CN220594561U - Traction locomotive control system and traction locomotive - Google Patents
Traction locomotive control system and traction locomotive Download PDFInfo
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- CN220594561U CN220594561U CN202321479574.2U CN202321479574U CN220594561U CN 220594561 U CN220594561 U CN 220594561U CN 202321479574 U CN202321479574 U CN 202321479574U CN 220594561 U CN220594561 U CN 220594561U
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- 230000003137 locomotive effect Effects 0.000 title claims abstract description 75
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 86
- 239000010959 steel Substances 0.000 claims abstract description 86
- 230000007704 transition Effects 0.000 claims description 27
- 238000012544 monitoring process Methods 0.000 claims description 24
- 238000005086 pumping Methods 0.000 claims description 9
- 239000013589 supplement Substances 0.000 claims description 8
- 230000001502 supplementing effect Effects 0.000 claims description 7
- 230000009977 dual effect Effects 0.000 claims 1
- 230000009286 beneficial effect Effects 0.000 description 18
- 230000009194 climbing Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000009412 basement excavation Methods 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- -1 dregs Substances 0.000 description 1
- 239000004519 grease Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000004570 mortar (masonry) Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 230000005641 tunneling Effects 0.000 description 1
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Abstract
The utility model provides a traction locomotive control system and a traction locomotive, and belongs to the technical field of locomotives. The traction locomotive control system comprises a first rotating power device for controlling the rubber wheels to rotate, a second rotating power device for controlling the steel wheels to rotate, a rail clamping system for controlling the rubber wheels to clamp a third rail and a braking system for controlling the rubber wheels and the steel wheels to brake, and further comprises a controller in control connection with the first rotating power device, the second rotating power device, the rail clamping system and the braking system, wherein the controller is provided with a rubber wheel driving mode for controlling the first rotating power device and the rail clamping system to work under a three-rail condition, and is further provided with a steel wheel driving mode for controlling the second rotating power device to work under a double-rail condition. The utility model adopts a driving mode of combining direct driving of the steel wheel and clamping of the rubber wheel, and is applicable to two rails of double rails and three rails, wherein the steel wheel is applicable to a double rail section, a three rail initial section and a three rail final section, and the rubber wheel is applicable to a three rail middle section.
Description
Technical Field
The utility model relates to a traction locomotive control system and a traction locomotive, and belongs to the technical field of locomotives.
Background
The tunnel traction locomotive is mainly applied to the field of tunnel tunneling construction transportation such as subways, underground comprehensive pipe galleries, pumped storage and the like, and is used for carrying materials such as dregs, mortar, duct pieces, rails, grease and the like. In the construction of a large-gradient tunnel, traction locomotives are driven in different modes and mainly divided into rail steel wheel driving and trackless rubber wheel driving. The steel wheel drive is greatly influenced by the cleanliness of the track surface, and when oil stains and soil are attached to the track surface, the steel wheel slides seriously, and an electric control system cannot solve the problem. The rubber-tyred vehicle need not to lay the track, but the section of jurisdiction of laying behind the tunnel excavation is the arc, and the rubber-tyred vehicle walks on the arcwall face, and the direction is difficult for controlling, and functioning speed is slow, and its control system is complicated, and stability is poor, can't solve above-mentioned problem.
In this regard, chinese patent application publication No. CN115257827a discloses a rail transit vehicle (i.e., traction locomotive) including a vehicle body, a control system provided on the vehicle body, a power system, a wheel set device (i.e., steel wheel) and a friction wheel device (i.e., rubber wheel device); the wheel set device is arranged on the rails on two sides, and the friction wheel device comprises a driving braking mechanism, a driving friction wheel, a friction wheel clamping mechanism, a framework and a rail clamping brake; the driving friction wheel is in rolling friction connection with two side surfaces of the third rail so as to displace on the third rail; the friction wheel clamping mechanism is connected with the driving braking mechanism and used for controlling the driving friction wheel to clamp or loosen the track; the clamping rail brake is in contact connection with two side surfaces of the third rail, and safety braking is realized through clamping the rail.
