The present invention provides a modularly designed axle box body with a flexibly adjustable swivel arm length, comprising: an axle box bearing block unit and a swivel arm joint seat unit. The axle box bearing block unit is connected to the swivel arm joint seat unit by means of a flange plate connection structure; the flange plate connection structure comprises a first flange connected to the axle box bearing block unit and a second flange connected to the swivel arm joint seat unit; and the first flange is connected to the second flange by means of multiple sets of bolts and nuts. The present invention can solve the problems of excessive casting mold types, long casting production cycles, high manufacturing costs, waste of resources, environmental pollution, heavy burden on production lines, and the like caused by existing swivel arm axle box body products being constrained by the diversity of axle box bearing and swivel arm joint specifications and swivel arm lengths.
Disclosed in the present invention are a main-auxiliary transmission system for an electric locomotive, and an electric locomotive. The main-auxiliary transmission system for an electric locomotive comprises: a main transformer, which comprises a primary winding and at least one traction winding; at least one traction system loop, which comprises a four-quadrant rectifier, a traction inverter, a traction electric motor and an alternating-current isolation contactor; a traction battery system loop, which comprises a traction battery and a traction battery charger; and an auxiliary system loop, which comprises a DC/DC converter, a power-frequency auxiliary inverter, a power-frequency auxiliary filter and an auxiliary system. The main-auxiliary transmission system for an electric locomotive provided in the present invention ensures the reliable operation of the system in a faulty state by means of the design of bipolar isolation contactors, implements emergency traction and speed reduction control in a neutral section by means of a traction battery system, achieves efficient and reliable electric energy conversion by means of a DC-DC-AC conversion mode, and ensures the safety of operation of an electric motor by means of a three-phase independently controlled contactor.
An apparatus for quick coupling between a locomotive and an urban rail vehicle and for implementing synchronous braking, and a rescue method. The apparatus comprises: a rescue instruction button, a level conversion apparatus, and a fully automatic coupler. The rescue instruction button is mounted on an urban rail vehicle, and is used to start up power supply by the urban rail vehicle to the level conversion apparatus, while controlling an electro-pneumatic braking system of the urban rail vehicle to enter a rescue mode. The level conversion apparatus is mounted on a locomotive, and is used to convert a pressure reduction amount of a locomotive train line into a braking level signal of an analog amount or a digital amount, and transmit said signal to the electro-pneumatic braking system of the urban rail vehicle, to implement a synchronous braking function. The fully automatic coupler is separately mounted on the locomotive and the urban rail vehicle, and is used for automatic coupling of the locomotive to the urban rail vehicle. According to the described apparatus and the rescue method, personnel do not need to leave the train to perform operations such as coupling a coupler, temporary wiring, and installing a train line, thus improving the efficiency of quick coupling between the locomotive and the urban rail vehicle, implementing the synchronous braking of the locomotive and the urban rail vehicle, and increasing the safety and timeliness of a rescue process.
B61H 11/06 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
B61G 3/00 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
B61H 9/00 - Brakes characterised by, or modified for, their application to special railway systems or purposes
The present invention relates to the technical field of urban rail vehicles, and provides an axle end cable bracket structure having high vibration resistance performance. The axle end cable bracket structure comprises a mounting surface, a bearing surface, a first side surface and a second side surface. The mounting surface and the bearing surface are oppositely arranged, and the first side surface and the second side surface are oppositely arranged. Two ends of the mounting surface are respectively connected to the first side surface and the second side surface, and two ends of the bearing surface are respectively connected to the first side surface and the second side surface. The side where the second side surface is located is taken as the left side, and the side where the first side surface is located is taken as the right side. A weight-reducing elongated hole is formed in the first side surface. The upper portion of the second side surface is flush with the upper portion of the first side surface, and the lower portion of the second side surface is higher than the lower portion of the first side surface. The present invention aims to solve the problems in the prior art of poor vibration resistance performance and easy breakage. The following properties can be mainly implemented: the static strength and quasi-static fatigue strength verification can meet the requirements of the standard BS EN 13749, and the random vibration fatigue strength verification meets the requirements of the standard GB/T 21563.
The present invention provides a locomotive drawbar detachment prediction method, comprising: S1: comparing motor currents of two axles on a bogie with motor currents of two axles on a bogie on the other side of the same car body respectively, wherein the absolute value difference between the motor currents is greater than or equal to 100A; S2: comparing motor torque values of the two axles on one bogie with motor torque values of the two axles on the bogie on the other side of the same car body respectively, wherein the absolute value difference between the motor torque values is less than or equal to 3kN; S3: when the conditions in S1 and S2 are met, and the duration is greater than or equal to 5s, comparing the motor currents of the two axles on one bogie with the motor currents of the two axles on the other bogie; S4: when the motor currents of the two axles on one bogie are both less than the motor currents of the two axles on the other bogie, isolating the two axles having lower motor currents on said one bogie; and S5: the two isolated axles simultaneously issuing a fault alarm. According to the present application, when a drawbar breaks, the driver can know the abnormal working condition of the locomotive at the first time, ensuring the operation safety of the locomotive.
The present invention relates to the technical field of power control. Disclosed are a counter-electromotive force suppression system and method for an electric locomotive, and an electric locomotive. The counter-electromotive force suppression system is sequentially connected to a four-quadrant rectifier, a transformer and a power grid; a permanent magnet traction motor is used for driving a locomotive to operate under a traction working condition and braking the locomotive under a braking working condition; one end of a traction inverter is connected to the four-quadrant rectifier, and the other end of the traction inverter is connected to the permanent magnet traction motor; an isolation switch is arranged between the permanent magnet traction motor and the traction inverter; a power battery system is connected to the traction inverter; a traction control system is connected to the traction inverter; an auxiliary system is connected to the traction inverter to consume electric energy generated by the permanent magnet traction motor; and the traction inverter, the power battery system and the auxiliary system share an intermediate direct current loop. The counter-electromotive force suppression system reduces the impact of counter-electromotive force on a locomotive traction converter system when an electric locomotive passes a neutral zone, thereby improving the operation stability of the electric locomotive and the service life of a contactor.
B60L 50/53 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
7.
CONTROL APPARATUS FOR ENERGY CONVERSION OF HYBRID LOCOMOTIVE, AND LOCOMOTIVE AND CONTROL METHOD
dcchch controlled by the main-generator excitation system, so as to control the power output ratio of the two systems. The control apparatus in the present invention can make power change linearly and transition smoothly during conversion between the energy output of a diesel engine and the energy output of a traction battery, thereby avoiding the problems of a locomotive shaking, producing black smoke, etc., due to power instability.
B61C 7/04 - Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
B60L 50/60 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
B60L 50/10 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
F02D 29/06 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
H02J 7/34 - Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
8.
BRAKING DEVICE FOR DEAD-IN-TOW MOVEMENT OF GOST STANDARD LOCOMOTIVE, AND GOST STANDARD LOCOMOTIVE
A braking device for dead-in-tow movement of a GOST standard locomotive, and a GOST standard locomotive. The braking device comprises a distribution valve module; the distribution valve module comprises a pressure reducing valve (4); the pressure reducing valve (4) has an input end communicated with a train pipe (7) of a GOST standard locomotive, and an output end communicated with a pre-control pipe (8) of the GOST standard locomotive, and is used for adjusting output pressure of the train pipe (7) to form input pressure of the pre-control pipe (8), and enabling the input pressure of the pre-control pipe (8) to reach a preset value range.
