CN112319519B - Locomotive sanding control system and control method - Google Patents
Locomotive sanding control system and control method Download PDFInfo
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- CN112319519B CN112319519B CN202011265474.0A CN202011265474A CN112319519B CN 112319519 B CN112319519 B CN 112319519B CN 202011265474 A CN202011265474 A CN 202011265474A CN 112319519 B CN112319519 B CN 112319519B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/08—Preventing wheel slippage
- B61C15/10—Preventing wheel slippage by depositing sand or like friction increasing materials
- B61C15/102—Preventing wheel slippage by depositing sand or like friction increasing materials with sanding equipment of mechanical or fluid type, e.g. by means of steam
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Abstract
The invention discloses a locomotive sanding control system and a control method, wherein the sanding control system comprises a main air source, a group of end forward sanders, a group of end backward sanders, at least one group of non-end forward sanders and at least one group of non-end backward sanders, wherein the end forward sanders, the end backward sanders, the non-end forward sanders and the non-end backward sanders are all communicated with the main air source; the sand blasting device also comprises a first air blowing branch connected with each non-end forward sand spreader in parallel and a second air blowing branch connected with each non-end backward sand spreader in parallel; the first air blowing branch is used for communicating with a main air source and blowing air to the rail surface when the locomotive has a backward sanding demand; and the second air blowing branch is used for communicating with a main air source and blowing air to the rail surface when the locomotive has a forward sanding demand. The invention can improve the improvement effect of the adhesion performance of the sanding to the wheel rail.
Description
Technical Field
The invention belongs to the field of rail transit brake control, and particularly relates to a locomotive sanding control system and a locomotive sanding control method.
Background
In the field of rail traffic technology, the adhesion between the wheel rails of a locomotive plays a crucial role in its operation. Sundries such as oil stains, water stains, dust and the like are easily gathered among the wheel rails according to the operation environment, so that the adhesion performance between the wheel rails is reduced, and the phenomenon of idle running and slipping of the locomotive is easily caused.
The method for improving the adhesion performance between wheel rails commonly used by the locomotive at present is sanding. The sanding technology is to spray sand with a certain size range on the rail surface, and the sanding direction is opposite to the advancing direction of the locomotive.
Taking six-axle locomotive sanding as an example, as shown in fig. 1, a group of forward end sanders 5 and 6 are arranged at the wheel pair of the 1 st axle; a group of non-end forward sand spreaders 7 and 8 are arranged at the wheel pair of the 4 th shaft; a group of non-end backward sand spreaders 9 and 10 are arranged at the wheel pair of the 3 rd shaft; a set of rear- end sanders 11, 12 are mounted at the 6 th axle wheel pair. The end forward sand spreaders 5, 6, the non-end forward sand spreaders 7, 8, the non-end backward sand spreaders 9, 10 and the end backward sand spreaders 11, 12 can be connected to the main air source, when a certain sand spreader is connected to the main air source, the sand spreader starts to spread sand. In fig. 1, when the locomotive is running forward, the end forward sand spreaders 5, 6 and the non-end forward sand spreaders 7, 8 are both connected to the main wind source and spread sand to the rail surface 21; when the locomotive has a sanding demand in the backward driving process, the end backward sand spreaders 11, 12 and the non-end backward sand spreaders 9, 10 are communicated with the main wind source and sand is spread to the rail surface 21.
The improvement effect of the sanding on the adhesion performance between the wheel and the rail is poorer than that of the dry rail surface aiming at the wet rail surface, and if the rail surface is provided with sundries such as oil stain, water stain, dust and the like, the effect of the sanding on the improvement of the adhesion between the wheel and the rail is further reduced.