The traction locomotive can provide driving force on the third track by arranging the rubber wheel device, can ensure the running direction of the track transport vehicle, and is suitable for climbing in a large-gradient tunnel. However, the above patent application only gives a scheme of rubber wheel driving, and does not give a scheme of how to divide the working modes of the traction locomotive under different track conditions of double tracks and three tracks, so the utility model provides a traction locomotive control system capable of better controlling the working modes of the steel wheels and the rubber wheels.
Disclosure of Invention
The utility model aims to provide a traction locomotive control system capable of controlling different working modes of a steel wheel and a rubber wheel under different track conditions of double tracks and three tracks; the utility model also aims to provide a traction locomotive capable of controlling different working modes of the steel wheel and the rubber wheel under different track conditions of double tracks and three tracks.
In order to achieve the above purpose, the traction locomotive control system in the utility model adopts the following technical scheme:
the traction locomotive control system comprises a first rotating power device for controlling the rubber wheels to rotate, a second rotating power device for controlling the steel wheels to rotate, a rail clamping system for controlling the rubber wheels to clamp a third rail, and a braking system for controlling the rubber wheels and the steel wheels to brake, and further comprises a controller in control connection with the first rotating power device, the second rotating power device, the rail clamping system and the braking system, wherein the controller is provided with a rubber wheel driving mode for controlling the first rotating power device and the rail clamping system to work under a three-rail condition, and is also provided with a steel wheel driving mode for controlling the second rotating power device to work under a double-rail condition.
The beneficial effects of the technical scheme are that: the utility model provides a development type traction locomotive control system which comprises a first rotary power device, a second rotary power device, a rail clamping system, a braking system and a controller connected with the first rotary power device, wherein the second rotary power device can control a steel wheel to rotate so as to realize a steel wheel driving function; the first rotary power device can control the rubber wheel to rotate, and the rail clamping system can control the rubber wheel to clamp the third rail, so that the rubber wheel driving function is realized; the braking system can control the rubber wheels and the steel wheels to brake, so that the parking function is realized. The controller is provided with a rubber wheel driving mode for controlling the first rotary power device and the rail clamping system to work under the condition of three rails, and is also provided with a steel wheel driving mode for controlling the second rotary power device to work under the condition of double rails, namely, the controller is driven by the rubber wheels under the condition of three rails, so that climbing capacity is ensured, the controller is driven by the steel wheels under the condition of double rails, normal walking capacity is ensured, the steel wheels and the rubber wheels work cooperatively, and different driving modes of the traction locomotive under different rail conditions of double rails and three rails are realized.
Further, the rubber wheel driving mode is suitable for the middle section of the three rails, and the controller is also provided with a steel wheel transition mode for respectively controlling the second rotary power device to work at the beginning section and the ending section of the three rails.
The beneficial effects of the technical scheme are that: the three-rail initial section and the three-rail final section are in transition through steel wheel driving, so that the rubber wheel driving mode can be switched stably.
Further, the controller also has a parking mode for controlling the brake system to work to stop the traction locomotive when the steel wheel transition mode is switched to the rubber wheel driving mode and when the rubber wheel driving mode is switched to the steel wheel transition mode.
The beneficial effects of the technical scheme are that: firstly stopping, and then switching between a rubber wheel driving mode and a steel wheel transition mode, so that smooth and stable switching is ensured.
Further, the brake system has a single braking mode that controls only the braking of the steel wheel when the steel wheel transition mode is switched to the rubber wheel driving mode, and a double braking mode that controls both the braking of the rubber wheel and the braking of the steel wheel when the rubber wheel driving mode is switched to the steel wheel transition mode.
The beneficial effects of the technical scheme are that: in the rubber wheel driving mode, a double braking mode is adopted, and the rubber wheel and the steel wheel are braked simultaneously, so that the braking efficiency is improved.
Further, the first rotary power device and the second rotary power device comprise hydraulic motors, the rail clamping system and the braking system comprise hydraulic cylinders, and the traction locomotive control system further comprises oil ways for supplying oil to the first rotary power device, the second rotary power device, the rail clamping system and the braking system.