The present invention relates to a regenerative-drying control system and method for a dryer of an air compressor of a locomotive. The system comprises: an air-compressor contactor; an air compressor, which is connected to the air-compressor contactor; a regenerative dryer, which is connected to the air compressor and is connected to a main air reservoir; and an air-compressor unloading valve, which is in communication connection with the regenerative dryer, wherein the air-compressor unloading valve takes an action in response to the air-compressor contactor being closed and the air pressure of the main air reservoir reaching a threshold pressure, and the regenerative dryer performs regenerative drying once receiving an action instruction from the air-compressor unloading valve. In addition, the present invention further relates to a corresponding control method. The present invention solves the problem in the prior art of it being impossible for a regenerative dryer to remove moisture when an air compressor is in a delay mode, improves the drying effect regarding compressed air, and improves the quality of an air source of an air compression system of a locomotive.
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
10.
ELECTRIC LOCOMOTIVE ELECTRIC-DRIVE CONTROL METHOD FOR IMPROVING CATENARY VOLTAGE, AND ELECTRIC LOCOMOTIVE
An electric locomotive electric-drive control method for improving a catenary voltage, and an electric locomotive. The control method comprises: S1: acquiring an impedance value per unit length of a power grid and real-time operating parameters of an electric locomotive; S2: calculating a reactive-power compensation value of the power grid in real time by means of the impedance value per unit length of the power grid and the real-time operating parameters of the electric locomotive; and S3: inputting the reactive-power compensation value of the power grid into a four-quadrant rectifier of the electric locomotive, and performing reactive-power compensation on the power grid in real time by adjusting a control strategy for the four-quadrant rectifier of the electric locomotive. By combining an impedance value of a power grid and real-time operating parameters of an electric locomotive, real-time reactive-power compensation of the power grid is achieved, and the stability and energy utilization rate of an electric power system are improved; no additional device needs to be mounted, thus reducing the cost and complexity of a reactive-power compensation system of the power grid; and by means of real-time monitoring and cooperative control, required reactive-power compensation can be accurately provided for the electric power system.
A diesel engine waste heat utilization apparatus, comprising: a diesel engine (1), a first pipe (2), a heater (3), a second pipe (4), an exhaust duct (5), a water jacket (6), a temperature control valve (9), a third pipe (10), a fourth pipe (11), a temperature regulating valve (12), a fifth pipe (13), a sixth pipe (14), a seventh pipe (15), an eighth pipe (17), and a water pump (16). By configuring the exhaust duct and the water jacket, high-temperature exhaust generated after the diesel engine starts up causes the exhaust duct to heat up rapidly, so that the temperature of the exhaust duct is much higher than the temperature of the heater; when water flow from the diesel engine flows to a water inlet of the diesel engine along the water jacket on the exterior of the high-temperature exhaust duct, the temperature of the water flow rises rapidly, thereby shortening the time for the water flow to reach a loading temperature required by the diesel engine, that is, shortening the time for "warming up" and saving fuel, and further improving the heat efficiency of the fuel of the diesel engine. Also disclosed is a method for controlling diesel engine waste heat utilization.
A virtual control method and apparatus for a cab-free power car. A cab-free power car is equipped with a virtual operation interface (12), the virtual operation interface (12) being provided with a virtual electric key and a plurality of virtual operation keys. The method comprises: on the basis of a cab-free power car being in a non-consist state, enabling a virtual electric key to be in an operable state; on the basis of user operations on the virtual electronic key, enabling the virtual electronic key to be in an activated state, so as to enable a plurality of virtual operation keys to be in an operable state; and on the basis of user operations on the plurality of virtual operation keys, sending a virtual instruction so as to enable the cab-free power car to perform a corresponding action. The method and apparatus can improve various control performances of cab-free power cars, solve the problem that single-unit power cars cannot independently undergo test, operation and control in non-consist states, and achieve cooperative control in consist states.
Provided are a braking system for automatic switching between train pipe control and microcomputer control and a control method therefor. The braking system comprises: an integrated driver controller, a BP braking subsystem, a microcomputer braking subsystem and an electromagnetic valve. The integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral motion structure via a connecting pin. The integrated driver controller may send an electrical signal instruction to a TCMS, and at the same time, may control the pressure of the BP pipe to generate an air signal instruction. The electromagnetic valve is used for switching between the microcomputer braking subsystem and the BP braking subsystem, and enables, by means of an electrical connection, interlocking between electric braking and BP braking actions. The same driver controller is used for shared microcomputer control and BP control air braking. Meanwhile, if a microcomputer braking control unit of a single train is faulty, automatic braking may be carried out using BP braking, and interlocking with electric braking is also enabled to prevent excessive braking caused by the overlap of BP braking and electric braking, thereby automatically switching between train pipe control and microcomputer control.
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B61H 11/06 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
14.
SPEED CONTROL METHOD FOR ALTERNATING-CURRENT TRANSMISSION LOCOMOTIVE
Provided is a speed control method for an alternating-current transmission locomotive. The speed control method is used in a deceleration and stop stage, a constant-speed operation stage and an acceleration operation stage of an alternating-current transmission locomotive. The speed control method comprises the following steps: setting a target speed value (S100); setting a target acceleration value (S200); calculating a real-time acceleration feedback value, and performing closed-loop control on the target acceleration value and the acceleration feedback value, so as to obtain an electric-motor torque of an alternating-current transmission locomotive that is required in real time (S300); and obtaining a corresponding gear according to the electric-motor torque of the alternating-current transmission locomotive, so as to control the alternating-current transmission locomotive (S400). An acceleration closed-loop algorithm is used in the speed control method for an alternating-current transmission locomotive, and an alternating-current transmission locomotive can operate according to an acceleration-speed difference curve and a control algorithm, thereby adjusting an output tractive force.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
15.
SYSTEM OF AMMONIA-DIESEL DUAL-FUEL ENGINE, AND CONTROL METHOD THEREFOR
A system of an ammonia-diesel dual-fuel engine. The system comprises a valve bank unit (1), an engine (2), an electronic controller (3) and a waste liquid collection tank (4), wherein the electronic controller (3) is electrically connected to electronic control components in both the valve bank unit (1) and the engine (2), so as to control components in the valve bank unit (1) and the engine (2) to act; and the valve bank unit (1) and the engine (2) are both in communication with the waste liquid collection tank (4), such that ammonia is discharged to the waste liquid collection tank (4) under the control of the electronic controller (3). Further provided is a control method for a system of an ammonia-diesel dual-fuel engine. The control method comprises: when an engine (2) switches from a dual-fuel mode to a diesel mode, stopping conveying ammonia into an air cylinder of the engine (2); at the same time, increasing the amount of diesel injected into the air cylinder, so as to ensure stable operation of the engine (2) after the supply of ammonia fuel is stopped; and concentrating and collecting, to a waste liquid collection tank (4) for unified disposal, ammonia discharged from a valve bank unit (1) and the engine (2). The system of an ammonia-diesel dual-fuel engine and the control method therefor can ensure that an engine successfully switches to a diesel mode within a short time, thereby ensuring stable operation of the engine, and also avoiding harm caused by leakage of ammonia.
