CN201712604U - Stringing type frequency control electric locomotive - Google Patents
Stringing type frequency control electric locomotive Download PDFInfo
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- CN201712604U CN201712604U CN2010202031980U CN201020203198U CN201712604U CN 201712604 U CN201712604 U CN 201712604U CN 2010202031980 U CN2010202031980 U CN 2010202031980U CN 201020203198 U CN201020203198 U CN 201020203198U CN 201712604 U CN201712604 U CN 201712604U
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Abstract
Disclosed is a stringing type frequency control electric locomotive, which mainly overcomes defects of long brake distance, poor braking ability, easy abrasion of brake shoes and the like of the existing air pressure or hand wheel mechanical brake due to slow reaction, and also solves technical problems of the derailment phenomenon and the like resulted from locking of locomotive wheels caused by excessive braking force or mechanical reasons. The utility model adopts the technical scheme comprising main points: the electric locomotive comprises a vehicle frame assembly and a sanding gear, a cab assembly is arranged at the front end of the vehicle frame assembly, a running gear and a frequency control electric control system are mounted on the vehicle frame assembly, an antilock braking device is mounted at both sides of the running gear respectively, the antilock braking device adopts a normally closed type electromagnetic time delay braking device, which is mainly composed of a braking disc spring, a cylinder body, a cylinder column, an electromagnetic iron core, a brake lever, a caliper disk brake body, a brake disk, an electromagnetic pressure switch device and a stringing type electric locomotive power failure anti-braking device. The utility model can adapt to various traction conditions of the mining electric locomotive, and the technique can also be used to improve the old mining electric locomotive.
Description
Technical field
The utility model relates to a kind of electric locomotive, particularly a kind of trolley frequency conversion speed-regulating industrial-mineral electric locomotive.
Background technology
At present, existing large-tonnage trolley locomotive technology is still immature, mainly exists the pantograph dead electricity can not electric braking; Make after the locomotive dead electricity uncontrollable; After the dead electricity again when electric the locomotive shake big; It is slow to brake, and the front and back wheel braking is inconsistent, causes poor stop.The large-tonnage trolley locomotive of great majority more than 14 tons is to adopt the dc electric power taking, by controller resistance variable voltage control, and control DC machine drive motor car.But the electric locomotive of this structure exists commutator copper bar on the DC motor rotor, carbon brush etc. easy to wear, must often change, problem such as maintenance workload is big; Also there is technology to reduce technical matterss such as wearing and tearing now, causes problems such as locomotive wheel locking but be difficult to solve the excessive or mechanical reason of braking force, thus issuable derailment occurring.As Xiangtan Motor Depot Co., Ltd.'s " trolley frequency conversion speed-regulating industrial-mineral electric locomotive " (number of patent application: 200820159558.4 in application on December 4th, 2008 utility model patent, notification number: CN201313550), it comprises a vehicle frame, this vehicle frame front end is established driver's cab, the Machine Room is established in the centre, the Machine Room, back is established in the rear end, driver's cab comprises a dividing plate and is located at dividing plate fwd controller, foot valve, the braking handwheel, dividing plate links to each other with the Machine Room, transverse arm before laying successively from front to back in the Machine Room, the front reduction gear case, differential attachment, variable-frequency motor, back transverse arm, back drop-gear box.It adopts the dc electric power taking, after making direct current (DC) from pantograph enter frequency converter, through inductance and capacitor filtering, the process inversion is the three plase alternating current of voltage, frequency adjustable under the control of micro controller system, again by the filtering of mouth sine wave filter, and the technical solution that frequency converter output three phase sine alternating-current voltage/AC voltage is given traction electric machine, though it is fragile that it has overcome existing electric locomotive alternating current dynamo, controller has contact, and easy to wear, needs to adopt defectives such as highly energy-consuming speed adjusting resistance.But still solve may be because of braking force excessive or mechanical reason cause problems such as locomotive wheel locking, derailment occurring might take place to wait.
Summary of the invention
The purpose of this utility model provides that a kind of brake response is fast, the electric trolley frequency conversion speed-regulating locomotive of good braking effect.