The beneficial effects of the technical scheme are that: the hydraulic system is adopted for control, and the power is sufficient and convenient to control.
Further, the traction locomotive control system further comprises a first electromagnetic valve which is connected with the controller and used for controlling oil supply to the rail clamping system and the braking system, and a first pressure sensor which is connected with the controller and used for monitoring total pressure of an oil way of the rail clamping system and the braking system, wherein the controller is used for controlling pressure compensation or pressure stop compensation of the first electromagnetic valve according to a monitoring result of the first pressure sensor.
The beneficial effects of the technical scheme are that: ensuring the system pressure to be in a reasonable range.
Further, the traction locomotive control system further comprises a second electromagnetic valve group which is connected with the controller and used for controlling oil supply to the braking system, and a second pressure sensor which is connected with the controller and used for monitoring the pressure of the braking system, wherein the controller is used for controlling the second electromagnetic valve group to supplement pressure or stopping supplementing pressure according to the monitoring result of the second pressure sensor.
The beneficial effects of the technical scheme are that: ensuring that the pressure of the braking system is within a reasonable range.
Further, the traction locomotive control system further comprises a third electromagnetic valve group which is connected with the controller and used for controlling oil supply to the rail clamping system, and a third pressure sensor which is connected with the controller and used for monitoring the pressure of the rail clamping system, wherein the controller is used for controlling the third electromagnetic valve group to supplement pressure or stopping supplementing pressure according to the monitoring result of the third pressure sensor.
The beneficial effects of the technical scheme are that: ensuring that the pressure of the rail clamping system is within a reasonable range.
Further, the traction locomotive control system further includes a first hydraulic pump for pumping oil to the first and second rotary power units, a second hydraulic pump, and a third hydraulic pump for pumping oil to the rail clamping system and the brake system.
The beneficial effects of the technical scheme are that: the oil is pumped by multiple pumps, so that the control is more convenient.
In order to achieve the above purpose, the traction locomotive in the utility model adopts the following technical scheme:
the control system also comprises a controller which is in control connection with the first rotary power device, the second rotary power device, the rail clamping system and the braking system, wherein the controller is provided with a rubber wheel driving mode for controlling the first rotary power device and the rail clamping system to work under the condition of three rails, and the controller is also provided with a steel wheel driving mode for controlling the second rotary power device to work under the condition of double rails.
The beneficial effects of the technical scheme are that: the utility model improves the existing traction locomotive, and the control system of the traction locomotive comprises a first rotary power device, a second rotary power device, a rail clamping system, a braking system and a controller connected with the first rotary power device, the second rotary power device can control the rotation of the steel wheel, so that the driving function of the steel wheel is realized; the first rotary power device can control the rubber wheel to rotate, and the rail clamping system can control the rubber wheel to clamp the third rail, so that the rubber wheel driving function is realized; the braking system can control the rubber wheels and the steel wheels to brake, so that the parking function is realized. The controller is provided with a rubber wheel driving mode for controlling the first rotary power device and the rail clamping system to work under the condition of three rails, and is also provided with a steel wheel driving mode for controlling the second rotary power device to work under the condition of double rails, namely, the controller is driven by the rubber wheels under the condition of three rails, so that climbing capacity is ensured, the controller is driven by the steel wheels under the condition of double rails, normal walking capacity is ensured, the steel wheels and the rubber wheels work cooperatively, and different driving modes of the traction locomotive under different rail conditions of double rails and three rails are realized.
Further, the rubber wheel driving mode is suitable for the middle section of the three rails, and the controller is also provided with a steel wheel transition mode for respectively controlling the second rotary power device to work at the beginning section and the ending section of the three rails.
The beneficial effects of the technical scheme are that: the three-rail initial section and the three-rail final section are in transition through steel wheel driving, so that the rubber wheel driving mode can be switched stably.
Further, the controller also has a parking mode for controlling the brake system to work to stop the traction locomotive when the steel wheel transition mode is switched to the rubber wheel driving mode and when the rubber wheel driving mode is switched to the steel wheel transition mode.