F02B 69/04 - Internal-combustion engines convertible into other combustion-engine type, not provided for in group Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
16.
INTELLIGENT IDENTIFICATION METHOD, APPARATUS, AND SYSTEM FOR DIESEL ENGINE OIL USE STATE
The present invention provides an intelligent identification method for a diesel engine oil use state, comprising the following steps: acquiring engine oil pump outlet pressure, engine oil temperature, and diesel engine rotating speed signal data when a diesel engine operates normally; by means of a data cleaning method, screening daily engine oil pump outlet pressure data of the diesel engine at a fixed rotating speed M and a fixed engine oil temperature N to obtain an engine oil pump outlet pressure data set after screening; on the basis of said engine oil pump outlet pressure data set, obtaining engine oil state evaluation indexes; and performing evaluation according to the engine oil state valuation indexes by using an index-based evaluation method, to identify an engine oil state and an engine oil replacement date. No special sensor and acquisition device are additionally provided. The method scientifically implements intelligent identification of the diesel engine oil use state, provides guide for engine oil replacement, improves the diesel engine operation and maintenance time-effectiveness, and reduces the operation and maintenance costs.
dd of a diesel generator set working in an optimal economical fuel consumption area, the maximum allowable charging power of each set of power battery units, an SOC value of each set of power battery units and a charging equalization coefficient k1; and step 2, adjusting the charging equalization coefficient k1 to adjust a charging equalization degree of each set of power battery units.
B60L 58/22 - Balancing the charge of battery modules
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H02J 7/14 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
G01R 21/00 - Arrangements for measuring electric power or power factor
G01R 31/396 - Acquisition or processing of data for testing or for monitoring individual cells or groups of cells within a battery
The present invention relates to the technical field of urban rail subway vehicles, and in particular to an alarm control circuit suitable for fault guiding safety of an urban rail subway vehicle, comprising a driver controller main handle alarm switch. A second console diode terminal strip is connected to one end of the driver controller main handle alarm switch, and a zero-speed relay, a second power-off delay action alarm relay contact, and a fourth power-off delay action alarm relay contact are connected to the other end of the driver controller main handle alarm switch; an alarm test button is connected to the other end of the zero-speed relay; and the end of the alarm test button away from the zero-speed relay is connected to the second console diode terminal strip. According to the present invention, existing alarm control logic is optimized and existing shortages are eliminated, such that an alarm function is greatly and flexibly applied. Operation safety of the vehicle is ensured to a great extent while the operation of the vehicle is ensured.
B60L 15/00 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
19.
PERMANENT MAGNET DIRECT-DRIVE TORPEDO LADLE CAR AND CONTROL METHOD THEREFOR
The present invention relates to the technical field of molten iron transport in the metallurgical industry. Disclosed are a permanent magnet direct-drive torpedo ladle car and a control method therefor. The permanent magnet direct-drive torpedo ladle car comprises: a front-end traveling device directly driven by a permanent magnet motor; a rear-end traveling device which has the same structure as the front-end traveling device and is directly driven by the permanent magnet motor; and a dump mechanism and a torpedo ladle body which are located between the front-end traveling device and the rear-end traveling device. A first traction transmission system is provided in the front-end traveling device; a second traction transmission system is provided in the rear-end traveling device; a first car control device in the first traction transmission system is a main control device of the torpedo ladle car; a second car control device in the second traction transmission system is an auxiliary control device of the torpedo ladle car; the main control device and the auxiliary control device are interconnected and controlled by means of a wireless reconnection module. According to the present invention, without changing the main structure of an existing torpedo ladle car, self-propelled travelling of the torpedo ladle car directly driven by a permanent magnet motor and a "one ladle from BF to BOF" transport mode are achieved, and the turnover rate and utilization efficiency of torpedo ladle cars can be greatly improved.
The present invention relates to the technical field of discharge control of internal combustion locomotives, and in particular to an emergency discharge control method for a main and auxiliary integrated internal combustion locomotive, comprising: S1, when a discharge loop fault occurs in a locomotive having a main and auxiliary integrated structure, and when a TCMS determines that a main generator stops generating power and the TCMS is in normal communication with an auxiliary converter unit and an auxiliary inverter, manually selecting, by means of a display screen, to enter an emergency discharge working mode; and S2, after entering the emergency discharge working mode, the TCMS sending an emergency discharge instruction to the auxiliary converter unit and the auxiliary inverter. According to the present invention, when a fault occurs in a discharge device or discharge loop of the internal combustion locomotive having the main and auxiliary integrated structure, the TCMS controls an auxiliary system to enter the emergency discharge mode to quickly discharge a voltage in a main loop, so that rapid and safe discharge is realized, and personal safety is ensured; meanwhile, after the discharge fault, a special control strategy is used to ensure the operation of the locomotive as much as possible, so that a locomotive failure caused by a discharge loop fault is avoided.
The present invention is applicable to the technical field of internal combustion locomotives, and provides an electro-pneumatic vacuum dual-mode braking system of an internal combustion locomotive. The electro-pneumatic vacuum dual-mode braking system comprises a braking control system, an auxiliary air system, and an air source purification system, and the braking control system internally comprises an electro-pneumatic brake, a braking unit, a parking braking system, and a vacuum brake. According to the electro-pneumatic vacuum dual-mode braking system of the internal combustion locomotive, the auxiliary air system comprises other pneumatic devices or systems except the air source purification system and the braking control system, and is used for improving running conditions of the locomotive and providing better experience of operation control for a driver; and the braking control system: after the braking control system has a sufficient dry air source, braking and relieving of a locomotive and a train can be achieved by charging air into and discharging air from a medium in a brake pipe or a vacuum brake pipe, and other braking control functions are achieved; in a high-standard electrified internal combustion locomotive, an air brake-equipped vehicle can be towed, and a vacuum brake-equipped vehicle can also be towed.
Provided in the present invention is a control method for suppressing low-speed idling of a locomotive. The method comprises the following steps: S1, performing detection on an acceleration control shaft, which involves: S11, when an action condition of an IGBT gate electrode of a primary inverter is established, that is, a converter system of a locomotive has received a microcomputer instruction to perform a traction action of the whole vehicle, performing detection to determine whether the gate electrode of the inverter can perform a normal action; S12, measuring the current that is output by an electric motor, and measuring the range of a torque current instruction value of the electric motor; and S13, counting the number of instances of idling of the acceleration control shaft. By means of the present invention, after a speed signal abnormality of a locomotive is detected, the reference speed of the locomotive and the traction forces of other shafts are no longer affected by an abnormal speed signal of a faulty shaft, such that the reduction amplitude of the traction force of the whole vehicle is greatly reduced, and the traction force can be exerted normally, thereby guaranteeing the normal operation of the locomotive, solving the problem of the locomotive not being able to be started normally due to an insufficient traction force caused by false detection of idling of other shafts, and effectively improving the travelling safety and reliability of the locomotive.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
A ground-powered electric vehicle and a shoegear. The shoegear comprises a shoe plate and a power receiving assembly; through holes are formed in the shoe plate; the power receiving assembly penetrates through the through holes; the power receiving assembly comprises current receiving columns (2) and elastic pieces (7); accommodating spaces for accommodating the elastic pieces (7) are formed between the current receiving columns (2) and the inner walls of the through holes; the upper ends of the elastic pieces (7) abut against the shoe plate, and the lower ends abut against the current receiving columns (2); and the lower ends of the current receiving columns (2) extend out of the through holes and are configured to be in sliding contact with a ground power supply module (5) for power-on. A copper bar structure is replaced with the current receiving columns (2), and direct elastic buffering between the current receiving columns (2) and the ground power supply module (5) is achieved by means of the elastic pieces (7).
