sixth embodiment of the dynamic motion sensing unit 400 may be configured as a vibration sensor installed at a position similar to the diaphragm sensor 440 to sense vibration. The vibration sensor is also effective in checking whether steadyarms 214a and 214b are appropriately alternately installed, and the train lines are zigzagly arranged to the right and left by the appropriate range due to the facility. When the main wet plate slides to the left and right while driving, it is accompanied by a certain amount of vibration, so if it is deformed without proper vibration, this can also be considered an abnormal symptom.

If it is not within the proper vibration range, it may be necessary to redirect the steady arm to 214a or 214b to match the track.

Although not shown, the sixth embodiment of the dynamic motion sensing unit 400 may be configured as an arc sensor installed in or near the pantograph unit 100 to detect an arc. If there is an abnormality in bending or deflection in a vehicle line including the dropper 212 or the steady arm 214a / 214b, an arc may be involved. Therefore, when an arc over an appropriate arc range occurs due to a poor electrical contact, an abnormality may be indicated. It can be judged. An arc can be detected, for example, as an RF noise or electrostatic induction of an abnormal level.

Naturally, the first to sixth embodiments of the dynamic motion sensing unit 400 may be implemented to improve accuracy and reliability by mixing two or more.

12, when a detection output is generated from the dynamic motion sensing unit 400 as described above, the monitoring unit 600 receives and stores the detection output to determine whether or not an abnormal symptom is detected (lamp, sound, etc.). To screen graphics) output. Here, if the dynamic motion sensing unit 400 generates an analog output, the monitoring unit 600 is transmitted through the A / D converter, and if it is a digital output, it is input through serial communication such as RS-485.

On the other hand, the storage at this time may include a temporary or permanent storage, the temporary storage is advantageous to be used to determine the abnormal signs and the permanent storage is permanent by sending a dedicated inspection vehicle or monitoring data itself to the situation room It is advantageous for storage.

In the tramline inspection or the inspection of the track, it is important to determine the position at which the abnormal symptom appears, so it is necessary to know the time as the basic information which can directly detect the position or calculate the position. Here, the first embodiment of the present invention is illustrated as a configuration in which the time information sensing unit 610 as a time variable is added to the detection output of the dynamic motion sensing unit 400 and stored as time-specific inspection data. That is, the visual information is added and stored to infer the location of each time. The information on the time to time can be obtained as standard time information from its own clock, GPS, or the like.

In FIG. 12, the transmission communication unit 700 is a component that transmits the monitored eventuality monitoring data or the stored raw monitoring data to the situation room. Here, the event monitoring data is the monitoring data that finds only the abnormal signs of the set condition, and the raw monitoring data refers to storing all the dynamic motion information of the corresponding vehicle line continuously.

In FIG. 12, even if the data is transmitted to the situation room as time-specific inspection data, the position can be inferred from the situation room because the train situation room 800 manages the allocation and operation of the electric vehicle. Therefore, when monitoring the dispatch information and driving information (including the location information collected in real time through another route such as GPS measurement or LBS (Location Based Service)) in conjunction with the program, the degree of abnormal signs is The location information that is interlocked with the dynamic motion sensing unit 400 and in time is obtained from another route (for example, a location information database shown as 810 in FIG. 12), and then synthesized. You can get it.

The result obtained as described above can be displayed immediately in the monitoring unit 600 through the internal LAN (Local Area Network), so that the engine driver operating the electric vehicle can immediately know, but the transmission and communication unit of the present invention 700 ultimately puts more weight on achieving the function (700 + 810) to professionally analyze and manage the data by passing the data to the comprehensive situation room (800).

In this regard, the first embodiment of the present invention, the transmission and communication unit 700 transmits the temporarily stored data 600 to the data communication while setting the data communication between the start point and the end point of the electric vehicle. At least one transmission may be made with the base station through communication or power line communication. When data communication is established with the base station for each station where the train stops, and the data stored by time is transmitted in a batch, the data changed by time between the previous station and the current station is the data by the position of the location within the section. It can be

For example, the time when the train departed the first station was at 12:00:00, the time when the train arrived at the second station was at 12:03:00, and 12:00:10 and 12 o'clock. Suppose that an event exceeding the set range (abnormal signs) after two times of 01 minutes and 30 seconds, for example, 'abnormal signs' having dynamic movements in the range of 5 cm or more in a short period of time within 0.5 seconds, are stored as hourly inspection data. In the situation room 800, the point 10/180 from the start, which is between the first station and the second station, is obtained through the inspection data of the result transmitted by the transmission and communication unit 700 to the base station 800 when the second station arrives. And it can be inferred that such abnormal signs existed in the "time: position" conversion at the point of 1/2.