The beneficial effects of the technical scheme are that: firstly stopping, and then switching between a rubber wheel driving mode and a steel wheel transition mode, so that smooth and stable switching is ensured.
Further, the brake system has a single braking mode that controls only the braking of the steel wheel when the steel wheel transition mode is switched to the rubber wheel driving mode, and a double braking mode that controls both the braking of the rubber wheel and the braking of the steel wheel when the rubber wheel driving mode is switched to the steel wheel transition mode.
The beneficial effects of the technical scheme are that: in the rubber wheel driving mode, a double braking mode is adopted, and the rubber wheel and the steel wheel are braked simultaneously, so that the braking efficiency is improved.
Further, the first rotary power device and the second rotary power device comprise hydraulic motors, the rail clamping system and the braking system comprise hydraulic cylinders, and the control system further comprises oil ways for supplying oil to the first rotary power device, the second rotary power device, the rail clamping system and the braking system.
The beneficial effects of the technical scheme are that: the hydraulic system is adopted for control, and the power is sufficient and convenient to control.
Further, the control system further comprises a first electromagnetic valve which is connected with the controller and used for controlling oil supply to the rail clamping system and the braking system, and a first pressure sensor which is connected with the controller and used for monitoring total pressure of an oil way of the rail clamping system and the braking system, wherein the controller is used for controlling pressure compensation or pressure stop compensation of the first electromagnetic valve according to a monitoring result of the first pressure sensor.
The beneficial effects of the technical scheme are that: ensuring the system pressure to be in a reasonable range.
Further, the control system also comprises a second electromagnetic valve group which is connected with the controller and used for controlling oil supply to the braking system, and a second pressure sensor which is connected with the controller and used for monitoring the pressure of the braking system, and the controller is used for controlling the second electromagnetic valve group to supplement pressure or stop supplementing pressure according to the monitoring result of the second pressure sensor.
The beneficial effects of the technical scheme are that: ensuring that the pressure of the braking system is within a reasonable range.
Further, the control system further comprises a third electromagnetic valve group which is connected with the controller and used for controlling oil supply to the rail clamping system, and a third pressure sensor which is connected with the controller and used for monitoring the pressure of the rail clamping system, and the controller is used for controlling the third electromagnetic valve group to supplement pressure or stopping supplementing pressure according to the monitoring result of the third pressure sensor.
The beneficial effects of the technical scheme are that: ensuring that the pressure of the rail clamping system is within a reasonable range.
Further, the control system further includes a first hydraulic pump for pumping oil to the first and second rotary power units, a second hydraulic pump, and a third hydraulic pump for pumping oil to the rail clamping system and the brake system.
The beneficial effects of the technical scheme are that: the oil is pumped by multiple pumps, so that the control is more convenient.
Drawings
FIG. 1 is a schematic diagram of a control system for a traction locomotive in accordance with the present utility model;
FIG. 2 is a control flow diagram of two drive modes of a traction locomotive control system according to the present utility model.
Detailed Description
The features and capabilities of the present utility model are described in further detail below in connection with the examples.
Example 1 of a traction locomotive control system in the present utility model:
the traction locomotive control system in the embodiment is provided with a rubber wheel driving mode and a steel wheel driving mode, is driven by the rubber wheels under the condition of three rails, guarantees climbing capacity, is driven by the steel wheels under the condition of double rails, guarantees normal walking capacity, and realizes different driving modes of the traction locomotive under different rail conditions of double rails and three rails.
As shown in particular in FIG. 1, the traction locomotive control system includes a power source, a hydraulic control portion, an electrical control portion, a braking system, and a rail clamping system. The power source comprises an engine and a storage battery, the electric control part comprises a controller, the engine is connected with the storage battery, and the storage battery is connected with the controller through a cable. The generator on the engine charges a storage battery, and the storage battery provides power for the engine starting and controlling system.