Provided in the present invention is a subway vehicle return device mounted on return vehicles. The subway vehicle return device mounted on the return vehicles comprises a subway train, and a first return vehicle and a second return vehicle which are arranged at both ends of the subway train and are used for driving a first subway train to be transported on a railway, wherein the return device is characterized in that the first return vehicle and the second return vehicle are both provided with return devices which are used in cooperation with each other; the return device comprises a microcomputer control unit and a return control unit; and the return control unit comprises a main air connecting pipeline, a first ball valve, a shut-off electromagnetic valve, an adjustable pressure-reducing valve, an exhaust electromagnetic valve, a pressure sensor, a second ball valve and a train pipe connecting pipeline. By means of the subway vehicle return device mounted on the return vehicles, the workload and the material costs involved during subway vehicle returning can be effectively reduced, and the need for a temporary train pipeline to be laid from a return vehicle at one end to a return vehicle at the other end during returning is reduced.
A starting control method for a Miller cycle diesel engine in a low-temperature environment. After a diesel engine is started, the operation rotating speed of the diesel engine is maintained at a set idle rotating speed for a predetermined time period or after the temperature of a cooling liquid of the diesel engine reaches a predetermined state, the diesel engine is controlled, by means of an electronic injection controller, to operate in a normal idle speed state. According to the starting control method for the Miller cycle diesel engine in the low-temperature environment, the problem that starting of the Miller cycle engine in a low temperature is difficult is solved by utilizing an existing diesel engine control system, a fuel system, and an electrical system and adjusting a starting control process.
A vehicle control method based on visual recognition, and a device. The method comprises: acquiring an image in a vehicle running limit, and pre-processing the image (S100); performing binarization processing on the pre-processed image by using a difference algorithm between the current frame and a background frame, so as to acquire a feature image (S200); performing obstacle feature extraction on the feature image according to a neural network model (S300); and performing evaluation according to the obstacle feature, and performing braking control on a vehicle according to an evaluation result (S400). The solution of actively detecting an obstacle and controlling a vehicle is realized, thereby providing better and active vehicle safety early warning and braking.
Disclosed are a subway vehicle, and a modular air conditioning control panel and a control method. The modular air conditioning control panel comprises a mounting plate, the mounting plate being provided with a communication control assembly and a network transmission assembly. The communication control assembly comprises a daily maintenance port used for daily maintenance of an air conditioning system, real-time online monitoring, and data storage and downloading; a software maintenance port used for software maintenance; and a communication port used for being connected to an air conditioning unit data acquisition module. The network transmission assembly comprises a control port used for being connected to a vehicle control system. By means of a reasonable design, the air conditioning control panel is comprehensively arranged, a contactor, a circuit breaker and the like are effectively integrated with an air conditioning unit, the hard wire connection between the air conditioning unit and the control panel is removed, and network signal transmission is used instead. Thus, the control panel has comprehensive functions, the air conditioning control panel contains fewer components, the overall occupied space is reduced, and the air conditioning control screen display information is complete, thereby improving the convenience for inspection and maintenance by maintenance personnel as well as the timeliness and integrity of information inquiry.
A method for inhibiting the generation of high-order harmonics after the isolation of an electric locomotive shaft, and a control system and an electric locomotive. The method comprises: when any shaft is isolated, re-allocating the phases of rectifiers of the remaining working shafts.
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
B60M 3/02 - Feeding power to the supply lines in contact with collector on vehiclesArrangements for consuming regenerative power with means for maintaining voltage within a predetermined range
H02J 3/01 - Arrangements for reducing harmonics or ripples
29.
ELECTRIC VEHICLE GROUND CONTROL SYSTEM AND VEHICLE APPROACHING CONTROL METHOD THEREOF
A vehicle approaching confirmation control method of an electric vehicle ground power supply system, wherein a magnetic signal cover strip is disposed at the bottom of a vehicle, and each power supply module on a line is evenly provided with N magnetic field sensors in sequence in the direction of travel of the vehicle. The method comprises: when n magnetic field sensors simultaneously detect a vehicle magnetic signal, disconnecting the connection between a power supply module and a safety negative electrode, and switching on the connection between a power supply and the power supply module; otherwise, disconnecting the connection between the power supply and the power supply module, and switching on the connection between the power supply module and the safety negative electrode. By means of the method, a vehicle approaching state can be accurately confirmed, the connection between a power supply or a safety negative electrode and a power supply module can be safely switched on or off in a timely manner, and the adverse effects of various mobile communication devices on the safe operation of a vehicle and a safe power supply on the ground can be completely eliminated. When the value of n is 2 or more, the influence brought about by external factors, such as a malfunction caused by a child playing with a magnet block, can be further eliminated.
A locomotive and a weighted parameter adhesion control method therefor. The method comprises: according to an operation state of a locomotive, acquiring a traction electric motor torque given value and a weighted adhesion control reference value, to generate a traction electric motor torque given control value; calculating a weighted adhesion control feedback value; performing calculation, in a weighted adhesion control PI closed-loop controller, with the weighted adhesion control reference value and the weighted adhesion control feedback value, so as to obtain a weighted adhesion control value; controlling the torque of a traction electric motor according to the smaller of the weighted adhesion control value and the traction electric motor torque given control value; and from a moment T0, filtering the traction electric motor torque given value according to m*G(S) until the traction electric motor torque given control value is recovered to a% of the maximum torque value of the traction electric motor, and then carrying out filtering processing on the traction electric motor torque given value according to G(S)/n. According to the method, the adhesion force of the locomotive is exerted to the maximum extent, and traction idling or braking coasting is effectively prevented, such that the locomotive exerts the maximum traction force or braking force under the current rail surface condition.
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
G05D 17/02 - Control of torqueControl of mechanical power characterised by the use of electric means
31.