The above-mentioned "time: position" conversion is calculated by, for example, a program based on the principle of Equation 1 below, where Db is the distance of the section, and Tb is the time required from the start to reach the section. , Te is the time from the departure until the event occurs. In addition, in addition to Equation 1, if the speed increase rate / distance from the start to reach the normal speed and the speed reduction rate / distance according to the deceleration in consideration of the arrival are additionally applied, the conversion accuracy can be further increased. Disability in the section can be quickly coped.

------ 식 1

------ Equation 1

If the transmission and communication unit 700 periodically transmits the data to determine whether there is an abnormality in the operation room, the data to be transmitted is increased by that much. Therefore, such a configuration is preferably provided in a dedicated inspection vehicle. As such, it may be desirable to store and transmit only event monitoring data that is considered to be abnormal. Of course, it is possible to transmit data as it is while driving at the event.

Whenever a train stops in history, or transmits information while driving, for example, when an electric vehicle travels from Seoul to Busan, it transmits event data to a base station, and when it passes, it takes immediate measures such as repairs at the competent station of the base station (history). It can also benefit from being able to take it, which in turn results in a unique effect that allows for the rapid discovery and repair of disability in normal operation itself.

As a principle of the action according to the above configuration, of course, wireless communication is a means of the transmission communication unit 700, which is a commercial communication network (Cellular, WLL, Wibro, Wifi, etc.) as well as direct communication between the electric vehicle and the base station. Of course, relay communication using satellite communication is also included. In addition, considering that the electric vehicle enters the base window, it is also possible to transmit data by wire communication such as Ethernet, and such a configuration may eventually transmit a large amount of monitoring data to the monitoring unit 600 of FIG. 12 as well as the event monitoring data. If it is permanently stored, it will be a means for transmitting it to the situation room or the management station, it can be particularly useful in a dedicated inspection vehicle.

In addition, the transmission communication unit of the present invention may include power line communication. Since power line communication is to use a power line as a communication medium, considering that an electric vehicle moves with power as a power, a narrow band low speed power line communication (PLC) or a broadband high speed power line communication (BPL) is used. Anything can be used.

The monitoring system unit 800 provided in the situation room in FIG. 12 will be described in detail in the seventh embodiment of the present invention shown in FIGS. 23 and 24.

18 is a block diagram for explaining a second embodiment of the present invention. Referring to FIG. 18, a second embodiment of the present invention includes a main wet plate in contact with a tramline, a main wet plate mechanism structurally supporting the main wet plate, a base mechanism fixed to a loop of an electric vehicle, the main wet plate mechanism, A pantograph unit (100) coupled to the base mechanism and including an elevating arm mechanism for height adjustment of the main wet plate mechanism from the loop of the electric vehicle, and provided with elastic means for closely contacting the main wet plate to the tram line; A driving reading sensor 500 installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit (400) installed with a motion sensor and detecting the vertical motion of the pantograph unit while the electric vehicle is connected to the driving reading unit; A location information sensing unit 620 installed with a location information sensing sensor to measure a location of the electric vehicle while driving; And a monitoring unit 600 which receives the information from the dynamic motion sensing unit and the information from the position information sensing unit and monitors the vertical motion detection result of the pantograph as the tramline inspection data for each position. do. Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the tramline inspection data to the situation room monitoring system 800 via a base station, the situation room monitoring system 800 is a configuration of the communication partner and the communication communication unit 700.

Since the rest of the configuration is the same as that in FIG. 12, the configuration of acquiring the position information of FIG. 18 which is not described in FIG. 12 and the configuration of storing the dynamic motion information using the position information as variables will be described.

In the configuration of acquiring the position information, the database 810 of FIG. 12 has previously described that the position of the electric vehicle can be inferred as the dispatch information and the visual information of the electric vehicle.

On the other hand, the configuration of FIG. 18 is a configuration in which the position information is acquired directly from an electric vehicle, and when the abnormality sign occurs, the contents are directly stored and transmitted as positional data. (Hereinafter, it is assumed that only event monitoring data is monitored and transmitted.)

Therefore, the transmission communication unit 700 may not only transmit the stored monitoring data individually from the base station of each section as shown in FIG. 12 but also may transmit the data only once in the data communication at the final destination. have. This is because the train can figure out the exact location and infer the event location by itself. Furthermore, in a certain range of abnormal signs, it is possible to set up a rather relaxed transmission time, which simply accumulates data and transmits only urgent event monitoring data, which is particularly a safety issue, by using a base station.

The position information of the electric vehicle is known to those skilled in the art, for example, by combining a GPS using a satellite positioning system, an LBS using a radio wave propagation delay time between mobile phone base stations, and a sensor that senses the rotation of an electric vehicle wheel. Technology. On the other hand, it can be considered to infer the position by linking the acceleration sensor with the time function. Furthermore, in the configuration of measuring the position using GPS, considering the difficulty in measuring the position in the tunnel, a transmitter and receiver are installed at a certain interval on the side of the track and combined with the GPS measurement result using the measured position. Can also be reviewed.