The technical scheme that its technical matters that solves the utility model adopts is: it comprises the frame assembly 13 and the device 17 that sands, establish driver's cab assembly 20 at the front end of frame assembly 13, running gear 14 and frequency control electric control system 18 are installed on the frame assembly 13, and the both sides of running gear 14 are separately installed with anti-lock brake system 15.Described anti-lock brake system 15 comprises the brake disc 2 that is installed on the electric locomotive wheel shaft 1, is set with disc brake spring 6 and electromagnetic core 8 in cylinder body 7, and electromagnetic core 8 is packed in an end of cylinder body 7, the other end suit disc brake spring 6 of cylinder body 7; Lever connection 5 passes disc brake spring 6 and the electromagnetic core 8 in the cylinder body 7, and the two ends that are positioned at cylinder body 7 outsides at lever connection 5 survive running-fit suit brake lever 4 respectively, and the lower end of brake lever 4 and brake equipment frame 3 are hinged; In the cooperation of the both sides of brake disc 2 slipper is installed, the bottom of slipper and pincers dish brake body 9 joins, and pincers dish brake body 9 is hinged on the two ends of brake equipment frame 3 and is linked with brake lever 4 formation; Control cable 11 joins with electromagnetic core 8, and control cable 11 is provided with electromagnetic pressure switch 12.Also can pincers coil brake body 9 and be provided with the anti-brake equipment 10 of trolley locomotive outage.The anti-brake equipment 10 of described trolley locomotive outage is a band brake type stops structure.Described electromagnetic pressure switch 12 comprises electromagnet, circuit, electromagnetic pressure inductor and automatically controlled circuit.
The utility model overcomes in the past air pressure or handwheel mechanical braking delay of response, causes stopping distance long, poor safety performance, and shortcoming such as brake shoe is easy to wear overcomes simultaneously that excessive or mechanical reason causes the locomotive wheel locking, the derailment occurring of generation because of braking force.Its deceleration and stopping performance excellence, safe and reliable.It can adapt to the various traction working condition conditions of industrial-mineral electric locomotive, also can use the utility model technology that old industrial-mineral electric locomotive is transformed simultaneously.
Description of drawings
Fig. 1 is the structural representation of existing trolley locomotive.
Fig. 2 is a structural representation of the present utility model.
Fig. 3 is the plan structure scheme drawing of Fig. 1.
Fig. 4 is the plan structure scheme drawing of Fig. 2.
Fig. 5 is the left TV structure scheme drawing of Fig. 1 and Fig. 2.
Fig. 6 is the structural representation of anti-lock brake system.
Fig. 7 is the right TV structure scheme drawing of Fig. 6.
Among the figure: 1-electric locomotive wheel shaft, 2-brake disc, 3-brake equipment frame, the 4-brake lever, the 5-lever connection, 6-disc brake spring, 7-cylinder body, the 8-electromagnetic core, 9-pincers dish brake body, the anti-brake equipment of 10-trolley locomotive outage, 11-controls cable, 12-electromagnetic pressure switch, the 13-frame assembly, 14-running gear, 15-anti-lock brake system, anti-lock brake system behind the 16-, the 17-device that sands, 18-frequency control electric control system, 19-rubber stops, 20-driver's cab assembly, 21-air cylinder connecting rod brake system.
The specific embodiment
Below in conjunction with drawings and Examples the utility model is described in further details.