METHOD AND SYSTEM FOR CONTROLLING PARALLEL CHARGING AND DISCHARGING OF BATTERY PACK
A method for controlling parallel charging and discharging of a battery pack comprises the following steps: performing real-time measurement on an actual current value of each of battery branches connected in parallel; comparing the actual current values of all of battery branches to acquire a maximum actual current value; determining a safe current value of a battery system; comparing the maximum actual current value with the safe current value; and adjusting the battery system on the basis of the comparison between the maximum actual current value and the safe current value. The method performs real-time monitoring on changes in the current of batteries in different branches connected in parallel, dynamically adjusts a load or a charging voltage of the battery system according to an upper limit of a current resistance characteristic of the battery so as to control charging and discharging performed on the battery system, and eliminates an overly large circulating current caused by inconsistencies in capacity, open-circuit voltages, states of charge, internal resistance, and the like in the battery system throughout the entire process of use. In addition, the control method meets the starting power requirements of a locomotive, and leverages the characteristics of the power battery system.
H01M 10/42 - Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
B60L 58/10 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
32.
AXLE-CONTROLLED INTERNAL COMBUSTION LOCOMOTIVE, AND MAIN TRANSMISSION SYSTEM AND METHOD THEREFOR
Disclosed are an axle-controlled internal combustion locomotive, and a main transmission system and method therefor. The main transmission system comprises a main generator (10), the main generator (10) comprising a plurality of stator output windings (101, 102, 103, 104), which each are connected to a traction electric motor loop. Each of the stator output windings in the main transmission system is connected to a traction electric motor loop, and loops independent of each other are used from the main generator (10) to traction electric motors (14, 24, 34, 44), such that it is ensured that all the traction electric motors are electrically isolated and independent of one another from a power source to an intermediate converter link, and it is ensured that when any link breaks down, only a corresponding loop is affected, and the locomotive only loses power from one axle, and the redundancy of the locomotive is improved.
B61C 5/00 - Locomotives or motor railcars with IC engines or gas turbines
B60L 50/13 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
B60L 1/00 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles
33.
TEMPERATURE RISE MONITORING METHOD WITH AUTOMATIC AMBIENT TEMPERATURE COMPENSATION, LOCOMOTIVE OPERATION CONTROL METHOD, AND LOCOMOTIVE
A temperature rise monitoring method with automatic ambient temperature compensation: in predetermined conditions, correcting a measured ambient temperature to obtain a corrected ambient temperature, and using the corrected ambient temperature to calculate a bearing temperature rise. Also disclosed are a locomotive operation control method and a locomotive: by means of setting a bearing temperature rise threshold, when the bearing temperature rise exceeds the threshold, the locomotive raises a temperature alarm and stops operation. The present method targets locomotive operating features in different temperature environments and can effectively prevent false alarms of locomotive axle temperature monitoring caused by abnormal changes in ambient temperature; by means of automatically compensating the external environment, the bearing temperature rise is calculated on the basis of the compensated ambient temperature, and a control threshold is adjusted by incorporating the temperature of locomotive bearing measurement points to thereby implement control of the operation of the entire locomotive.
A method for suppressing the resonance of a vehicle-mounted fan, and a system. The method comprises: according to the difference between the actual vibration value and a preset vibration value of a fan, determining whether resonance is generated between the fan and a locomotive body; and if resonance is generated between the fan and the locomotive body, then adjusting the output frequency of the fan so as to eliminate the resonance between the fan and the locomotive body. On the basis of the establishment of a matching relationship between parameters such as locomotive speed, fan speed, vibration frequency of an outer drum of a fan, and the temperature of a cooled component, a fan resonance trend is determined according to the difference between the actual vibration value and the preset vibration value of a fan; and by actively adjusting the output frequency of the fan, for example, by periodically adjusting the output frequency of the fan, the technical effect of eliminating resonance between the fan and a locomotive body is achieved.
A redundancy control method and system for a locomotive high-voltage system. The method comprises: obtaining pantograph fault information and/or vacuum main circuit breaker fault information; performing a switching operation on a high-voltage conversion contactor according to the pantograph fault information and/or the vacuum main circuit breaker fault information, so that a pantograph and/or a vacuum main circuit breaker having no fault occurring are put into operation to form a high-voltage current path together with a transformer, thereby avoiding the problem of breakdown of a locomotive because a high-voltage current path cannot be formed when each locomotive has only one vacuum main circuit breaker and a fault occurs to the vacuum main circuit breaker. If pantograph fault information is obtained, a switching operation is performed on a catenary voltage conversion relay according to the pantograph fault information, so that a normally operating pantograph, a voltage transformer, and the catenary voltage conversion relay are closed at a contact on a pantograph side having no fault occurring to form a current path, and catenary voltage information can be obtained normally.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 5/00 - Current-collectors for power supply lines of electrically-propelled vehicles
36.
REMOTE COMMUNICATION CONTROL METHOD AND APPARATUS FOR LOCOMOTIVE DIESEL ENGINE, AND STORAGE MEDIUM
Provided in the present invention are a remote communication control method and apparatus for a locomotive diesel engine, and a storage medium. The method comprises: detecting a communication signal rate to obtain a signal rate value; determining whether the signal rate value is greater than or equal to a first preset value; if the signal rate value is greater than or equal to the first preset value, detecting a locomotive diesel engine rotation speed to obtain a locomotive diesel engine rotation speed value; determining whether the locomotive diesel engine rotation speed value is less than a second preset value; and if the locomotive diesel engine rotation speed value is less than the second preset value, sending history data of an on-board device to a ground server. According to the remote communication control method and apparatus for a locomotive diesel engine, and the storage medium provided in the present invention, data of an on-board device can be quickly, stably and completely transmitted to a ground server.
A fuel oil pump control circuit and method. The circuit comprises a locomotive microcomputer control circuit (101), a fuel oil pressure sensor (102), a switch control circuit (103), and a diesel engine electric injection control circuit (104), wherein the locomotive microcomputer control circuit (101) is connected to the fuel oil pressure sensor (102) and the switch control circuit (103) separately; the switch control circuit (103) is also connected to a first fuel oil pump (105) and a second fuel oil pump (106); the locomotive microcomputer control circuit (101) is used for controlling ON of a first switch control circuit (1031) or ON of a second switch control circuit (1032) according to fuel oil pressure data obtained by the fuel oil pressure sensor (102); the diesel engine electric injection control circuit (104) is used for maintaining the ON of the first switch control circuit (1031) or the ON of the second switch control circuit (1032) after a diesel engine is started.
A railcar pivotal connection apparatus and a tram. The pivotal connection apparatus (100) comprises a connecting component (10) and a mounting part (20). The connecting component (10) is connected respectively to one end of the mounting part (20) and to a top part of a first railcar (30) or a last railcar (40). The other end of the mounting part (20) is used for connecting to a pivotal connection apparatus (50) connected to the top part of the railcar adjacent to the first railcar (30) or the last railcar (40). Moreover, the end surface of the end of the mounting part (20) connected to the pivotal connection apparatus (50) is an inclined surface (21). A fixed angle is provided between the inclined surface (21) and a connecting surface of the pivotal connection apparatus (50). With the end surface of the end of the mounting part (20) connected to the pivotal connection apparatus (50) being provided as the inclined surface (21), and tail parts of the first railcar (30) and of the last railcar (40) being jacked up when joined, the inclined surface (21) becomes perpendicular to the ground and connects with the pivotal connection apparatus (50), the railcar forms an upward arched bridge shape when mounted, and the entire vehicle is provided with a fixed pre-deflection, thus solving the problem in which the vehicle deflection is distended by an increase in passenger capacity that results in an axle weight deviation, which affects normal operations of the vehicle.