When monitoring in an electric vehicle, as shown in the situation room monitoring system, it is also possible to display the location or section where the event occurred on the map data provided in advance or to display the coordinates where the event occurred.

In FIG. 18, the dynamic motion sensing unit may be applied to various embodiments illustrated as FIGS. 13 to 17.

19 is a block diagram for explaining a third embodiment of the present invention. Referring to FIG. 19, a third embodiment of the present invention includes a main wet plate in contact with a tramline, a main wet plate mechanism structurally supporting the main wet plate, a base mechanism fixed to a loop of an electric vehicle, the main wet plate mechanism, A pantograph unit (100) coupled to the base mechanism and including an elevating arm mechanism for height adjustment of the main wet plate mechanism from the loop of the electric vehicle, and provided with elastic means for closely contacting the main wet plate to the tram line; A driving reading sensor 500 installed to read whether the driving of the electric vehicle is running; A dynamic motion sensing unit (400) installed with a motion sensor and detecting the vertical motion of the pantograph unit while the electric vehicle is connected to the driving reading unit; A section information sensing unit 630 for installing a section information detecting sensor to measure a section of the electric vehicle while driving; And a monitoring unit 600 which receives the information from the dynamic motion sensing unit and the information from the section information sensing unit and monitors the vertical motion detection result of the pantograph as the inspection line data for each section. do. Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the tramline inspection data to the situation room monitoring system 800 via a base station, the situation room monitoring system 800 is a configuration of the communication partner and the communication communication unit 700.

In FIG. 12, the position can be inferred as the database 810 and visual information. On the other hand, the configuration of FIG. 19 is a configuration for acquiring section information directly from an electric vehicle to notify that an event has occurred in the section when an abnormal symptom occurs.

The section information 630 of the electric vehicle may be separately configured between the substations, the stations, or the mobile phone base stations composed of micro cells. Therefore, through the roaming information installed in these sections, each of the trains can take the section information or collect in the situation room in addition to the transmitted event data.

The section information herein is a term of a concept including a function or a configuration that calculates the distance traveled from the starting point by analogy from time.

Other remaining configurations and operations are omitted as shown in FIG.

20 is a block diagram for explaining a fourth embodiment of the present invention. 20, the fourth embodiment of the present invention, the main wet plate and the main wet plate mechanism that structurally supports the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and A pantograph unit (100) coupled to the base mechanism and including an elevating arm mechanism for height adjustment of the main wet plate mechanism from the loop of the electric vehicle, and provided with elastic means for closely contacting the main wet plate to the tram line; A speed information sensing unit 640 installed with a speed information detecting sensor to measure a speed while driving the electric vehicle; A dynamic motion sensing unit (400) installed with a motion detection sensor and linked to the speed information sensing unit to detect vertical motion of the pantograph unit during driving of the electric vehicle; And a monitoring unit 600 which receives the information from the dynamic motion sensing unit and the information from the speed information sensing unit and monitors the vertical motion detection result of the pantograph by the speed-specific tramline inspection data. do. Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the tramline inspection data to the situation room monitoring system 800 via a base station, the situation room monitoring system 800 is a configuration of the communication partner and the communication communication unit 700.

In the configuration illustrated in FIG. 20, the speed reading sensor 640 integrally performs the driving reading unit 500. Here, the speed information may be achieved as the number of revolutions of the wheels separately installed in the electric vehicle or the GPS using the satellite positioning system as in the navigation of the vehicle as well as the acceleration sensor introduced as the prior art. In addition, it can be achieved by using the LBS using the radio wave propagation delay time between the base stations.

20 is a speed information sensing unit 640 reads whether driving, while at the same time the vibration, shock or up and down movement range can be determined in conjunction with the effect, in conjunction with the previous time or position It can be used as inspection data at a specific location. When interpreting the results of vibration sensors as monitoring, they can also be deployed as frequency functions.

20, the description of the rest of the configuration will be omitted by referring to FIG.

