RU202706U1 - DEVICE FOR INCREASING THE TRAINING OF THE DRIVING WHEELS OF THE LOCOMOTIVE WITH RAILS - Google Patents

Abstract

The utility model relates to rail vehicles, in particular to devices for increasing the adhesion of the driving wheels of a locomotive to the rails. A device for increasing the adhesion of the driving wheels of a locomotive to the rails, containing a wheelset, a magnetizing coil in the form of a coil, made of an insulated wire, connected to a power source with the help of wires and mounted on the axle of the wheelset on the frame, which is located coaxially with the axle of the wheelset with a gap, in which the rolling bearings are installed, located at the ends of the coil frame with the possibility of rotation of the axle of the wheelset inside it. locomotive wheels with rails is that the frame rests on rolling bearings through a fixed tube connected to the traction motor, the coil consists of two parts, between which there is a traction motor, the rotor and stator of the traction motor are made in the form of a disk s, and the device contains a longitudinal force sensor placed on the suspension rod, an averaging filter, an adder, an installation unit and a key. The proposed device for increasing the adhesion of the driving wheels of the locomotive to the rails allows to reduce energy losses for traction of the locomotive and reduce wear of wheels and rails due to sliding of wheels on rails due to the fact that the current is supplied to the magnetizing winding only when the possibility of slipping of the locomotive appears and is regulated depending on the deterioration of the adhesion conditions, and can be used with a support-axial drive due to the fact that the stator and rotor of the traction motor in the form disks allows you to reduce the axial dimension of the traction motor and place the magnetizing winding on a stationary pipe.

Description

The utility model relates to rail vehicles, in particular to devices for increasing the tractive effort of a locomotive by increasing the adhesion of the driving wheels to the rails.

Known device for increasing the adhesion of the driving wheels of a locomotive with rails, containing an electromagnet connected to a current source (see Karel Kucera. Electromagnetic adhesion means for railroad locomotives. US patent US 3307058 A dated January 20, 1964).

The disadvantage of the known device is the weak value of the generated magnetic flux, which does not allow to significantly increase the adhesion of the wheel to the rail, due to the fact that a significant air gap must be created between the electromagnet and the rail to fit the device into the dimensions of the rolling stock.

Known is a magnetic re-loader of a rail vehicle containing vertically arranged hydraulic cylinders mounted on a side beam of a bogie, connected to a magnet, a traverse rigidly connected to the rods of hydraulic cylinders and pivotally by means of rods with a magnet, force sensors associated with the drive (see V.V. Mishin, VA Zyabrev, AI Lebedev, VA Salov and EM Shlyakhov. Magnetic additional loader of a rail vehicle. USSR author's certificate No. 1286453, bull. No. 4 01/30/87).

The disadvantage of this device is the additional resistance to movement created due to the contact of the electromagnet with the rail, which makes it impossible to use this device on a locomotive in traction mode.

A device for increasing the adhesion of the driving wheels of a locomotive with rails is known, comprising a split wheel with electromagnets placed inside (see John Otto Heinze Jr. Magnetic wheel. US patent US 709484 A, February 24, 1902).

The disadvantage of the device is its low reliability due to the high concentration of loads in the contact of the split wheel with the rail.

A device for increasing the adhesion of the driving wheels of a locomotive to the rails is known, containing an electromagnet coil, covering the wheel disk of the locomotive along a chord and connected to a current source (see David E. Wehner, Electromagnetic traction increaser. US patent US 2198928 A, December 2, 1936).

The disadvantage of the device is its insufficient efficiency, which does not allow to significantly increase the adhesion of the wheel to the rail due to the limited space for placing the electromagnet and the need for large gaps between the stationary electromagnet and the rotating wheel, in order to avoid wheel jamming when ballast stones and crutches and bolts accidentally get in the way and nuts. Tests of the TEM2US diesel locomotive with an electromagnet coil, covering the wheel disk along the chord, showed an increase in adhesion properties only by 4% (see E.A. Sitnikov, I.N. Rodionov, V.P. Grinevich. Studies to improve the traction properties of shunting diesel locomotives by the use of an electromagnetic increase in adhesion and more optimal schemes for connecting traction electric motors. Report VNITI No. I-108-82, Kolomna, 1982, sheet 46).