B61G 3/22 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by locks consisting of pivoted latches
An expandable vehicle, comprising: N vehicle body structures (102), wherein each vehicle body structure (102) comprises R vehicle bodies (103), N is a positive integer greater than or equal to 2, R is a positive integer greater than or equal to 2; a first control device (104) and a second control device (105) of each vehicle body (103) in each vehicle body structure (102) are connected by means of a CAN bus; the first control devices (104) of N vehicle body structures (102) are connected by means of a multifunctional vehicle; and the vehicle is provided with a traction assist unit which supports traction assistance of P vehicle bodies, P being a positive integer greater than N*R. The vehicle can reduce the workload during expanding and reduce costs required for expanding.
Provided are a vehicle body (101) and a double heading train; at least one end of the vehicle body (101) is provided with a shunting platform (102); the shunting platform (102) comprises an activation module (103), a control module (104), and a decoupling module (105); the activation module (103) is used for controlling the shunting platform (102) to be in an active state or an inactive state; the control module (104) is used for performing traction control or brake control when the shunting platform (102) is in an active state; the decoupling module (105) is used for controlling the decoupling of the vehicle body (101) from other vehicle bodies. The function of the shunting platform of the vehicle body is simple, and its function can be performed by means of fewer components, therefore the shunting platform takes up less space on the car, increasing the passenger capacity of the train.
B61J 3/00 - Shunting or short-distance haulage devicesSimilar devices for hauling trains on steep gradients or as starting aidsCar-propelling devices therefor
41.
MAIN AND AUXILIARY TRANSMISSION SYSTEM OF INTERNAL COMBUSTION LOCOMOTIVE, AND INTERNAL COMBUSTION LOCOMOTIVE
A main and auxiliary transmission system of an internal combustion locomotive, comprising a locomotive internal combustion engine (21), a generator (22), a main rectifying device (23), a main intermediate direct-current circuit (24), a main transmission system (25), an auxiliary converter device (26), an auxiliary intermediate direct-current circuit (27), an auxiliary transmission system (28), a power battery charging and discharging device (29) and a power battery (30). In the system, when the generator (22) stops generating electricity due to the failure of the main transmission system (25), the power battery (30) is used to power the auxiliary transmission system (28), enabling the auxiliary transmission system (28) to be able to operate normally for a period of time when the main transmission system (25) fails, thereby gaining time for the troubleshooting and recovery of the main transmission system. Further provided is an internal combustion locomotive comprising said transmission system.
A grid-connected power supply control system for an urban rail vehicle, and an urban rail vehicle. The control system comprises a first relay (11) and a medium voltage bus bar contactor (12). The first relay (11) is connected to the medium voltage bus bar contactor (12) and a processor (13), and is used for receiving a first control instruction sent by the processor (13), and controls on or off of the medium voltage bus bar contactor (12) according to the first control instruction. In the grid-connected power supply control system, the on or off of the medium voltage bus bar contactor (12) is controlled not by a high or low level output by a network system, but by the first relay (11) according to the received first control instruction. Therefore, even if a failure occurs to an input/output module of the network system, a train power supply system keeps maintaining in a grid-connected power supply mode before the first relay (11) receives an instruction of controlling off, thereby significantly improving the utilization rate of the grid-connected power supply mode.
A hybrid vehicle transmission system comprises a generator (203), a controllable rectifier (204), an inverter (205) and an electric motor (206). A power input terminal of the generator (203) is configured to be connected with a crankshaft of an engine (202) so that the generator (203) converts a mechanical motion input by the engine (202) into a first alternating current. an electric output terminal of the generator (203) is connected with an alternating current terminal of the controllable rectifier (204), and a direct current terminal of the controllable rectifier (204) is configured to be connected with a power battery (207). The controllable rectifier (204) rectifies the first alternating current according to a first control signal to output a first direct current of a magnitude corresponding to the first control signal so that a terminal voltage of the power battery is the same with the direct current terminal voltage of the controllable rectifier; and a direct current terminal of the inverter (205) is connected with the direct current terminal of the controllable rectifier (204), and an alternating current terminal of the inverter is connected with the electric terminal of the motor (206), so that the inverter (205) converts a third direct current output from the power battery (207) and the first direct current output from the controllable rectifier (204) into a second alternating current, the second alternating current is used for driving the motor to realize hybrid power.
B60L 50/15 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
An air inlet cleaning device (100) which is used for being installed in an air inlet pipeline, wherein the air inlet pipeline is provided with an air inlet end and an air outlet end; and the air inlet end is provided with a filter screen (300), and the air inlet cleaning device (100) is located at a side, facing the air outlet end of the air inlet pipeline, of the filter screen (300). The air inlet cleaning device (100) comprises an installing support, a purging pipe group, an air cylinder (110), and a control valve, wherein the installing support is installed in the air inlet pipeline; the purging pipe group is installed on the installing support, and the purging pipe group comprises at least one purging pipe (121), and the purging pipe (121) is provided with a plurality of first through holes (122) facing the filter screen (300); and the control valve is connected between the purging pipe group and the air cylinder (110), so as to control connection and disconnection between the purging pipe group and the air cylinder (110), wherein, when the purging pipe group is in communication with the air cylinder (110), air in the air cylinder (110) can be blown to the filter screen (300) via the first through holes (122). The air inlet cleaning device (100) can save a driver having to manually remove attachments on the filter screen (300) for cleaning during operation of a locomotive, thus improving operation efficiency of the locomotive.
A rail vehicle emergency braking safety loop circuit and a rail vehicle. The rail vehicle emergency braking safety loop circuit comprises: a power supply, a negative terminal, and a master safety line and a standby safety line disposed between the power supply and the negative terminal. The master safety line runs through first and tail compartments of a rail vehicle; the standby safety line runs through the first and tail compartments of the rail vehicle; the connection of the master safety line and the standby safety line is switched by means of a first mode switch, so as to perform an emergency braking operation on the rail vehicle by means of the master safety line or the standby safety line. Also provided is a rail vehicle, comprising a rail vehicle emergency braking safety loop circuit. The rail vehicle emergency braking safety loop circuit effectively increases the redundancy, stability and reliability of the emergency braking safety loop circuit, reduces the probability that rescue is performed due to a small fault, improves the smoothness of vehicle operation, reduces and avoids the costs of rescue and vehicle maintenance, finally benefits to travel passengers, and improves metro operation and passenger travel efficiency.
Disclosed in the present invention is a multi-bus hybrid networking train control and management system for medium-low speed maglev trains, comprising two levels of networks and three subsystems. One level of network among the two levels of networks is a redundant backbone network consisting of a multifunction vehicle bus (MVB) and an ECN dual bus, and is mainly used for vehicle level monitoring and control and the management of the whole vehicle control network. ECU communication is preferably used, and the MVB serves as a redundant backup. The other level of network is a device level network consisting of RS-485 and CANopen buses, and is used for device level data communication. The three subsystems comprise a vehicle backup camera subsystem, a wireless uploading subsystem and a multifunction monitoring platform. Compared with the prior art, the present invention reduces seven MVB gateways, one power board and one RIOM chassis. Costs of about 146 thousand RMB are saved per train. As the amount of devices is reduced, train weight is reduced, and energy saving is achieved.
