SK5890Y1 - Method of avoiding idling of motor shunting locomotives - Google Patents

Abstract

Way of avoiding idling motor shunting locomotives and track allows for any time limit the idling of the main combustion engine (110) and at this time ensures the replacement electric fans (130, 131) cooling the traction motors. At the same time this provides additional heating of diesel located in the fuel tank (113) of locomotive (100). It also allows for any time limit the idling of the main combustion engine (110) and at this time ensures the circulation of diesel in the fuel system of diesel locomotive (100) by the original electric fuel pump (112) of locomotive (100). It also allows for any time limit the idling of the main combustion engine (110) and at this time provides additional electric heating (240) unit (140) of driver.

Description

Technical field

The technical solution relates to a method of reducing the idling speed of shunting and track locomotives, where the idling is provided by an auxiliary power unit and a control system with components to reduce consumption and thus save the diesel consumed by the main shunting locomotive internal combustion engine while working at idling speed. it is necessary during the period when the traction work is not carried out to ensure the working temperatures of the internal combustion engine media (cooling water, lubricating oil, diesel fuel in the tank) and the operational capability of auxiliary units (charged battery, air pressure in the braking system, ventilation of traction motors).

BACKGROUND OF THE INVENTION

The idling of the main diesel internal combustion engines of the shunting and track locomotives is essential during periods when work is not in order to maintain stable working fluid temperatures - cooling water, oil, battery charge, brake air pressure, etc. Idling is characterized by diesel consumption and significant emission of nitrogen oxides (NOx) into the air. The level of diesel consumption and the volume of emissions is significantly higher if it is necessary to increase the idle speed to maintain the required media temperatures due to low external temperatures and the influence of the wind. The requirement to reduce diesel idle consumption and the requirements of standards to reduce emissions to air have triggered a requirement to reduce the idle speed of internal combustion engines for shunting and track locomotives. Existing solutions are characterized by the installation of an auxiliary device consisting of an auxiliary power block (consisting of an internal combustion engine, an electric generator and accessories) of limited power to provide electrical and thermal heating of the cooling water and oil in the engine and recharging the battery of the locomotive. The disadvantage of these solutions is that these devices do not have a directly integrated auxiliary compressor for refilling the air in the locomotive brake system, they do not provide traction motor cooling fans for the locomotive category in which they are driven by a belt drive from the propeller shaft of the main combustion engine. Failure to operate these fans immediately results in snow blowing into the traction motors, the windings getting wet and the windings damaged, resulting in a reduction or decrease in windings. to the loss of traction power of the shunter. A further drawback of these solutions is that they do not ensure heating and circulation of the oil from the tank to a temperature that does not change its properties and state at ambient temperatures up to -40 ° C and the effects of wind. In order to provide these functions, the solutions in question would have to have higher auxiliary power blocks installed than they are currently installed.

The essence of the technical solution

These drawbacks are eliminated by a method of limiting the idling speed of motor shunting and track locomotives according to a utility model, which is based on the fact that it allows to limit the idling of the main internal combustion engine for any period of time and provides replacement electric drive fans for traction motors by combined pulleys containing three-phase and which are powered from the three-phase auxiliary power block generator, while allowing the idle time of the main internal combustion engine to be limited at any time while providing additional heating of the diesel in the fuel tank by feeding the hot water auxiliary power block to the water / diesel exchanger; its circulation by means of an auxiliary electric pump to the fuel circuit of the locomotive, parallel to the main transport fuel pump which is inoperative during the idle restriction.

The method makes it possible to limit the idle time of the main internal combustion engine for any period of time, and during this time it ensures the circulation of diesel in the locomotive fuel system by means of the original electric transport fuel pump locomotive powered by an auxiliary DC power source connected to a three-phase auxiliary power generator. alternatively by an auxiliary compressor located in a suitable engine room, the locomotive ensures the supply of compressed air to the main air reservoirs and brake pipe system, which must be vented at low ambient temperatures to prevent freezing of condensate water in the brake system. It also makes it possible to limit the idle time of the main internal combustion engine for any period of time, during which time it provides additional electrical heating for the driver's station, drawing electricity from the auxiliary power block generator for this function. The correct function of the above-described processes is ensured by a dedicated control system integrated in a separate switchboard located at the driver's station.