Disclosure of Invention
The invention aims to provide a locomotive sanding control system and a locomotive sanding control method aiming at the defect of poor improvement effect of sanding on the adhesion performance between wheel rails when sundries exist on the rail surface or the rail surface is wet, and the improvement effect of sanding on the adhesion performance between the wheel rails can be improved when the sundries exist on the rail surface or the rail surface is wet.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a locomotive sanding control system comprises a main air source, a group of end forward sanders, a group of end backward sanders, at least one group of non-end forward sanders and at least one group of non-end backward sanders, wherein the end forward sanders, the end backward sanders, the non-end forward sanders and the non-end backward sanders are all communicated with the main air source; wherein:
the end part forward sand spreader and the non-end part forward sand spreader are used for communicating with a main air source and spreading sand when the locomotive has a forward sand spreading requirement;
the end backward sand spreader and the non-end backward sand spreader are used for communicating with a main air source and spreading sand when the locomotive has a backward sand spreading requirement;
the air blowing device is characterized by further comprising a first air blowing branch connected with each non-end forward sand spreader in parallel and a second air blowing branch connected with each non-end backward sand spreader in parallel;
the first air blowing branch is used for communicating with a main air source and blowing air to the rail surface when the locomotive has a backward sanding demand;
and the second air blowing branch is used for communicating with a main air source and blowing air to the rail surface when the locomotive has a forward sanding demand.
By means of the structure, when the locomotive has a sanding demand, in addition to normally controlling sanding of the sanders in the corresponding directions, the locomotive blows high-pressure air out of the blowing branch corresponding to the unused non-end sanders of the locomotive to blow and sweep the rail surface, so that the rail surface with sundries becomes clean, and the improvement effect of sanding on the adhesion performance of the wheel rail is improved.
Furthermore, each first blowing branch is also provided with a first heater, and each first blowing branch is also provided with a second heater.
By means of the structure, the air in the blowing branch is heated, so that the blowing branch blows high-pressure and high-temperature air to blow and sweep the rail surface, the wet rail surface with impurities becomes clean and dry, and the effect of improving the adhesion performance of sanding to the wheel rail is improved.
As a preferable mode, the end forward sand blaster is connected with the main air source through a first sand blasting electromagnetic valve, and the non-end forward sand blaster is connected with the main air source through a second sand blasting electromagnetic valve; the end backward sand spreader is connected with the main air source through a third sand spreading electromagnetic valve, and the non-end backward sand spreader is connected with the main air source through a fourth sand spreading electromagnetic valve.
By means of the structure, the on-off between each sand spreader and the main air source is controlled through the power on and off of each sand spreading electromagnetic valve.
As a preferable mode, the device further comprises a first switching electromagnetic valve and a second switching electromagnetic valve; a first port of the first switching electromagnetic valve is connected with a main air source through a second sanding electromagnetic valve, a second port of the first switching electromagnetic valve is connected with an air inlet of the forward sand spreader at the non-end part, and a third port of the first switching electromagnetic valve is connected with an air inlet of the first air blowing branch; the first port of the second switching electromagnetic valve is connected with a main air source through a fourth sanding electromagnetic valve, the second port of the second switching electromagnetic valve is connected with an air inlet of the non-end backward sander, and the third port of the second switching electromagnetic valve is connected with an air inlet of the second blowing branch.
By means of the structure, the switching electromagnetic valve is used for switching control of the air path, for example, when the switching electromagnetic valve is powered off, the first port is communicated with the second port, namely, the main air source is communicated with the corresponding sand spreader; when the switching electromagnetic valve is electrified, the first port of the switching electromagnetic valve is communicated with the third port, namely, the main air source is communicated with the corresponding air blowing branch.
Based on the same invention concept, the invention also provides a locomotive sanding control method, which comprises the following steps:
when the locomotive has a forward sanding demand, the end forward sanding device and the non-end forward sanding device are both communicated with a main air source and sand the rail surface;
when the locomotive has a backward sanding demand, the end backward sanding device and the non-end backward sanding device are both communicated with the main air source and sand the rail surface;
it is characterized by also comprising:
when the locomotive has a forward sanding demand, the non-end backward sanding device is communicated with the main air source and blows air to the rail surface;
when the locomotive has a backward sanding demand, the non-end forward sanding device is communicated with the main air source and blows air to the rail surface.
Further, when the locomotive has a forward sanding demand, the non-end backward sanding device heats and blows out air from a main air source; when the locomotive has a backward sanding demand, the non-end forward sanding device heats air from a main air source and blows the air out.