The present invention discloses a wireless uploading and expert diagnosis system for medium-low speed magnetic levitation train based on a TRDP protocol, the system comprises an expert diagnosis system and a wireless uploading system, the expert diagnosis system is used for real-time monitoring, fault intelligent diagnosis and fault early warning, and is isolated with a train control and management system TCMS through a firewall based on the TRDP protocol, thereby preventing a network attack. The wireless uploading system is used for communicating with the TCMS and the expert diagnosis system through the Ethernet, obtaining train fault, state and early warning information and uploading the information to a ground server through wireless network. The present invention intuitively monitors the vehicle operation through charts, curves and the like, realizes wireless uploading of information such as vehicle state and fault, and the operation control center OCC and the vehicle depot control center DCC can remotely monitor the train state in real time, thereby the train operation security and train maintain ability are improved.
A control method for automatically adjusting a nominal traction point height of a locomotive. The relationship value curve S between a locomotive wheel diameter D, a telescopic height H of a traction base and a nominal height initial value M of a traction rod is set to be H=MD; after having detected a current diameter d of the wheel of the locomotive, a system compares same with the relationship value curve S and automatically adjusts the telescopic value h of the traction base, so as to enable the current nominal height of a traction rod to coincide with value M in the set curve, improving the adhesion utilization rate of the locomotive, and reducing locomotive wheel spin.
An internal combustion locomotive driver controller having a loading protective function. Said driver controller is provided with traction gears, braking gears and a locomotive idle gear; the traction gears include a first traction gear (1), a second traction gear (2), a third traction gear (3), a fourth traction gear (4) and a fifth traction gear (5) from low to high according to the speed of the locomotive; the braking gears include a first braking gear (1'), a second braking gear (2'), a third braking gear (3') and a fourth braking gear (4') from small to large according to the braking force of the locomotive; the locomotive idle gear (IDLE) is provided between the first traction gear (1) and the first braking gear (1'); a traction presetting gear (TR) with a gear-shifting loading protective function is provided between the first traction gear (1) and the locomotive idle gear (IDLE); a resistance braking presetting gear (DB) having an operation condition conversion protective function is provided between the first braking gear (1') and the locomotive idle gear (IDLE). The internal combustion locomotive driver controller having a loading protective function can greatly reduce accidents caused by the misoperations of a driver, protecting main devices of the locomotive to the maximum extent, ensuring that the locomotive has better reliability and security.
An adjusting device and method for a vibration isolator (2) of a locomotive diesel generator set. An adjusting cushion block (5) and adjusting shims (4) are embedded in a grooved limiting cushion block (10), and the adjusting cushion block (5), the adjusting shims (4) and the grooved limiting adjusting block (10) are connected and fastened by means of connecting bolts (3). During adjustment, ejector rod mechanisms at two opposite side walls of the grooved limiting cushion block (10) jack up a generating set, a vibration isolator (2) breaks away from the adjusting device, the connecting bolts (3) are removed from the adjusting device, and the adjusting shims (4) are added or reduced as required. The adjusting device has a simple structure, and simple and flexible operation, thereby shortening adjustment operation time and improving the adjustment precision.
H02K 15/00 - Processes or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines
F16F 15/04 - Suppression of vibrations of non-rotating, e.g. reciprocating, systemsSuppression of vibrations of rotating systems by use of members not moving with the rotating system using elastic means
F16M 7/00 - Details of attaching or adjusting engine beds, frames, or supporting-legs on foundation or baseAttaching non-moving engine parts, e.g. cylinder blocks
51.
MAGLEV TRAIN LINEAR MOTOR POWER SUPPLY CIRCUIT AND METHOD
A maglev train linear motor power supply circuit. Two sides of each levitation chassis are provided with linear motors. The linear motors on the same sides of levitation chassises on the same train section are connected to each other in series. The linear motors connected in series are divided into series units equal in amount. Series-parallel switch devices are disposed between the series units to achieve series-parallel switching of the series units. Also disclosed a power supply method for the maglev train linear motor power supply circuit. When a train starts to accelerate, the series-parallel switch devices are in a series position, and the series units operate in a series manner; when the train accelerates to a set speed, the series-parallel switch devices are in a parallel position, and the series units operate in parallel manner. The power supply circuit and the power supply method ensure both high-current tractive capacity for a train starting to accelerate and the requirement on high voltage of the linear motors when the train is in high-speed operation, and reduces the temperature rise of the linear motors.
Disclosed is an end beam structure with a built-in rubber joint for a bogie, the structure comprising two cylindrical fixing seats (6). A cross beam (7) is arranged between the two fixing seats (6); the cross beam (7) is fixed to each fixing seat (6) via a connecting pin shaft (1); the front end of the connecting pin shaft (1) is sleeved in the respective fixing seat (6); rubber joints (3) are arranged in the fixing seats (6); the front ends of the connecting pin shafts (1) are located in the rubber joints (3); end faces of the connecting pin shafts (1) and the fixing seats (6) are axially tightened via bolts (4) and locking washers (5); and the fixing seats (6) are matched with end beams of a bogie frame. The problems of fatigue damage and stress concentration caused by vibration are solved by utilizing the characteristics of rubber elements. Moreover, the structure is convenient to disassemble, assemble and maintain.
Main circuit grounding protection method for a direct-current electric transmission diesel locomotive. The method comprises: transmitting a signal DJ_IN of a grounding relay DJ and signals dI1-dIn of leakage current sensors S1-Sn to a microcomputer controller by means of a signal detection interface module; when the signal DJ_IN is at a high level and the signals dI1-dIn are all less than a given value dI, the microcomputer controller outputting a grounding relay resetting signal DJ_Ctrl so as to reset the grounding relay DJ; if the DJ_IN is at a low level after resetting, a locomotive continuing operating according to normal working conditions; if the reset grounding relay DJ continues operating, outputting an LCBK_Ctrl signal to control the turn-off of an excitation loop contactor and unloading of a diesel engine; and when the signal DJ_IN is at a high level, if the signal dIi is greater than dI, outputting the BKi_Ctrl signal to turn off the contactor BKi, and simultaneously outputting the DJ_Ctrl signal to reset the grounding relay DJ. The quick diagnosis and localization during grounding can be realized, the reliability of the locomotive is improved, a device is effectively protected, problems are discovered in advance, a grounding device is properly cut off, and the traction power of the locomotive can be retained to the maximum limit.
H02H 3/32 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection responsive to difference between voltages or between currentsEmergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors
H02H 7/26 - Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occurred
54.