21 is a block diagram for explaining the fifth embodiment of the present invention. Referring to FIG. 21, a fifth embodiment of the present invention includes a main wet plate in contact with a tramline, a main wet plate mechanism structurally supporting the main wet plate, a base mechanism fixed to a loop of an electric vehicle, the main wet plate mechanism, A pantograph unit (100) coupled to the base mechanism and including an elevating arm mechanism for height adjustment of the main wet plate mechanism from the loop of the electric vehicle, and provided with elastic means for closely contacting the main wet plate to the tram line; A speed information sensing unit 640 installed with a speed information detecting sensor to measure a speed while driving the electric vehicle; A dynamic motion sensing unit (400) installed with a motion detection sensor and linked to the speed information sensing unit to detect vertical motion of the pantograph unit during driving of the electric vehicle; At least one of the 'location information sensing unit 620', which is installed with a location information sensor to measure the position of the train while driving, or the 'segment information sensing unit 630', where the section information detection sensor is installed to measure the driving section of the train. It includes; A monitoring unit for receiving the information from the dynamic motion sensing unit, the speed information sensing unit information, the position information sensing unit or the section information sensing unit, and monitoring the up / down motion detection result of the pantograph by the tramline inspection data for each position or section ( 600); characterized in that it comprises a configuration consisting of. Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the tramline inspection data to the situation room monitoring system 800 via a base station, the situation room monitoring system 800 is a configuration of the communication partner and the communication communication unit 700.

21 is a combination of a second embodiment based on the location information sensing unit 620 or a third embodiment based on the section information sensing unit 630 based on the speed information sensing unit 640. to be. Therefore, description of the operation is omitted by quoting the above.

In the present invention, the transmission communication unit 600 is a variable and data block including any one or more of time / position / section / speed when using only one pantograph as an inspection means in one electric vehicle, a data block measuring a range of dynamic motion, In addition, as a normal packet frame based on a train ID or the like, data can be transmitted by adding a destination address. Of course, the packet frame will also include a frame check sequence (FCS) function such as CRC-32.

If a plurality of pantographs are used as an inspection means in one electric vehicle, a pantograph ID is required for the packet frame in addition to the above description.

FIG. 22 is a flowchart summarizing the process of monitoring the catenary inspection data to the monitoring unit 600 in the first to fifth embodiments of the present invention described with reference to FIGS. 12, 18, 19, 20, and 21.

12, 18, 19, 20, and 21, as shown in FIG. 22, senses the dynamic movement of the pantograph while driving (1a), uploads the set event detection condition (1b), and senses the dynamic movement. It provides a configuration that detects an event in the data (1c), stores it as tramline inspection data with a variable (2) corresponding to at least one of time position section speeds (3a), and monitors it (4). do. In the monitoring, an alarm or the like may occur in the front line inspection data corresponding to the set event detection condition.

FIG. 23 is a flowchart illustrating a configuration in which the seventh embodiment of the present invention is implemented as an opposite configuration interworking with any one of the first to fifth embodiments of the present invention described above, and a block diagram thereof is described with reference to FIG. 12, 18, 19, 20, 21. Therefore, referring to Figs. 12, 18, 1, 9, 20, 21 and 23, the seventh embodiment of the present invention is the first embodiment in the monitoring system 5 of the operation room which manages the operation of each electric vehicle. To the communication partner 700 associated with the transmission and communication unit 700 posted in any one of the fifth to fifth embodiments to communicate the line inspection data 3a obtained and stored as any one of the first to fifth embodiments. In addition to collecting (3b), and the monitoring system unit 800 for monitoring by combining the individual or a plurality of the main line monitoring data obtained from any one of the first embodiment to the fifth embodiment; It is done. In addition, when monitoring the information collected by the monitoring system unit 800 separately or in combination, as shown in the first to fifth embodiments (2, 3a), the time function, location function, section ( Travel distance) function, speed function, impact function, phase function, vibration (frequency) function may be configured to monitor as a table or graph by a function (5a). In addition, it may be configured to be represented as an alarm (lamp, sound, monitor, etc.) in the front line monitoring data that is an abnormal indication state exceeding the set dynamic range.

FIG. 24 is a flowchart illustrating another type of the sixth embodiment of the present invention, while FIG. 24 shows the time / location / segment for data 1a sensed while driving, while FIG. When the variable including any one or more of travel distance) / speed / phase / frequency is directly added (2a, 2b) and transmitted to the monitoring system 800 as packet data 3b, the monitoring system 800 stores and monitors the processing. It is intended to be.

As described above, as described above, raw inspection data may be collected as it is to be precisely analyzed in a professional monitoring system, and the state of the vehicle line may be permanently and precisely preserved, thereby continuously monitoring and comparing thereafter. On the other hand, in FIG. 23, since all raw data is not transmitted to the monitoring system 800, only event data is extracted from each train and transmitted, thereby further reducing the transmitted data.

In the centralized monitoring system that collects dynamic motion data from a plurality of electric vehicles through FIGS. 23 and 24, when an event is generated only in a specific electric vehicle, unlike an average data from a plurality of electric vehicles, a pantograph of the electric vehicle is applied. It can be determined whether the mechanical abnormality, bar according to the present invention has the effect of inspecting the pantograph of the electric train as well as the fixed tram line.