The utility model comprises the frame assembly 13 and the device 17 that sands, establish driver's cab assembly 20 at the front end of frame assembly 13, running gear 14 and frequency control electric control system 18 are installed on the frame assembly 13, and the both sides of running gear 14 are separately installed with anti-lock brake system 15.Described anti-lock brake system 15 is a kind of normally closed electromagnetism time-delay brake equipments, generally be installed on the electric locomotive drop-gear box housing, it mainly is by disc brake spring 6, cylinder body 7, the anti-brake equipment 10 of cylinder bar, electromagnetic core 8, brake lever 4, pincers dish brake body 9, brake disc 2, electromagnetic pressure switching device 12 and trolley locomotive outage constitutes, it comprises the brake disc 2 that is installed on the electric locomotive wheel shaft 1, in cylinder body 7, be set with disc brake spring 6 and electromagnetic core 8, electromagnetic core 8 is packed in an end of cylinder body 7, the other end suit disc brake spring 6 of cylinder body 7; Lever connection 5 passes disc brake spring 6 and the electromagnetic core 8 in the cylinder body 7, and the two ends that are positioned at cylinder body 7 outsides at lever connection 5 survive running-fit suit brake lever 4 respectively, and the lower end of brake lever 4 and brake equipment frame 3 are hinged; In the cooperation of the both sides of brake disc 2 slipper is installed, the bottom of slipper and pincers dish brake body 9 joins, and pincers dish brake body 9 is hinged on the two ends of brake equipment frame 3 and is linked with brake lever 4 formation; Control cable 11 joins with electromagnetic core 8, and control cable 11 is provided with electromagnetic pressure switch 12.Also can pincers coil brake body 9 and be provided with the anti-brake equipment 10 of trolley locomotive outage.The anti-brake equipment 10 of described trolley locomotive outage is a shaped as frame structure, and concrete structure is a band brake type stops structure.Described electromagnetic pressure switching device 12 is mainly formed the loop by electromagnet, circuit, electromagnetic pressure inductor and automatically controlled circuit.Consult Fig. 1 to Fig. 7.
In use, the per car axle mounting one at electric locomotive overlaps anti-lock brake system 15.For battery locomotive, do not need the anti-brake equipment of trolley locomotive outage, when locomotive operation, handle electromagnetic pressure switching device 12, the electromagnetic force pulling lever connection 5 that its electromagnetic core 8 produces, thus the elastic force interlock brake lever 4 that overcomes disc brake spring 6 makes slipper take-off the brake dish 2.When the needs glancing impact, handle electromagnetic pressure switching device 12, its electromagnetic core 8 produces electromagnetic forcees and reduces elastic force until disc brake spring 6 gradually and promote brake lever 4 and make slipper clamping brake disc 2 not allow its locking again, thereby realizes this apparatus function.Because electromagnetic switch has delay function, for trolley locomotive,, and do not need glancing impact this moment when the current collector dead electricity, promote the stringing formula and put brake equipment.Then locomotive operation as usual.Braking does not then promote this trolley locomotive and puts brake equipment if desired.
The utility model has adopted finite element method that complete machine is optimized design, in order to guarantee the complete machine structure strength and stiffness, the car load vehicle frame adopts closed-in construction, utilizes the unrelieved stress of oscillating aging principle, elimination vehicle frame weld seam, prevents that vehicle frame becomes the harm that is caused in the future; The vehicle frame upper spring can adopt multidirectional degree of freedom V-type rubber spring, with the buffer element vibration damping, uses unidirectional vibration damping of steel spring and the bad defective of the hard existing effectiveness in vibration suppression of rigidity for many years thereby solved.The general now rheostatic speed regulation that adopts, it is the energy consumption step speed regulation, speed governing of the present utility model can be adopted direct speed control (DSC, DirectSpeedControl) add Direct Torque Control (DTC, DirectTorqueControl) variable-frequency control technique, actual condition in conjunction with the industrial-mineral electric locomotive operation, carrying out industrial-mineral electric locomotive studies with variable-frequency control technique, can realize the industrial-mineral electric locomotive infinite speed variation, thereby can solve long-term puzzlement electric locomotive stall start impacts, start unsmooth, low-speed heave-load operation for a long time, evenly speed governing, operation energy consumption is big, can not give full play to the adhesive tractive effort of locomotive; The manipulation labor content is big, and reliability is low, sexual valence ratio, poor stop; Problems such as the brake shoe sheet is easy to wear.
The utility model is by installing normally closed electromagnetism time-delay brake equipment, saved original air cylinder connecting rod brake system 21, it can make locomotive operation need glancing impact, handle the electromagnetic pressure switching device, electromagnetic force reduces to promote linkage lever until the dish spring force gradually makes slipper clamping brake disc not allow its locking again, thereby realizes that brake response does not allow the locomotive wheel locking soon again, eliminated the derailment occurring of locomotive, and make the front and back wheel braking synchronously, thus making the deceleration and stopping performance excellence, safety is good.It can adapt to the various traction working condition conditions of industrial-mineral electric locomotive, simultaneously also can use the utility model technology that old industrial-mineral electric locomotive is transformed, thereby improve the transport capacity of industrial-mineral electric locomotive greatly, save traffic cost, improve and use enterprise's transportation technology class, reduced the generation of safety misadventure; Improve simultaneously manufacturing enterprise greatly and use economic benefit of enterprises, can create good social benefit.