Compared with the prior art, when the locomotive has a sanding demand, the invention not only normally controls sanding of the sander in the corresponding direction, but also utilizes the blowing branch corresponding to the unused non-end sander of the locomotive to blow high-pressure and high-temperature wind to blow and sweep the rail surface, so that the wet rail surface with impurities becomes clean and dry, and the improvement effect of the sanding on the adhesion performance of the wheel rail is improved.
Drawings
FIG. 1 is a schematic diagram of a six-axis locomotive sander arrangement.
Fig. 2 is a schematic structural diagram of an embodiment of a sanding control system of the present invention.
Fig. 3 is a structural view of an electric control during forward sanding according to the present invention.
Fig. 4 is a structural view of an electric control at the time of sanding backward in the present invention.
Wherein, 1 is a first sanding solenoid valve; 2 is a second sanding solenoid valve; a third sanding solenoid valve is arranged at the position 3; 4 is a fourth sanding solenoid valve; 5, 6 are sand spreaders with forward ends; 7, 8 are non-end forward sand spreaders; 9, 10 are non-end-part backward sand spreaders; 11, 12 are end backward sand spreaders; 13, 15 are second switching electromagnetic valves; 14, 16 are first switching solenoid valves; 17, 19 is a second heater; 18, 20 are first heaters; 21 is a rail surface; 22 is a total wind source; 23, 24 are first air blowing branches; 25, 26 are second blowing branches; 27 is a locomotive control system; s1 is a first switch; s2 is a second switch; s3 is a third switch; s4 is a fourth switch.
Detailed Description
Taking a six-axis locomotive sanding control as an example, as shown in fig. 2, the locomotive sanding control system comprises a main air source 22, a group of forward-end sanders 5 and 6 (arranged at the wheel set of the 1 st axis), a group of backward-end sanders 11 and 12 (arranged at the wheel set of the 6 th axis), a group of non-forward-end sanders 7 and 8 (arranged at the wheel set of the 4 th axis), a group of non-backward-end sanders 9 and 10 (arranged at the wheel set of the 3 rd axis), the forward- end sanders 5 and 6, the backward- end sanders 11 and 12, the non-forward- end sanders 7 and 8, and the non-backward- end sanders 9 and 10, which are all communicated with the main air source 22; wherein:
the forward end sanders 5, 6 and the non-forward end sanders 7, 8 are used to communicate with and sand the main air supply 22 when the locomotive has a forward sanding demand.
The end- back sanders 11, 12 and the non-end- back sanders 9, 10 are used to communicate with the main air supply 22 and to sand when the locomotive has a need for back sanding.
The locomotive sanding control system further comprises a first blowing branch 23, 24 connected in parallel with each non-end forward sander 7, 8, and a second blowing branch 25, 26 connected in parallel with each non-end rearward sander 9, 10.
The first blowing branches 23, 24 are used for communicating with the main air source 22 and blowing air to the rail surface 21 when the locomotive needs to sand backwards.
The second blowing branches 25, 26 are used for communicating with the main air source 22 and blowing air to the rail surface 21 when the locomotive has a forward sanding demand.
When the locomotive has the sanding demand, in addition to normally controlling the sanding of the sanders in the corresponding directions, the blowing branch corresponding to the unused non-end sanders of the locomotive is used for blowing high-pressure and high-temperature wind to blow and sweep the rail surface 21, so that the wet rail surface 21 with sundries becomes clean and dry, and the improvement effect of the adhesion performance of the sanding to the wheel rail 21 is improved.
The forward end sanders 5, 6 are connected to a main air source 22 via a first sanding solenoid valve 1, and the non-forward end sanders 7, 8 are connected to the main air source 22 via a second sanding solenoid valve 2; the end- back sanders 11, 12 are connected to the main air supply 22 via a third sanding solenoid valve 3, and the non-end- back sanders 9, 10 are connected to the main air supply 22 via a fourth sanding solenoid valve 4. The on-off between each sand spreader and the main air source 22 is controlled by the power on and off of each sand spreading electromagnetic valve. When the locomotive carries out forward sanding, the forward sanding solenoid valves (the first sanding solenoid valve 1 and the second sanding solenoid valve 2) are controlled to be electrically conducted, and the non-end backward sanding solenoid valve (the fourth sanding solenoid valve 4) is also electrically conducted; and similarly, when the locomotive carries out backward sanding, the backward sanding solenoid valves (the third sanding solenoid valve 3 and the fourth sanding solenoid valve 4) controlled by the locomotive are electrically conducted, and the non-end forward sanding solenoid valve (the second sanding solenoid valve 2) is also electrically conducted.