25 is a block diagram for explaining the sixth embodiment of the present invention. Referring to FIG. 25, a sixth embodiment of the present invention includes a main wet plate in contact with a tramline, a main wet plate mechanism structurally supporting the main wet plate, a base mechanism fixed to a loop of an electric vehicle, the main wet plate mechanism, A pantograph unit 100 coupled to the base mechanism and including an elevating arm mechanism for height adjustment of the main wet plate mechanism from a loop of the electric vehicle, and provided with elastic means for closely contacting the main wet plate to the tram line, and installed on the electric vehicle; Dynamic motion sensing unit 450 for inspecting the up and down movement of the pantograph portion during the driving of the electric vehicle as a motion detection using a photographing sensor; 'Location information sensing unit 610' for measuring the running time of the electric vehicle or 'location information sensing unit 620' for measuring the position while driving as a position information sensor or 'information measuring section' At least one of the section information sensing unit 630 '; Combining the information received from the dynamic motion sensing unit with one or more of the information received from the visual information sensing unit, the information received from the location information sensing unit, or the information received from the segment information sensing unit. It characterized in that it comprises a configuration consisting of; monitoring unit 600 for monitoring the up and down movement test results of the pantograph. Here, the monitoring unit 600 is a configuration that is linked to the data communication of the transmission and communication unit 700, for example, a configuration that can be monitored in the electric vehicle control system through the LAN. In addition, the transmission communication unit 700 is a configuration for transmitting the catenary inspection data to the situation room monitoring system 800 via a base station, the situation room monitoring system 800 is a configuration of the communication partner and the communication communication unit 700 and the above-described configuration and same.

In FIG. 25, 'a dynamic motion sensing unit 450 for inspecting the up and down movement of the pantograph unit while driving the electric vehicle as a motion detection using a photographing sensor;' is illustrated as a camera installed at an appropriate position of the electric vehicle loop. In the configuration shown at 450, the photographing sensor 450 recognizes the dynamic movement state of the pantograph while driving as a change in the X / Y coordinate value on the computer screen.

Here, the screen information from the photographing sensor (the term including the camera) can be simplified to a compressed format such as H.262. However, if all the data on the screen is stored or transmitted, the amount of data increases. In detecting only vertical motion, comparing all screen data with front and rear frames one by one carries a burden of processing complicated calculations. The present invention provides a configuration in which the pantograph unit additionally installs a shape target that acts as a target so that it can be recognized as a coordinate value of a specific object on the screen as a target of a photographing sensor so as to improve the operation even more effectively. . This does not necessarily presuppose installation.

As the shape target, one or more LED light emitting bodies are directed toward the photographing sensor at a specific pantograph portion, and may be implemented to constitute a specific external shape. Furthermore, such LEDs are configured in color to be recognized by the photographing sensor as a code signal. You can do it. The result of the recognition is that the photographing sensor drags it to the screen and examines the movement characteristics by moving the X / Y coordinate value, or moves the focus of the photographing sensor following the shape target (automatically tracks the camera focus according to the movement of the object). Function) can be configured to respond by sensing the pan tilt angle.

The shape target may also add a recognition means such as a barcode to inspect the pantograph unit's movement up, down, left and right three-dimensionally while avoiding confusion from surrounding noise or disturbing objects. In this case, even a power source for driving the LED is unnecessary. In addition, by providing a separate cleaning means in the enclosure of the shape target or the photographing sensor, it is possible to maintain cleanness from contamination of the shape target from rain or snow or contamination of the lens of the photographing sensor. The cleaning means related to this is a windmill + decelerator type rotary cleaner, air pressure compressed air spray, vibration type vacuum cleaner, etc., to prevent snow snowfall and prevent pollution from rain. Can be prevented. In addition, the rotary cleaner may be considered to be configured to interlock with the rotating body of the wind power generation unit to be described later.

In addition, when the shape target is not configured as an LED, a separate lighting means may be added to prevent the deterioration of the function of the shooting sensor in the tunnel or at night. In this case, it is preferable to take a step further and include a lens or a reflecting plate to receive it from the shape target and reflect it toward the photographing sensor.

On the other hand, the shooting sensor is left in the open air in the roof of an electric vehicle, and has a bad environment of a decrease in sensation temperature, which is drastically lowered from the ambient temperature by the wind pressure that swells at a high temperature than the normal temperature by the direct sunlight of the sun in summer and the high-speed wind speed in the winter. In addition, the temperature stabilization means may be configured to maintain the temperature, humidity, etc. in a predetermined range through the heating mechanism or the cooling mechanism so as to protect it from changes in the ambient temperature. Furthermore, such a temperature stabilization means is a common feature that can be applied to devices such as photographing sensors as well as all sensors installed in the open air to which the present invention is applied.

Of course, such cleaning means, lighting means and temperature protection means each of the humidity sensor, pollution detection sensor, day and night sensor, temperature detection sensor, etc. in a single or a plurality of built-in and interlocked with each means to operate automatically or electric vehicles It is also possible to configure the operator of the remote control manually or combine them to operate properly.