The hydraulic control part comprises a hydraulic pump 1 (namely a first hydraulic pump), a hydraulic pump 2 (namely a second hydraulic pump), a hydraulic pump 3 (namely a third hydraulic pump), an electro-hydraulic reversing valve 1 (namely a first electro-hydraulic reversing valve), a hydraulic motor group 1 (namely a first hydraulic motor group), a rubber wheel driving part (a part driven to rotate on a rubber wheel), a hydraulic motor group 2 (namely a second hydraulic motor group), a steel wheel driving part (a part driven to rotate on a steel wheel), an electro-hydraulic reversing valve 2 (namely a second electro-hydraulic reversing valve), an electromagnetic valve 1 (namely a first electromagnetic valve), an electromagnetic valve group 2 (namely a second electromagnetic valve group) and an electromagnetic valve group 3 (namely a third electromagnetic valve group), wherein the devices are connected through pipelines and connectors.
Wherein the hydraulic motor group 1 forms a first rotary power device for controlling the rotation of the rubber wheel, and the hydraulic motor group 2 forms a second rotary power device for controlling the rotation of the steel wheel. Meanwhile, the engine is connected with the hydraulic pump 1, the hydraulic pump 2 and the hydraulic pump 3, a A, B port of the hydraulic pump 1 is connected with the electrohydraulic reversing valve 1 and is used for pumping oil to and returning oil from the electrohydraulic reversing valve 1, the electrohydraulic reversing valve 1 can be connected with the hydraulic motor group 1 or the hydraulic motor group 2, and when the electrohydraulic reversing valve 1 is communicated with the hydraulic motor group 1, the hydraulic motor group 1 is connected with a rubber wheel driving part to realize locomotive rubber wheel driving; when the electrohydraulic reversing valve 1 is communicated with the hydraulic motor group 2, the hydraulic motor group 2 is connected with the steel wheel driving part to realize the driving of the locomotive steel wheels. The hydraulic pump 2 is connected with the electrohydraulic reversing valve 2 and is used for pumping oil to the electrohydraulic reversing valve 2, the electrohydraulic reversing valve 2 is connected with the hydraulic pump 1, the oil outlet and oil return directions of a A, B port of the hydraulic pump 1 are changed, oil is discharged from an A port and oil is returned from a B port, and a hydraulic motor is driven to advance (comprising a hydraulic motor group 1 and a hydraulic motor group 2); oil is discharged from the port B, oil is returned from the port A, and the hydraulic motor is driven to retreat, so that the forward and backward movement of the locomotive are realized.
The hydraulic pump 3 is connected with the electromagnetic valve 1, the electromagnetic valve group 2 and the electromagnetic valve group 3 and is used for pumping oil to a rail clamping system and a braking system and controlling the driving and braking of equipment. Specifically, the electromagnetic valve 1 is connected with the electromagnetic valve group 2 and the electromagnetic valve group 3 and is used for controlling oil supply to the rail clamping system and the braking system and adjusting the pressure of the hydraulic system in real time. The electromagnetic valve group 2 is connected with the braking system and is used for controlling oil supply to the braking system so as to realize release and braking of the braking system; the electromagnetic valve group 3 is connected with the clamping system and is used for controlling oil supply to the rail clamping system so as to clamp and unclamp the rail by the rubber wheel group.
The electrical control part further comprises an encoder, a switch button, a handle, a pressure sensor 1 (i.e. a first pressure sensor), a pressure sensor 2 (i.e. a second pressure sensor), and a pressure sensor 3 (i.e. a third pressure sensor), which are connected to the controller by means of cables, respectively. The handle is connected with the controller, and the running direction and the running speed of the traction locomotive are set. The switching button is connected with a controller, and the controller is connected with the electromagnetic valve 1 to select a locomotive driving mode. The encoder is connected with the controller to calculate the speed of the locomotive. The controller is connected with the engine to realize the monitoring of the running state of the engine and the control of the rotating speed of the engine. The controller is connected with the pressure sensor 1, the pressure sensor 2 and the pressure sensor 3, the pressure sensor 1 is arranged at an oil outlet of the electromagnetic valve group 1, and the total pressure of an oil way of the rail clamping system and the brake system is monitored in real time; the pressure sensor 2 is arranged at an oil inlet of the braking system and is used for monitoring the pressure of the braking system; the pressure sensor 3 is arranged at the oil inlet of the clamping rail system and is used for monitoring the pressure of the clamping system.