The locomotive sanding control system also comprises first switching electromagnetic valves 14 and 16 and second switching electromagnetic valves 13 and 15; a first port of the first switching solenoid valve 14, 16 is connected with a main air source 22 through the second sanding solenoid valve 2, a second port of the first switching solenoid valve 14, 16 is connected with an air inlet of the forward sand spreader 7, 8 at the non-end part, and a third port of the first switching solenoid valve 14, 16 is connected with an air inlet of the first air blowing branch 23, 24; the first ports of the second switching solenoid valves 13, 15 are connected to the main air source 22 through the fourth sanding solenoid valve 4, the second ports of the second switching solenoid valves 13, 15 are connected to the air inlets of the non-end backward sanders 9, 10, and the third ports of the second switching solenoid valves 13, 15 are connected to the air inlets of the second blowing branches 25, 26. The switching electromagnetic valve is used for switching control of the air path, for example, when the switching electromagnetic valve is powered off, a first port of the switching electromagnetic valve is communicated with a second port, namely, a main air source is communicated with a corresponding sand spreader; when the switching electromagnetic valve is electrified, the first port of the switching electromagnetic valve is communicated with the third port, namely, the main air source is communicated with the corresponding air blowing branch.
The invention also provides a locomotive sanding control method, which comprises the following steps:
when the locomotive has a forward sanding demand, the end forward sanders 5 and 6 and the non-end forward sanders 7 and 8 are communicated with a main air source 22 and sand the rail surface 21; the non-end rearward sanders 9, 10 communicate with a main air supply 22 and blow air against the rail face 21.
When the locomotive has a backward sanding demand, the end backward sand spreaders 11, 12 and the non-end backward sand spreaders 9, 10 are communicated with the main wind source 22 and sand is spread on the rail surface 21; the non-end forward sanders 7, 8 communicate with a main source of wind 22 and blow air against the rail face 21.
In another more preferred embodiment, the non-end rear sanders 9, 10 blow heated air from the main air supply 22 when the locomotive has a forward sanding demand; the non-end forward sanders 7, 8 heat and blow air from the main air supply 22 when the locomotive has a need for rearward sanding.
The structure of the electrical control structure of the invention when sanding forwards is shown in figure 3. When the locomotive has a forward sanding demand (a driver presses the first switch S1 or the locomotive control system 27 sends a forward sanding command and controls the second switch S2 to be closed), the first sanding solenoid valve 1, the second sanding solenoid valve 2 and the fourth sanding solenoid valve 4 are electrically conducted, the second switching solenoid valves 13 and 15 are electrically conducted and are communicated with the first port and the third port, the second heaters 17 and 19 are electrically conducted and are put into operation, and the first switching solenoid valves 14 and 16 are electrically disconnected and are communicated with the first port and the second port. At this time, the end forward sand spreaders 5, 6 and the non-end forward sand spreaders 7, 8 spread sand, and the second blowing branches 25, 26 blow high-pressure and high-temperature air to purge the rail surface 21.