The above configuration, which is not shown, prevents the deterioration of the photographing sensor from rain or snow, and maintains the function of recognizing the result of visual photographing on the screen despite the tunnel or the night. It has a detailed effect of overcoming poorness. In addition, a cooling mechanism such as a heating mechanism or a fan interlocked with a temperature sensor or a humidity sensor that automatically operates such a configuration also has a beneficial effect of improving user convenience and ensuring safety.

In FIG. 25, the rest of the configuration is similar to that of the first to fifth embodiments described above, and thus redundant descriptions thereof will be omitted.

FIG. 26 is a diagram illustrating a monitoring screen of the seventh embodiment of FIGS. 23 and 24 that monitor the first to sixth embodiments.

Fig. 26 shows the Y-axis as the movement range (e) and the X-axis as the time (t) / travel distance (d) / position (p), for example, and the inspection data is displayed on such a graph to observe the abnormality. It is done forever.

For example, in the case of a normal track and a tramline, a stable sine wave shape with a constant period and amplitude will be formed as shown in the upward magnification (a) of FIG. 26, but if the tramline sags or lifts up and down, Abnormal signs (b) or abnormal signs of vibration or abnormal signs of the flow phase will appear. In addition, it is possible to make an alarm sound at a certain range or more of a symptom, and to determine a time, a position, a driving distance, etc. from the data origin D at which the symptom occurs. Of course, in some cases, it is natural to upload and view the screen inspected by the photographing sensor.

Here, each of the abnormal signs (a), (b), (c) is the inspection data obtained from the shock sensor, the distance sensor, the proximity sensor, the tilt sensor, the vibration sensor, the arc sensor or the photographing sensor composed of a dynamic motion sensor. It is displayed.

Each embodiment of the present invention described above is not limited to the above embodiments, and in particular, the driving reading unit may be replaced with a simple configuration such that the folded state of the pantograph is not misjudged as inspection data while the vehicle is stopped. You may. Furthermore, the present invention is implemented to include the "reading device of the pantograph static posture" filed on the same date as the present invention by combining the driving reading unit and the dynamic motion sensing unit, or may include both of the invention as an integrated configuration integrally. have.

Although not shown, in the case of the dynamic motion sensing unit, the visual information sensing unit, the monitoring unit, the position information sensing unit, the section information sensing unit, or the speed information sensing unit in each of the drawings, the pantograph unit, which is a high voltage current collector, Even if attached, the operating power may be configured as a separate low voltage power supply independent of the high voltage power of the vehicle line. In other words, the present invention is fixed to the loop of the electric vehicle by using the characteristics of directly receiving the wind in the driving state, and exposed to the open air, by charging the wind using the wind power means or solar light to rotate the windmill with the driving wind to obtain the electromotive force The battery means may be installed in the pantograph unit to form an independent low voltage operating power source. When such an independent power source is configured, the components directly contacting the pantograph unit and the components fixed to the electric vehicle loop are wirelessly communicated with each other. Sending signals is electrically safer. In addition, the independent operating power source of the present invention may be configured as an arc collector for charging arc discharge generated from the main wet plate and the tank line of the electric vehicle, such a detailed configuration in the present invention to solve the interference with the difficult high-voltage line Can be an effective low voltage operating power supply.

In the case of the wind power generator installed in the pantograph unit, as the electric vehicle moves forward or backward, the direction of rotation of the windmill will be different and accordingly, the height of the generated voltage may vary, but it is installed in a plurality of wind generators in the front and rear directions. And a rectifier or hybrid coupling circuit for coupling the respective outputs, or a switching circuit using a voltage comparator or a wind pressure sensor. Alternatively, wind turbines can be installed in one direction, but they can be overcome by automatically adjusting the output voltage. Furthermore, the wind turbine direction of the wind turbine is automatically switched by using the driving wind applied to the windmills when the electric vehicle is driven backward. By eccentric shaft can also be overcome by the direction control configuration in which the wind turbine is rotated according to the direction of the wind.

However, the operating power source that is not specifically designated in the present invention means that it is configured by conventional means configured to be distributed by down to a constant potential from a high voltage power source or constitute a battery or the like.

100; Pantograph portion 110; Main bar cross section 111; Pan head, 112; Elastic member, 120; Base frame 121; Loops of electric vehicles, 131/132; Upper arm / low arm, 133; Thrust rod, 400; Dynamic motion sensing unit, 410; Distance sensor, 420; Proximity sensor, 430; Tilt sensor, 440; Diaphragm sensor, 450; Sensor, 500; Traveling reading unit, 600; Monitoring unit, 610; Visual information sensing unit, 620; Location information sensing unit 630; Section information sensing unit, 640; Speed information sensing unit 700; Transmission and communication unit 800; Monitoring system, 810; Database.