A device for increasing the adhesion of the driving wheels of a locomotive to the rails is known, containing electromagnet coils placed on the axles of the locomotive and the beams of the brake system, a power source and a switch (see Elias E. Ries. Combined electro-magnetic brake and traction-increasing device. US patent US 414996, November 12, 1889).

The disadvantage of this device is that for placing the coils of the electromagnet on the axles of the locomotive, the traction motor is placed along the axis of the track, and rests on the axes of two wheelsets, which increases the unsprung mass and the impact of the crew on the track and makes it impossible to use the device on locomotives with an individual drive of the axles , which make up the bulk of the modern locomotive fleet.

A device for increasing the adhesion of the driving wheels of a locomotive to rails is known, comprising electromagnet coils placed on the axles of the locomotive, a power supply, switches, slip rings and a regulator (see James William Peterson, Thomas Campbell Juner. Means for improving the adhesion of vehicle wheels to rails. US patent US 1730944, October 8, 1929).

The disadvantage of this device is the same as that of the previous one, since a twin drive is used to drive the axles, which makes it possible to place the coils on the axles of the locomotive.

As a prototype of the proposed utility model, a device for increasing the adhesion of a wheelset of an electric locomotive with rails was chosen, containing a wheelset, a magnetizing winding in the form of a coil, providing electromagnetic adhesion of the wheels to the rails, made of an insulated wire, mounted on the axle of the wheelset and connected to a power source with with the help of wires, and the magnetizing coil is installed on the frame, which is fixedly fixed on the bogie of the electric locomotive and is located coaxially with the axis of the wheelset with a gap, in which the rolling bearings are installed, located at the ends of the coil frame with the possibility of rotation of the axis of the wheelset inside it, while the conductive wires placed inside the bogie of an electric locomotive, (see BP Tsaloyev, GK Piranishvili. A device for increasing the adhesion of the wheel pair of an electric locomotive with rails. RF Patent No. 2055748, publ. 10.03.1996.).

The disadvantage of the prototype is that the device cannot be used with a support-axial drive, which is used on most locomotives of domestic railways, since the stator of the traction motor located in the immediate vicinity of the coil and resting on the axle with the help of bearings made of ferromagnetic material located along the edges of the stator will bypass the magnetic flux created by the coil. In addition, this device, when the locomotive moves, creates energy losses due to the induction of eddy currents in the rails, since the power source is constantly connected to the coil.

It is known (see Luzhnov, Yu.M., Pruntsev, A.P. Influence of a constant magnetic field on the friction of solids. - Trudy MIIT, 1974, issue 467) that the coefficient of friction (adhesion) in the "metal-metal" contact , in addition to the physical properties of the friction pair, depends on the magnetic field strength in the contact patch and can be increased. For a more detailed study of the influence of the magnetic field on the coefficient of friction of the "metal-metal" system, tests were carried out on special installations (see V.P. Tikhomirov, V.I. Vorobiev, D.V. Vorobiev, G.V. Bagrov, M I. Borzenkov, I. A. Butrin. Modeling of wheel-rail adhesion (Orel, Orel State Technical University, 2007, pp. 95-101). The test results showed that for the investigated models of contact "steel on steel" when creating strong magnetic fields in the zone of their contact, it is possible to increase the coefficient of friction (adhesion) by more than 20%. At present, this phenomenon is explained primarily by the effect of magnetoplasticity, one of the main reasons for which is considered to be an increase in the mobility of dislocations when exposed to an external electromagnetic field under the influence of electron spins localized on defects in the crystal lattice (see Poletaev V.A., Potemkin D.A. analysis of the influence of the magnetic field on the mechanical properties of steel. Bulletin of the Ivanovo State Power Engineering University (ISEU). - 2007 No. 3. - P. 8-11).