SK 5890 Yl

An advantage of the method according to the invention is, in the first place, that the independent drive of the cooling fans of the traction motors of the front and rear chassis is driven by the auxiliary three-phase asynchronous motors supplied from the auxiliary three-phase generator with a frequency of 60 Hz. The independence of the fan drive is that the fans are complemented by new combined pulleys designed for the original drive from the main internal combustion engine and at the same time for the belt drive from the asynchronous engine. The uniqueness of the pulleys is that they include a freewheeling clutch that allows the fans to be driven by a three-phase asynchronous motor, independently of the entire belt transmission, from the main internal combustion engine which does not operate at that time. The second function that the present invention solves is the method of additional controllable diesel heating, which is based on the introduction in the auxiliary power block of heated water into the water / diesel exchanger and supplementing the auxiliary electric pump into the diesel suction line - parallel to the gear pump. the main internal combustion engine and the tank heat exchanger. The controllability of diesel heating according to the present invention lies in the regulation of the temperature and amount of hot water supplied to the exchanger in dependence on the diesel used and the ambient temperature. The third function contained in the present invention is the addition of an additional direct current source, which provides power to the DC motor driving the transport fuel pump, which is out of operation when the main combustion engine is switched off. The auxiliary DC power supply is supplied to the input from the three-phase generator of the auxiliary power block. The fourth function of the present invention is to supplement the brake circuit with a compressor powered by a three-phase asynchronous motor, which provides a continuous supply of compressed air to the circuit which must be vented at low ambient temperatures to prevent freezing of condensed water in the brake system. A fifth function according to the present invention is the method of electric heating of the Driver's Station by switching off the idle of the main internal combustion engine and distributing this energy from an auxiliary power block suitably sized for the subject locomotive. Ensuring energy for all functions according to the present invention, for example, for a shunting locomotive with a main combustion engine output of approximately 900 kW, requires the installation of an auxiliary power block of 30 kVA.

The last function according to the utility model is the addition of a dedicated control system located in the main switchboard mounted on a power block, which ensures trouble-free and technologically optimal function of the processes described above.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 - layout of traction motors additional ventilation and cabin electric heating in the locomotive.

Fig. 2 is a schematic representation of the traction motor cooling fan drive during operation of the main internal combustion engine.

Fig. 3 is a schematic representation of the traction motor cooling fan drive while the engine idling is limited.

Fig. 4 - deployment of diesel fuel booster elements from the locomotive fuel tank and booster compressor implemented in the auxiliary power block.

Fig. 5 is a schematic illustration of the additional heating of diesel fuel from the locomotive fuel tank.

Fig. 6 is a schematic representation of the wiring and elements for ensuring the circulation of diesel in the locomotive fuel circuit.

Example of technical solution

In FIG. 1-6, a specific example of a utility model for a 6-axis engine shunting locomotive with a 900 kW main internal combustion engine power is shown. In order to limit the idle speed of the locomotive in extreme climatic conditions, the power output of the 30 kW auxiliary power block internal combustion engine is required.

Motor shunting locomotive 100 provided with a main internal combustion engine 110, a main generator 120, traction motor cooling fans 130, 131, a locomotive driver 140 and an auxiliary power block 200. A main internal combustion engine 110 with injection pump 111, main transport gear fuel pump 112, fuel tank 113 connected to a water / diesel exchanger locomotive 100, wherein the exchanger 114 is provided with a fuel overflow line 115 supplying fuel to the exchanger 114 and a heated oil overflow line 116 from the water / diesel exchanger 114 to the fuel tank 113 of the locomotive 100. the water / diesel exchanger 114 is supplemented with a non-return valve 223. The main generator 120 is provided with a pulley 121 on the front and drives the fan 130 of the traction motors cooling locator 100, while the fans 130, 131 mounted on the shaft 133 are via wedge belt

Transmission 213 coupled to the combined pulleys 132 and freewheel clutches 212. The electric heater 240i is powered from the switchboard 230 comprising a control system.