Claims (28)

The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; A dynamic motion sensing unit installed with a motion sensor to detect vertical motion of the pantograph unit while the electric vehicle is running; A visual information sensing unit to measure a time while driving the electric vehicle; And a monitoring unit configured to receive the information from the dynamic motion sensing unit and the information from the visual information sensing unit and monitor the up and down motion detection result of the pantograph by the hourly tramline inspection data. Catenary inspection device using motion monitoring. The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; A dynamic motion sensing unit installed with a motion sensor to detect vertical motion of the pantograph unit while the electric vehicle is running; A location information sensing unit installed with a location information sensing sensor to measure a location of the electric vehicle while driving; And a monitoring unit configured to receive the information from the dynamic motion sensing unit and the information from the position information sensing unit and monitor the vertical motion detection result of the pantograph as the tramline inspection data for each position. Catenary inspection device using dynamic motion monitoring. The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; A dynamic motion sensing unit installed with a motion sensor to detect vertical motion of the pantograph unit while the electric vehicle is running; A section information sensing unit having a section information detecting sensor installed to measure a section of the electric vehicle while driving; And a monitoring unit configured to receive the information from the dynamic motion sensing unit and the information from the section information sensing unit and to monitor the up and down motion detection result of the pantograph using the inspection data for each section of the pantograph. Catenary inspection device using dynamic motion monitoring. The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; A speed information sensing unit installed with a speed information detecting sensor to measure a speed while the electric vehicle is traveling; A dynamic motion sensing unit installed with a motion sensor to detect vertical motion of the pantograph unit while the electric vehicle is running; At least one of a "location information sensing unit" installed with a location information sensor and measuring a position while driving the electric vehicle or a "segment information sensing unit" installed with a section information sensor and measuring a section while the electric vehicle is running; Receiving information from the dynamic motion sensing unit, information of the speed information sensing unit, information of the position information sensing unit or the section information sensing unit, and monitoring the up / down motion detection result of the pantograph by position, section, or speed by the tramline inspection data. Monitoring unit; Catenary inspection apparatus using the dynamic movement monitoring of the pantograph, comprising a configuration consisting of. The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; A speed information sensing unit installed with a speed information detecting sensor to measure a speed while the electric vehicle is traveling; A dynamic motion sensing unit installed with a motion sensor to detect vertical motion of the pantograph unit while the electric vehicle is running; At least one of a "location information sensing unit" installed with a location information sensor and measuring a position while driving the electric vehicle or a "segment information sensing unit" installed with a section information sensor and measuring a section while the electric vehicle is running; Receiving information from the dynamic motion sensing unit, information of the speed information sensing unit, information of the position information sensing unit or the section information sensing unit, and monitoring the up / down motion detection result of the pantograph by position, section, or speed by the tramline inspection data. Monitoring unit; Catenary inspection apparatus using the dynamic movement monitoring of the pantograph, comprising a configuration consisting of. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect the vertical motion of the pantograph as a reflection distance measurement in the distance sensor installed in the pantograph directly reflecting type. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect the vertical motion of the pantograph as a proximity interval measurement of the proximity sensor installed in the pantograph unit in a non-contact manner. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit comprises a configuration configured to detect the vertical motion of the pantograph as a measurement of the inclination angle of the inclination sensor installed in the pantograph to detect the tilt. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect the vertical motion of the pantograph as a measurement value of the diaphragm sensor provided to detect the displacement of the elastic means in the pantograph. Catenary inspection apparatus using the dynamic movement monitoring of the pantograph, characterized in that. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect the vertical motion of the pantograph as a measure of the impact strength of the shock sensor installed in the pantograph unit by shock detection. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect the vertical motion of the pantograph as a vibration characteristic measurement of the vibration sensor installed in the pantograph unit by vibration sensing. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The method according to any one of claims 1 to 5, wherein the dynamic motion sensing unit includes a configuration configured to detect a vertical motion of the pantograph unit as an output measurement of an arc sensor provided to detect an arc in the pantograph unit. Catenary inspection apparatus using dynamic movement monitoring of the pantograph. The main wet plate and the main wet plate mechanism structurally supporting the main wet plate, the base mechanism fixed to the loop of the electric vehicle, the main wet plate mechanism and the base mechanism is coupled between the main wet plate mechanism and the A pantograph portion including an elevating arm mechanism for adjusting the height from the loop and provided with elastic means for closely contacting the main wet plate to the electric vehicle line and installed in the electric vehicle; Dynamic motion sensing unit for inspecting the up and down movement of the pantograph portion during the driving of the electric vehicle as a motion detection using a photographing sensor; The 'time information sensing unit' that measures the driving time of the train or the 'location information sensing unit' which measures the position while driving as the position information sensor or the 'segment information sensing unit' which measures the section during the driving of the train as the section information sensor. At least one; The information received from the dynamic motion sensing unit combines one or more of the information received from the visual information sensing unit, the information received from the location information sensing unit, or the information received from the section information sensing unit. And a monitoring unit for monitoring the up and down motion test result of the pantograph. An apparatus for inspecting an electric vehicle using the dynamic motion monitoring of the pantograph by the dynamic motion monitoring of the pantograph. 