The electrical control structure of the present invention when sanding backwards is shown in fig. 4. When the locomotive needs to sand backwards (a driver presses the third switch S3 or the locomotive control system 27 sends a forward sanding command and controls the fourth switch S4 to be closed), the third sanding solenoid valve 3, the fourth sanding solenoid valve 4 and the second sanding solenoid valve 2 are electrically conducted, the first switching solenoid valves 14 and 16 are electrically conducted and are communicated with the first port and the third port, the first heaters 18 and 20 are electrically conducted and are put into operation, and the second switching solenoid valves 13 and 15 are electrically disconnected and are communicated with the first port and the second port. At this time, the end-portion-oriented rear sand spreaders 11, 12 and the non-end-portion-oriented rear sand spreaders 9, 10 are sanded, and the first blowing branches 23, 24 blow high-pressure and high-temperature air to purge the rail surface 21.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (6)
1. A locomotive sanding control system comprises a main air source (22), a group of forward end sanders (5, 6), a group of backward end sanders (11, 12), at least one group of non-forward end sanders (7, 8) and at least one group of non-backward end sanders (9, 10), wherein the forward end sanders (5, 6), the backward end sanders (11, 12), the forward non-forward end sanders (7, 8) and the backward non-end sanders (9, 10) are communicated with the main air source (22); wherein:
the end forward sand spreaders (5, 6) and the non-end forward sand spreaders (7, 8) are used for communicating with the main air source (22) and spreading sand when the locomotive has a forward sand spreading requirement;
the end backward sand spreaders (11, 12) and the non-end backward sand spreaders (9, 10) are used for communicating with the main air source (22) and spreading sand when the locomotive needs backward sand spreading;
the device is characterized by further comprising first blowing branches (23, 24) connected with the non-end forward sand spreaders (7, 8) in parallel and second blowing branches (25, 26) connected with the non-end backward sand spreaders (9, 10) in parallel;
the first air blowing branches (23, 24) are used for being communicated with a main air source (22) and blowing air to the rail surface (21) when the locomotive needs to spread sand backwards;
the second blowing branches (25, 26) are used for communicating with the main air source (22) and blowing air to the rail surface (21) when the locomotive has a forward sanding demand.
2. A locomotive sanding control system according to claim 1, wherein the first blowing legs (23, 24) each have a first heater (18, 20) and the second blowing legs (25, 26) each have a second heater (17, 19).
3. A locomotive sanding control system according to claim 1 or 2,
the end forward sand spreaders (5, 6) are connected with a main air source (22) through a first sand spreading electromagnetic valve (1), and the non-end forward sand spreaders (7, 8) are connected with the main air source (22) through a second sand spreading electromagnetic valve (2);
the rear end sand spreaders (11, 12) are connected with the main air source (22) through a third sand spreading electromagnetic valve (3), and the non-rear end sand spreaders (9, 10) are connected with the main air source (22) through a fourth sand spreading electromagnetic valve (4).
4. A locomotive sanding control system as defined in claim 3, further comprising a first switching solenoid valve (14, 16) and a second switching solenoid valve (13, 15); a first port of the first switching electromagnetic valve (14, 16) is connected with a main air source (22) through a second sanding electromagnetic valve (2), a second port of the first switching electromagnetic valve (14, 16) is connected with an air inlet of the forward sand spreader (7, 8) at the non-end part, and a third port of the first switching electromagnetic valve (14, 16) is connected with an air inlet of the first air blowing branch (23, 24); the first ports of the second switching electromagnetic valves (13, 15) are connected with a main air source (22) through a fourth sanding electromagnetic valve (4), the second ports of the second switching electromagnetic valves (13, 15) are connected with air inlets of the non-end backward sanders (9, 10), and the third ports of the second switching electromagnetic valves (13, 15) are connected with air inlets of the second blowing branches (25, 26).
5. A locomotive sanding control method comprising:
when the locomotive has a forward sanding demand, the end forward sanding devices (5, 6) and the non-end forward sanding devices (7, 8) are communicated with a main air source (22) and sand the rail surface (21);
when the locomotive has a backward sanding demand, the end backward sanding devices (11, 12) and the non-end backward sanding devices (9, 10) are communicated with the main air source (22) and sand the rail surface (21);
it is characterized by also comprising:
when the locomotive has a forward sanding demand, the non-end backward sanding devices (9, 10) are communicated with a main air source (22) and blow air to the rail surface (21);
when the locomotive has a backward sanding demand, the non-end forward sanders (7, 8) are communicated with a main air source (22) and blow air to the rail surface (21).
6. A sanding control method as defined in claim 5,
when the locomotive has a forward sanding demand, the non-end backward sanding devices (9, 10) blow out heated air from the main air source (22);
when the locomotive has a backward sanding demand, the non-end forward sanders (7, 8) blow air from the main air source (22) after heating.
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