The brake system comprises a hydraulic cylinder for controlling the rubber wheel and the steel wheel to brake, so that the brake system comprises the rubber wheel brake and the steel wheel brake, the rubber wheel brake is a brake pad clamping rail, the steel wheel brake is a brake shoe wheel, and the concrete structure and the working principle of the brake pad clamping rail and the brake shoe wheel belong to the prior art.
The clamping system comprises a hydraulic cylinder and is used for connecting the rubber wheel driving part, when the rubber wheel driving part operates, the clamping system enables the rubber wheel driving part to clamp the third rail, and when the rubber wheel driving is stopped, the clamping system enables the rubber wheel driving part to loosen the third rail, so that the rubber wheel is prevented from being worn.
The controller provided by the utility model has a rubber wheel driving mode for controlling the hydraulic motor group 1 and the clamping rail system to work under the condition of three rails, and also has a steel wheel driving mode for controlling the hydraulic motor group 2 to work under the condition of double rails, namely a driving mode of combining direct steel wheel driving and rubber wheel clamping rail of a traction locomotive, is applicable to two rails of double rails and three rails, and is provided with two braking modes of brake shoe wheel holding and brake shoe clamping rail. The rubber wheel driving mode is suitable for a three-rail middle section, and the controller controls the traction locomotive steel wheel to drive in a double-rail section, a three-rail starting section and a three-rail ending section, and meanwhile, the rubber wheel clamping device is opened to avoid rubber wheel abrasion. After the rail is put into the vehicle, the vehicle is decelerated to a stop state, and a braking system brakes, and the braking depends on brake shoes to hold the wheels. And switching a driving mode in the three-rail section, selecting a rubber wheel for driving, and enabling the rubber wheel driving part to clamp the rail for running, wherein the steel wheel is used as a driven wheel. Before the three-rail section is finished, the speed is reduced, the vehicle is stopped, the braking system brakes, the braking depends on the brake pad to clamp the rail and the brake shoe to hold the wheel, the clamping system is opened, and the rubber wheel driving part loosens the rail.
Therefore, the working modes of the three-rail initial section and the three-rail final section can be called as a steel wheel transition mode, and the controller controls the brake system to work to enable the traction locomotive to be in a parking mode when the steel wheel transition mode is switched to the rubber wheel driving mode and the rubber wheel driving mode is switched to the steel wheel transition mode. The brake system has a single brake mode for controlling only the braking of the steel wheel when the steel wheel transition mode is switched to the rubber wheel driving mode, and a double brake mode for controlling the braking of the rubber wheel and the steel wheel simultaneously when the rubber wheel driving mode is switched to the steel wheel transition mode.
Specifically, the working principle of the traction locomotive control system in the utility model is as follows:
as shown in fig. 2, after the equipment is started, the controller collects the data of the pressure sensor 1 and judgesSystem pressure F 1 Whether or not to remain within a reasonable range, i.e. whether or not F is satisfied 2 ≤F 1 ≤F 3 Wherein F 2 F is the minimum pressure of the system 3 The system is subjected to the maximum pressure. If F is monitored 1 ≤F 2 Controlling the solenoid valve 1 to supplement pressure; if F is monitored 1 ≥F 3 The solenoid valve 1 is controlled to stop the pressure compensation.
According to the track form, the switching button is toggled to select the driving mode, and the controller controls the driving mode through the electrohydraulic reversing valve 1. The steel wheel is suitable for a double-rail section, a three-rail initial section and a three-rail final section, and the rubber wheel is suitable for a three-rail middle section.