15. The apparatus of claim 13, wherein the pantograph unit additionally includes a shape target that acts as a target so that the dynamic motion sensing unit can measure the coordinates of a specific object on the screen to be photographed when the pantograph unit inspects the up and down movement of the pantograph unit. Catenary inspection apparatus using the dynamic movement monitoring of the pantograph by the dynamic movement monitoring of the pantograph further comprising a configuration. 15. The dynamic movement monitoring of the pantograph according to claim 14, wherein the pantograph unit further comprises a cleaning means for cleaning the contamination on the shape target from rain or snow adsorbed during driving of the electric vehicle. Catenary inspection apparatus using dynamic movement monitoring of pantograph by means of: The apparatus according to claim 14, wherein the photographing sensor further comprises a configuration in which the lighting sensor illuminating the shape target is installed in association with the pantograph. 15. The method of claim 13, wherein the photographing sensor further comprises a configuration for installing a temperature stabilization means for maintaining the operating temperature in a certain range even when the ambient temperature changes, the dynamic movement monitoring of the pantograph by the dynamic movement monitoring of the pantograph Catenary inspection device used. According to any one of claims 1 to 5 or 13, characterized in that it further comprises an interlocking configuration of; a transmission communication unit for transmitting the train line inspection data to the base station when the data communication between the electric vehicle and the base station is set up; Catenary inspection apparatus using dynamic movement monitoring of the pantograph. 19. The apparatus of claim 18, wherein the data communication setting of the transmission communication unit is performed at least one time with the base station between the start point and the end point of the electric vehicle. 19. The apparatus of claim 18, wherein the data communication setting of the transmission communication unit is performed through wireless communication. The apparatus of claim 18, wherein the data communication setting of the transmission communication unit is performed through wire communication. 19. The apparatus of claim 18, wherein the data communication setting of the transmission communication unit is performed through power line communication. The method according to any one of claims 1 to 5 or 13, wherein the dynamic motion sensing unit, the visual information sensing unit, the monitoring unit, the location information sensing unit, the section information sensing unit or the speed information sensing unit The negative operating power source is a low voltage configuration independent of the high voltage power of the electric vehicle line, and includes a configuration of wind power generation means installed in the pantograph unit and generated by wind power during driving of the electric vehicle. Catenary inspection device using motion monitoring. The method according to any one of claims 1 to 5 or 13, wherein the dynamic motion sensing unit, the visual information sensing unit, the monitoring unit, the location information sensing unit, the section information sensing unit or the speed information sensing unit The negative operating power source is a low voltage configuration independent of high voltage power, and is installed in the pantograph unit and includes an arc collector unit configured to receive the arc discharge generated by the organic power from the tank line and the main wet plate to the dynamic movement monitoring of the pantograph. Catenary inspection apparatus using dynamic movement monitoring of pantograph by means of: The method according to any one of claims 1 to 5 or 13, wherein the dynamic motion sensing unit, the visual information sensing unit, the monitoring unit, the location information sensing unit, the section information sensing unit or the speed information sensing unit The negative operating power source is a low voltage configuration independent of high voltage power, and an electric line inspection apparatus using the dynamic motion monitoring of the pantograph by the dynamic motion monitoring of the pantograph, comprising a configuration of a solar cell installed in the pantograph unit and generating solar light. . In the monitoring system of the electric vehicle general situation room, operating as a communication partner associated with the transmission and communication unit posted in claim 15 to collect the front line monitoring data posted in any one of claims 1 to 5 or 13. In addition, the monitoring system unit for monitoring the abnormal signs of the tank line by combining the vehicle line monitoring data posted in any one of claims 1 to 5 or claim 13 individually or plural for each electric vehicle. Catenary inspection apparatus using the dynamic movement monitoring of the pantograph, characterized in that. 21. The method of claim 20, wherein the monitoring system unit monitors the catenary inspection data individually or in combination with at least one of a time function, a position function, a section (travel distance) function, a speed function, a phase function, or a frequency function. Catenary inspection apparatus using the dynamic movement monitoring of the pantograph, characterized in that it comprises a configuration to monitor as a developed graph. 21. The vehicle lane according to claim 20, wherein the monitoring system unit comprises a configuration configured to generate an alarm in the abnormal symptom inspection data when monitoring the individual inspection lines by combining the vehicle line inspection data individually or in plurality. Inspection device.

Images