AC-DC-AC CIRCUIT GROUNDING PROTECTION METHOD, DIESEL GENERATOR SET AND LOCOMOTIVE
An AC-DC-AC circuit grounding protection method according to the present invention comprises: setting an electrical current threshold ΔI and voltage thresholds ΔU1, ΔU2, ΔU3; when the magnitude of a vector sum I is higher than the electrical current threshold ΔI, if the magnitude of one-phase voltage outputted by an output inverter is lower than the voltage threshold ΔU1 and a phase difference of other two-phase voltages is 60°, it may be determined that said phase has one grounding point, and the output inverter is disconnected from an intermediate DC section of a main circuit; if the magnitudes U1, U2, U3 of the phase voltages outputted by the output inverter are all higher than the threshold voltage ΔU2, and voltages to earth are all negative or all positive, then it may be determined that a positive or negative bus P or N of the intermediate DC section is grounded, and a switch BKR of a contactor is cut off, so as to disconnect a rectifier from an AC power supply; if two-phase voltages outputted by the inverter are both higher than the voltage threshold ΔU3, then it may be determined that another phase on an AC input side is grounded, and the AC power supply is cut off. The present invention may lower costs, achieve rapid grounding diagnosis and positioning, such that problems may be detected early so as to effectively protect equipment.
H02H 7/10 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for convertersEmergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for rectifiers
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
55.
METHOD FOR DETECTING INSTANTANEOUS CURRENT IN INTERMEDIATE DC LINK OF AC-DC-AC CIRCUIT AND LOCOMOTIVE
A method for detecting an instantaneous current in an intermediate DC link of an AC-DC-AC circuit and a locomotive. The method comprises: a current transformer synchronously collecting phase current signals Ia, Ib and Ic of three phases A, B and C at an input side of a bridge rectifier (2.2); conveying same to a micro-computer controller, and the micro-computer controller respectively calculating absolute values of the phase current signals Ia, Ib and Ic to obtain phase current absolute values Ia1, Ib1 and Ic1 (2.3, 2.4, 2.5); then, performing summation on the phase current absolute values Ia1, Ib1 and Ic1 to obtain a total current value I1 (2.6); and finally, calculating an instantaneous current value Iz ＝ I1/2 in an intermediate DC link (2.7). As long as three phase currents at an AC input side are detected, an instantaneous current value in an intermediate DC link can be obtained, which is applicable to a three-phase input waveform of types such as sine, rectangle, sawtooth and pulse types. A detected signal is completely isolated from an alternating current and a direct current of a three-phase-bridge rectification circuit. A signal can be detected securely and effectively, and the circuit is simple and low in cost, and has high accuracy and a good real-time performance.
G01R 19/25 - Arrangements for measuring currents or voltages or for indicating presence or sign thereof using digital measurement techniques
H02M 5/40 - Conversion of AC power input into AC power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into DC
56.
TRACTION BUFFERING STRUCTURE FOR ALUMINUM ALLOY LOCOMOTIVE BODY
A traction buffering structure for an aluminum alloy locomotive body, in which a re-railing support plate (12) is provided on a lower cover plate (10), a coupler mounting base I (2) and a coupler mounting base II (3) that are perpendicular to an upper cover plate (1) are provided on the edge of the horizontal surface of the upper cover plate (1), the coupler mounting base I (2) and the coupler mounting base II (3) are fixedly connected to form a coupler mounting base (4), the coupler mounting base (4) is fixedly connected to the upper cover plate (1), the coupler mounting base (4) is provided with a square hole and a bolt hole and is provided with two wing plates (5) on both sides thereof, the coupler mounting base (4) and the two wing plates are fixedly connected to each other, the coupler mounting base (4) is fixedly connected, in the perpendicular direction thereof, to an inner vertical plate I (6), an inner vertical plate II (7), an outer vertical plate I (8) and an outer vertical plate II (9), said four vertical plates are fixedly connected to the upper cover plate (1), and the lower cover plate (10) is snap-fitted onto the two wing plates (5) and is fixedly connected to the wing plates (5). Said buffering structure has a simple structure, a high bearing capacity and a light weight, and requires a small amount of welding, being time-saving, labour-saving and cost-saving, solving the problem of strength, and enhancing the safety performance of said structure.
A non-electric shunting operation method for an electric urban rail vehicle set comprises: arranging an output transfer switch (2), a transformer (3), an inverter (4) and an output cable (5) at an output terminal of a diesel generator set (1) in a shunting locomotive (10); arranging an input interface (8) and an input transfer switch (9) at a power receiving circuit (7) of a urban rail vehicle set (6); connecting the output cable (5) to the input interface (8) of the urban rail vehicle set (6); setting the output transfer switch (2) and the input transfer switch (9) in a non-electric shunting operating position; and conveying electricity outputted by the diesel generator set (1) of the shunting locomotive (10) to the urban rail vehicle set (6) via the output transfer switch (2), the transformer (3), the inverter (4), the output cable (5) and the input transfer switch (9) in sequence, so as to serve as an operating power source of the urban rail vehicle set (6). An urban rail vehicle set achieves a self-running shunting operation of a vehicle set via a power source provided by a shunting locomotive, without making contact with a power grid supplying electricity.
B61J 3/00 - Shunting or short-distance haulage devicesSimilar devices for hauling trains on steep gradients or as starting aidsCar-propelling devices therefor
B60L 9/00 - Electric propulsion with power supply external to the vehicle
58.
MOTOR STARTING CONTROL METHOD FOR COOLING FAN OF RAILWAY LOCOMOTIVE
A motor starting control method for a cooling fan of a railway locomotive. A target value of an output frequency of an inverter is set as a relatively low value F1, the output frequency of the inverter is controlled according to a relatively low loading rate Rp1, and when the output frequency of the inverter reaches F1, F1 is maintained till time T1. From starting time to T1, a lower value between two closed-loop control output values, namely an output current limit and an intermediate DC voltage limit, is multiplied by a modulation degree Mi to obtain a new modulation degree ML, and an output voltage of the inverter is controlled, such that an output current is limited within a given maximum starting current range, and an intermediate DC voltage is limited within a DC voltage limit value range. At T1, the target value of the output frequency of the inverter is set as a relatively high value F2, the output frequency of the inverter is controlled according to a relatively high loading rate Rp2, and F2 is reached at time T2. The method enables a fan motor to be started stably at any initial rotating speeds and in any rotating directions, and prevents an inverter from an exceeded intermediate voltage.
H02P 1/26 - Arrangements for starting electric motors or dynamo-electric converters for starting dynamo-electric motors or dynamo-electric converters for starting an individual polyphase induction motor
59.
LOCOMOTIVE SHORT-DISTANCE WIRELESS COMMUNICATION CONTROL SYSTEM
In a locomotive short-distance wireless communication control system of the present invention, a driver control unit communicates with regional control units in a short-distance radio manner; all signal acquisition devices and execution devices on a locomotive are divided nearby into various control regions; each control region is provided with one regional control unit; the regional control unit in the control region receives a signal emitted by a signal acquisition device via a wire and issues a control instruction to the execution device; a driver manipulates a generated driver control instruction to be transmitted to a locomotive control centre by the driver control unit; the locomotive control centre sends an execution instruction to each regional control unit; and each regional control unit also transmits the signal emitted by the signal acquisition device in this region to the locomotive control centre. The quantity of solid wires is substantially decreased, and locomotive fault links are reduced; the opening of holes of various steel structures for wiring is reduced; solid connection wires are not required for reconnection control; and the portable driver control unit can achieve off-locomotive operation.
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