Known disk traction asynchronous electric motors, the rotor and stator of which are made in the form of disks. In the case of a single-disk rotor design, the disk design of the traction motor makes it possible to significantly reduce the axial dimension of the traction motor (from 940 mm to 530 mm) with the same outer diameter and keeping the traction motor power at the same level. When using a winding with lumped phases, the disk design of the traction motor allows you to increase the torque by 1.7 times, obtaining the same power at a lower speed (see Kurbasov A.S. Improving the performance of traction motors [Text] / A.S. Kurbasov. - Moscow: Transport, 1977, p. 210 ... 214, fig. 136, table 21).

The technical result of the claimed utility model is to create the possibility of using the device while reducing energy losses for traction of the locomotive and reducing wheel slip on the rails due to the fact that the current is supplied to the magnetizing winding only when the possibility of slipping of the locomotive appears and is regulated depending on the deterioration of the adhesion conditions, as well as creation of the possibility of using the device with a support-axial drive.

The technical result is achieved by the fact that in a device for increasing the adhesion of the driving wheels of a locomotive with rails, containing a wheelset, a magnetizing winding in the form of a coil, made of an insulated wire, connected to a power source using wires and mounted on the axle of the wheelset on the frame, which is located coaxially with the axle of the wheelset with a gap, in which the rolling bearings are installed, located at the ends of the coil frame with the possibility of rotation of the axis of the wheelset inside it, the frame rests on rolling bearings through a stationary tube connected to the traction motor, the coil consists of two parts, between which there is a traction motor, the rotor and stator of the traction motor are made in the form of disks, and the device contains a longitudinal force sensor placed on the suspension rod, an averaging filter, an adder, an installation unit and a key.

The essence of the claimed utility model is illustrated by a drawing, where FIG. 1 shows a general view of a device for increasing the adhesion of the driving wheels of a locomotive to the rails.

The proposed device for increasing the adhesion of the driving wheels of the locomotive to the rails contains a wheel pair 1, a magnetizing winding in the form of a coil 2, made of an insulated wire, connected to a power source 3 (IP) using wires 4 and installed on the axle 5 of the wheel pair 1 on the frame 6 , which is located coaxially with the axle 5 of the wheelset 1 with a gap, in which the rolling bearings 7 and 8 are installed, located at the ends of the frame of the coil 2 with the possibility of rotation of the axis 5 of the wheelset 1 inside it.

The frame 6 rests on rolling bearings 7 and 8 through a stationary tube 9 connected to the traction motor 10, the coil consists of two parts, between which there is a traction motor 10, the rotor 11 and the stator 12 of the traction motor 10 are made in the form of disks, and the device contains a sensor longitudinal force 13, placed on the suspension rod 14, the averaging filter 15 (OF), the adder 16 (C), the installation unit 17 (Y) and the key 18 (K).

The device for increasing the adhesion of the driving wheels of the locomotive to the rails works as follows.