In the steel wheel driving mode, the handle is pushed and the enabling key is pressed, the controller sends an initial rotating speed to the engine, so that the locomotive is stopped in place, the controller opens the braking system through the electromagnetic valve group 2, data of the pressure sensor 2 are collected in real time, and the pressure F of the braking system is judged 4 Whether to remain within reasonable limits, and then drive the steel wheel in the direction and speed given by the handle. When the locomotive is parked, the handle is pushed to enable the locomotive to be decelerated to the parking state, the controller is used for releasing pressure through the electromagnetic valve group 2, and the brake system is controlled to brake by means of steel wheels.
Braking system pressure F 4 Is a reasonable range of F 5 ≤F 4 ≤F 6 Wherein F 5 To fully open the brake system minimum pressure, F 6 The brake system is capable of withstanding the maximum pressure. If F is monitored 4 ≤F 5 Controlling the pressure compensation of the electromagnetic valve group 2; if F is monitored 4 ≥F 6 And controlling the electromagnetic valve group 2 to stop the pressure compensation.
In the rubber wheel driving mode, the handle is pushed and the enabling key is pressed, the controller sends an initial rotating speed to the engine, meanwhile, the controller controls the rubber wheel driving part to clamp the track through the electromagnetic valve group 3, data of the pressure sensor 3 are collected, and the pressure F of the rail clamping system is judged 7 Whether the pressure is kept within a reasonable range or not is judged by collecting data of the pressure sensor 2 and judging the pressure F of the braking system 4 Whether to keep in a reasonable range, and then driving the rubber wheel clamping rail to run according to the given direction and speed of the handle. When the locomotive is parked, the handle is pushed to reduce the locomotiveAnd the controller releases pressure through the electromagnetic valve group 3 to control the rubber wheel driving part clamping rail system to release, and controls the brake system to brake through the electromagnetic valve group 2, and the clamping rail brake and the steel wheel brake are relied on.
Rail clamping System pressure F 7 Is a reasonable range of F 8 ≤F 7 ≤F 9 Wherein F 8 For minimum pressure of clamping rail operation of rubber wheel driving part, F 9 The maximum pressure is applied to the system. If F is monitored 7 ≤F 8 Controlling the pressure compensation of the electromagnetic valve group 3; if F is monitored 7 ≥F 9 And controlling the electromagnetic valve group 3 to stop the pressure compensation.
In other embodiments of the traction locomotive control system: the present embodiment provides a different arrangement of hydraulic pumps, unlike embodiment 1, in which only one hydraulic pump is provided.
In other embodiments of the traction locomotive control system: the present embodiment provides a different composition of the electrical control portion, unlike embodiment 1 in that the present embodiment is not provided with a third pressure sensor, and monitoring of the rail clamping system pressure is not performed any more.
In other embodiments of the traction locomotive control system: the present embodiment provides a different composition of the electric control portion, unlike embodiment 1 in which the second pressure sensor is not provided, and monitoring of the brake system pressure is not performed.
In other embodiments of the traction locomotive control system: the present embodiment provides a different composition of the electrical control section, unlike embodiment 1 in that the present embodiment is not provided with the first pressure sensor, and no monitoring of the hydraulic system pressure is performed.
In other embodiments of the traction locomotive control system: the embodiment provides different forms of a first rotary power device, a second rotary power device, a rail clamping system and a braking system, and is different from embodiment 1 in that the first rotary power device and the second rotary power device all adopt motors, and the rail clamping system and the braking system all comprise electric push rods, and at the moment, the electric control system is used for controlling the operation.
In other embodiments of the traction locomotive control system: this embodiment provides a different braking mode of the braking system, unlike embodiment 1, in which only the rubber wheel braking is controlled when the rubber wheel driving mode is switched to the steel wheel transition mode.
In other embodiments of the traction locomotive control system: the present embodiment provides different switching modes between the rubber wheel driving mode and the steel wheel transition mode, unlike embodiment 1, in which the traction locomotive is not stopped any more and the mode is switched directly in case of low speed.
In other embodiments of the traction locomotive control system: the present embodiment provides different application ranges of the rubber wheel driving mode, and is different from embodiment 1 in that the rubber wheel driving mode is applicable to the whole section of three rails, the transition is not performed between the starting section of the three rails and the ending section of the three rails, and the mode switching is performed at the moment of entering the three rails and the moment of leaving the three rails.