The auxiliary power block 200 with accessories is located in the locomotive locomotive immediately in front of the station 140. The electrical contact and control elements together with the dedicated control system are located in a separate switchboard 230 mounted on the front wall of the driver's station 140. The three-phase asynchronous motors 210, 211 of the fan drive 130, 131 are mounted on brackets at the fans 130 and 131 and, via a wedge belt drive 213, drive the combined pulleys 132 through the fan shafts 133 and 130 containing the free clutches 212. The tank 113 is conveyed via line 117 through an auxiliary electric pump 220 arranged in parallel to the main transport gear fuel pump 112. to a water / diesel exchanger 114 where it is heated by hot water from the water circuit of line 221 by heated electrical and thermal energy generated in auxiliary power block 200. The pipe 221 is connected to the main pipe 222 of the water heated in the auxiliary power block 200. For locomotives where it is not possible to add an auxiliary electric pump 220 for spatial reasons, the circulation of diesel in the fuel system is ensured by the locomotive. a DC swarm that powers the DC motor of the main transport gear fuel pump 112 and thereby ensures cold oil circulation. The auxiliary power supply is supplied from the three-phase power block generator at the input. The electrical power of the auxiliary power block 200 is dimensioned so that it is possible to supply the three-phase asynchronous motor 210 of the compressor 250, which, as a common block, can be located in a suitable engine room of the locomotive. The compressor output 250 is connected to the brake pipe system. A 2 kW single-phase electric heater 240 powered from the auxiliary power block 200 is located at the driver's station 140 and provides heating of the station 140 even at an ambient temperature of -40 ° C when the original heater is no longer effective.

Industrial usability

A method of limiting the idling speed of engine shunting and track locomotives according to a utility model may be used on all shunting and track locomotives characterized by long-term idling, having a traction engine cooling fan drive derived from the main internal combustion engine and operating in climatic conditions requiring continuous make-up compressed air in the braking system, heating the diesel fuel in the tank, and additional electrical heating of the driver's cab.

Claims (6)

PROTECTION REQUIREMENTS A method for reducing the idling speed of motor shunting and track locomotives, characterized in that it allows to limit the idling time of the main internal combustion engine (110) for any period of time and during this time provides a replacement electric drive for traction motor cooling fans (130, 131) by combined pulleys (132) comprising clutches (212) and three-phase asynchronous drive motors (210, 211) powered from a three-phase auxiliary power block generator (200). Method for limiting the idling speed of internal combustion engines of locomotive shunting and track locomotives, characterized in that it allows to limit the idling of the main internal combustion engine (110) for an arbitrary period of time and during this period provides additional heating of diesel fuel in the fuel tank (113) supplying, in the auxiliary power block (200) of the heated water through the piping system (221) to the water / diesel exchanger (114) and its circulation by means of an auxiliary electric pump (220) to the locomotive fuel circuit (100), parallel to the main transport fuel pump (112) , which is inoperative during the idle restriction. 3. A method of reducing the idling speed of internal combustion engines of locomotive shunting and track locomotives, characterized in that it allows to limit the idling time of the main internal combustion engine (110) for any period of time and during this period ensures the circulation of diesel in the locomotive fuel system. (112) a locomotive (100) whose DC motor (114) is powered by an additional DC power supply (1115) connected to a three-phase generator of the auxiliary power block (200). Method for limiting the idling speed of internal combustion engines of motor shunting and track locomotives, characterized in that it allows to limit the idling time of the main internal combustion engine (110) at any time and by means of an additional compressor (250) located in a suitable space of the locomotive. ensures the supply of compressed air to the main air reservoirs and brake pipe system and consumed for regular venting of the system and thereby preventing the condensation water from freezing in the brake pipe system. SK 5890 Yl 5. A method of reducing the idling speed of internal combustion engines of locomotive shunting and track locomotives, characterized in that it allows to limit the idling of the main internal combustion engine (110) at any time and provides additional electric heating (240) of the driver's station (140). for this function, it takes from the auxiliary power block generator (200). 5 A method for reducing the idling speed of internal combustion engines of motor shunting and track locomotives, characterized in that by adding a control system in the switchboard (230) at the driver's station (140), it ensures trouble-free operation of the auxiliary power block (200). 4th