When the locomotive implements the traction force in the suspension 14, which prevents the traction motor from turning around the axis 5, a force arises, and a signal appears at the output of the longitudinal force sensor 13, which is fed to the input of the averaging filter 15 (OF). At the output of the averaging filter 15 (OF), a signal appears equal to the constant component of the signal at the input of the averaging filter 15 (OF), which is proportional to the thrust force. From the output of the averaging filter 15 (OF), the signal is fed to one of the inputs of the adder 16 (C), the second input of which receives a signal from the installation unit 17 (Y), the value of which is proportional to the given thrust force determined by the locomotive control system. If the conditions for adhesion of the wheels to the rails (not shown in Fig. 1) are sufficient for the implementation of a given traction force, the value of the signal from the output of the averaging filter 15 (OF) is greater than or equal to the value of the signal from the unit 17 (Y), the signal at the output of the adder 16 ( C) does not arise, the key 18 (K) is closed, and the current from the power source 3 (IP) does not flow to the coil 2. When the adhesion conditions deteriorate due to the moisture of the rails or hitting the oil stain, the wheels begin to slip along the rail, the traction force becomes less than the specified one, the signal value from the output of the averaging filter 15 (OF) becomes less than the signal from the unit of installation 17 (Y), at the output of the adder 16 (C) a signal appears, the value of which is proportional to the difference between the signal value from the output of the averaging filter 15 (OF) and the value of the signal from the installation unit 17 (Y). The signal from the output of the adder 16 (C) is fed to the input of the key 18 (K), the key 18 (K) opens, and a current flows from the power supply 3 (IP) to the coil 2, the value of which is proportional to the value of the signal from the output of the adder 16 (C) ... Through the axle 5, both wheels of the wheelset 1 and the rails, a magnetic flux passes, magnetizing the rails, which leads to a change in the physical and mechanical properties of the contacting metal bodies (wheels to rails) and increases the coefficient of adhesion of the wheels of the wheelset 1 to the rails.

In this case, the coil 2 is located in a free space formed by reducing the axial dimensions of the traction motor 10, due to the fact that the rotor 11 and stator 12 of the traction motor 10 are made in the form of disks. The traction motor 10 is supported on the axle 5 of the wheelset 1 through a stationary tube 9 and rolling bearings 7 and 8.

An increase in the coefficient of adhesion of the wheels of the wheelset 1 to the rails leads to the cessation of sliding of the wheels of the wheelset 1 on the rail and an increase in the traction force to the specified level. The average component of the signal at the output of the longitudinal force sensor 13 and the signal level at the output of the averaging filter 15 (OF) becomes greater than or equal to the signal level from the installation unit 17 (Y), the signal at the output of the adder 16 (C) becomes zero, the switch 18 (K ) closes, and the current from the power source 3 (PS) does not flow to the coil 2, therefore eddy currents are not induced in the rails and additional energy losses do not arise.

The technical and economic effect of the claimed utility model is that energy losses for locomotive traction are reduced and wheel and rail wear due to wheel slip on the rails is reduced due to the fact that the current is supplied to the magnetizing winding only when the possibility of locomotive slipping appears and is regulated in depending on the deterioration of the adhesion conditions, as well as in the possibility of using the device with a support-axial drive, due to the design of the stator and rotor of the traction motor in the form of disks, which makes it possible to reduce the axial dimension of the traction motor and place the magnetizing winding on a stationary pipe.

Claims (1)

A device for increasing the adhesion of the driving wheels of a locomotive to the rails, containing a magnetizing winding in the form of a coil, made of an insulated wire, connected to a power source using wires and mounted on the axis of the wheel pair on a frame, which is fixedly fixed on the bogie of the electric locomotive and is located coaxially with the wheel axis pairs with a gap, in which rolling bearings are installed, located at the ends of the coil frame with the possibility of rotation of the axis of the wheelset inside it, characterized in that the frame rests on rolling bearings through a fixed pipe connected to a traction motor, the coil consists of two parts, between which there is a traction motor, the rotor and stator of the traction motor are made in the form of disks, and the device contains a longitudinal force sensor placed on the suspension rod, an averaging filter, an adder, an installation unit and a key, while the locomotive implements the traction force in the suspension, which prevents the rotation of the traction A force arises about the electric motor around the axis, and a signal appears at the output of the longitudinal force sensor, which is fed to the input of the averaging filter, from the output of the averaging filter, the signal goes to one of the inputs of the adder, to the second input of which a signal is received from the installation unit, if the value of the signal from the output of the averaging filter becomes less than the value of the signal from the installation unit, a signal appears at the output of the adder that enters the input of the key, the key opens, and a current flows from the power source to the coil, the value of which is proportional to the value of the signal from the output of the adder.

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