But the utility model is smooth starting, stepless even speed governing when zero-speed, and tractive force is big; It is dead electricity in operational process, if the locomotive engine coasting just can make the locomotive electric braking, steadily start automatically and velocity tracking when electric; It can obtain more long-term low-speed heave-load running velocity, gives full play to the adhesive tractive effort of locomotive; And handle simple and convenient, brake shoe sheet long service life.It has good reliability, cost performance advantages of higher.
Claims (5)
1. electric trolley frequency conversion speed-regulating locomotive, it comprises frame assembly (13) and the device that sands (17), establish driver's cab assembly (20) at the front end of frame assembly (13), running gear (14) and frequency control electric control system (18) are installed on the frame assembly (13), it is characterized in that: the both sides of running gear (14) are separately installed with anti-lock brake system (15).
2. electric trolley frequency conversion speed-regulating locomotive according to claim 1, it is characterized in that: described anti-lock brake system (15) comprises the brake disc (2) that is installed on the electric locomotive wheel shaft (1), it is characterized in that: in cylinder body (7), be set with disc brake spring (6) and electromagnetic core (8), electromagnetic core (8) is packed in an end of cylinder body (7), the other end suit disc brake spring (6) of cylinder body (7); Lever connection (5) passes disc brake spring (6) and the electromagnetic core (8) in the cylinder body (7), the two ends that are positioned at cylinder body (7) outside at lever connection (5) survive running-fit suit brake lever (4) respectively, and the lower end of brake lever (4) and brake equipment frame (3) are hinged; In the cooperation of the both sides of brake disc (2) slipper is installed, the bottom of slipper and pincers dish brake body (9) joins, and pincers dish brake body (9) is hinged on the two ends of brake equipment frame (3) and is linked with brake lever (4) formation; Control cable (11) joins with electromagnetic core (8), and control cable (11) is provided with electromagnetic pressure switch (12).
3. electric trolley frequency conversion speed-regulating locomotive according to claim 2 is characterized in that: pincers dish brake body (9) is provided with the anti-brake equipment (10) of trolley locomotive outage.
4. electric trolley frequency conversion speed-regulating locomotive according to claim 3 is characterized in that: the anti-brake equipment (10) of described trolley locomotive outage is a band brake type stops structure.
5. electric trolley frequency conversion speed-regulating locomotive according to claim 2 is characterized in that: described electromagnetic pressure switch (12) comprises electromagnet, circuit, electromagnetic pressure inductor and automatically controlled circuit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010202031980U CN201712604U (en) | 2010-05-26 | 2010-05-26 | Stringing type frequency control electric locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010202031980U CN201712604U (en) | 2010-05-26 | 2010-05-26 | Stringing type frequency control electric locomotive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201712604U true CN201712604U (en) | 2011-01-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010202031980U Expired - Fee Related CN201712604U (en) | 2010-05-26 | 2010-05-26 | Stringing type frequency control electric locomotive |
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| CN (1) | CN201712604U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101830230A (en) * | 2010-05-26 | 2010-09-15 | 湖南江麓冶金机械有限公司 | Electric trolley frequency conversion speed-regulating locomotive |
| CN112977550A (en) * | 2019-12-17 | 2021-06-18 | 中车唐山机车车辆有限公司 | Operation control partition and traction control integrated medium-speed magnetic suspension rail side system |
-
2010
- 2010-05-26 CN CN2010202031980U patent/CN201712604U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101830230A (en) * | 2010-05-26 | 2010-09-15 | 湖南江麓冶金机械有限公司 | Electric trolley frequency conversion speed-regulating locomotive |
| CN112977550A (en) * | 2019-12-17 | 2021-06-18 | 中车唐山机车车辆有限公司 | Operation control partition and traction control integrated medium-speed magnetic suspension rail side system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20110119 Termination date: 20120526 |