The embodiment of the traction locomotive in the utility model is as follows: the lead locomotive includes a locomotive body and a control system, wherein the control system is the same as the lead locomotive control system of any of the embodiments described above and will not be repeated here.
The above description is only a preferred embodiment of the present utility model, and the patent protection scope of the present utility model is defined by the claims, and all equivalent structural changes made by the specification and the drawings of the present utility model should be included in the protection scope of the present utility model.
Claims (10)
1. The traction locomotive control system is characterized by comprising a first rotating power device for controlling the rubber wheels to rotate, a second rotating power device for controlling the steel wheels to rotate, a rail clamping system for controlling the rubber wheels to clamp a third rail, and a braking system for controlling the rubber wheels and the steel wheels to brake, and further comprises a controller in control connection with the first rotating power device, the second rotating power device, the rail clamping system and the braking system, wherein the controller is provided with a rubber wheel driving mode for controlling the first rotating power device and the rail clamping system to work under a three-rail condition, and is also provided with a steel wheel driving mode for controlling the second rotating power device to work under a double-rail condition.
2. The traction vehicle control system of claim 1, wherein the rubber wheel drive mode is adapted for use in a three-rail intermediate section, the controller further having a steel wheel transition mode for controlling operation of the second rotary power unit at a three-rail start section and a three-rail end section, respectively.
3. The traction locomotive control system of claim 2 wherein the controller further has a park mode for controlling the brake system to operate to park the traction locomotive by switching from the steel wheel transition mode to the rubber wheel drive mode and from the rubber wheel drive mode to the steel wheel transition mode.
4. The traction locomotive control system of claim 3 wherein the brake system has a single braking mode that controls only steel wheel braking when the steel wheel transition mode is switched to the rubber wheel drive mode, and a dual braking mode that controls both rubber wheel and steel wheel braking when the rubber wheel drive mode is switched to the steel wheel transition mode.
5. The traction vehicle control system of any one of claims 1-4, wherein the first rotary power unit and the second rotary power unit each comprise a hydraulic motor, the rail clamping system and the brake system each comprise a hydraulic cylinder, and the traction vehicle control system further comprises an oil circuit for supplying oil to the first rotary power unit, the second rotary power unit, the rail clamping system and the brake system.
6. The traction vehicle control system of claim 5, further comprising a first solenoid valve coupled to the controller for controlling the supply of oil to the rail clamping system and the brake system, and a first pressure sensor coupled to the controller for monitoring the total pressure of the oil passages of the rail clamping system and the brake system, the controller for controlling the first solenoid valve to supplement or stop supplementing based on the monitoring result of the first pressure sensor.
7. The traction locomotive control system of claim 5, further comprising a second solenoid valve block coupled to the controller for controlling the supply of oil to the brake system, and a second pressure sensor coupled to the controller for monitoring the pressure of the brake system, the controller being configured to control the second solenoid valve block to supplement or stop supplementing based on a result of the monitoring by the second pressure sensor.
8. The traction vehicle control system of claim 5, further comprising a third solenoid valve block coupled to the controller for controlling the supply of oil to the rail clamping system, and a third pressure sensor coupled to the controller for monitoring the pressure of the rail clamping system, the controller being configured to control the third solenoid valve block to supplement or stop supplementing based on a result of the monitoring by the third pressure sensor.
9. The traction vehicle control system of claim 5, further comprising a first hydraulic pump for pumping oil to the first rotary power unit and the second rotary power unit, a second hydraulic pump, and a third hydraulic pump for pumping oil to the rail clamp system and the brake system.
10. A traction locomotive comprising a locomotive body and a control system, wherein the control system is a traction locomotive control system as claimed in any one of claims 1 to 9.
Priority Applications (1)
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| CN202321479574.2U CN220594561U (en) | 2023-06-09 | 2023-06-09 | Traction locomotive control system and traction locomotive |
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