RU200814U1 - Locomotive wheelset ridge lubricator control device - Google Patents

Abstract

The utility model relates to railway transport, in particular to devices for lubricating the ridges of locomotive and electric locomotive wheelsets. valves, the coils of which are connected to the lubricant supply control unit, which is connected to the power source through the interlock contacts of the air pressure sensor in the brake cylinders, the sand supply limit switch, a current relay is connected to the power circuit of the locomotive traction motor, the reverse interlock contacts of which are connected in series in the circuits interlocking contacts of the sand supply sensor and the air pressure sensor in the brake cylinders, and the lubricant supply regulator is connected to the power circuit through the "automatic mode" operating mode switch, in accordance with As a utility model, an additional software unit is installed, two analog-to-digital converters, two accelerometers, each of which is installed on the locomotive bogie and through an analog-to-digital converter is connected to the ridge lubricator software unit, which, in turn, is connected to the controlled electro-pneumatic coils. The technical result of the proposed technical solution is to increase the reliability of the lubricant supply to the wheel flange and increase the reliability of the control scheme by monitoring the parameters of the wheel pair movement.

Description

The utility model relates to railway transport, in particular to devices for lubricating the flanges of diesel and electric locomotive wheelsets.

A known device is a control unit for the AGS8.10M2 ridge lubricator, which is part of the AGS8 ridge lubricator TU 32 TsT 2194-93 and is designed to organize lubrication cycles and automatically dispense lubricant supply to the gearbox ridges depending on the distance traveled and the speed of movement. To ensure the unit's operability, power circuits, an elemental-pneumatic valve, "SAND" and / or "BRAKE" command circuits, and a reed switch shaft revolution sensor of a mechanical speed meter are connected to it using a wiring harness. The unit consists of a master oscillator, a distributor of control pulses, an input shaper, a path counter, a threshold speed meter, an EPV (nozzle) operating cycle shaper, a powerful EPV control key with current protection, a blocking unit for external signals, a power supply and indication unit, a master oscillator. [Scientific and Production Enterprise "SARMAT", General Director of NLP "SARMAT" G.S. Froyants, “control unit for automatic telephone exchange 8.10M2, operation manual for AGS 8.10M2.00.00 RE].

The disadvantage of this analogue is the low reliability of control of the ridge lubricator system and low reliability of control.

A device for controlling a ridge lubricator system is known, containing a system for supplying a lubricating composition to nozzles through pipelines from a container through spool valves, which includes electro-pneumatic valves that control the latter, the coils of which are connected to a lubricant supply frequency control unit, which is connected to a power source through interlocking contacts of an air pressure sensor in the brake cylinders, a sand feed limit switch and interlocking contacts of the track curvature sensors, in parallel with which a manual return switch is connected. A current relay is included in the power circuit of the locomotive traction motor, which is connected to the sand supply sensor and the air pressure sensor in the brake cylinders. The block-regulator of the lubricant supply frequency is connected to the power circuit through the switch of the "automatic mode" and "manual mode" operating modes. [RF patent No. 2247046, IPC B61K 3/02, publ. February 27, 2005, bull. №6 authors Author (s): Dankovtsev V.T. and others. "Device for controlling the system of a ridge lubricator for locomotive wheelsets"].

The disadvantage of this system is that there is no provision for turning off the ridge lubricator system when driving in curves with relatively steep and protracted rises of the track.

This technical solution was chosen by the authors as a prototype.

The technical result of the proposed technical solution is to increase the reliability of the lubricant supply to the wheel flange and to increase the reliability of the control scheme by monitoring the parameters of the wheel pair movement.

The technical result is achieved by the fact that, according to the utility model, a software unit, two analog-to-digital converters, two accelerometers, each of which is installed on the locomotive bogie and is connected to the a block of software of the ridge lubricators, which in turn is connected to the controlled coils of the electro-pneumatic valves.

The introduction of a software block for ridge lubricators, analog-to-digital converters and two accelerometers makes it possible to increase the reliability of lubrication supply and control reliability.

FIG. 1 shows a diagram of the proposed device for controlling the ridge lubricator system for locomotive wheelsets.

The device for controlling the locomotive wheel pairs ridge lubricator system consists of: 1 - a container with a lubricating composition; 2 - pneumatic line; 3, 4 - electro-pneumatic valves; 5, 6 - spool valves; 7 - oil supply pipelines; 8, 9 - closed type nozzles; 10 - antenna; 11 - software block; 12, 13 - accelerometers; 14, 15 - analog-to-digital converters; 16 - "sand" signal supply device; 17 - locomotive speed sensor.

FIG. 2 shows the electrical control circuit.

The electrical circuit consists of: KVP - limit switch; ДДВ - interlocking contact of the air pressure sensor in the brake cylinders; TP - reverse blocking of the current relay; BRPS - lubricant supply regulator block; PR2 - switch; KVN, KVV - electro-pneumatic valve coils; BPO - software block; A - accelerometer; Sk - locomotive speed sensor; P - "sand" signal supply device; KP - wheelset; R1, R2 - resistors; СЧВ - time counter; TED - traction motor; ADC - analog-to-digital converter.

The proposed system works as follows: before traveling with the train, the switch PR2 is set, depending on the direction of movement of the locomotive, in the "forward" or "backward" position. Such positions of the switch PR2 in FIG. 2 are designated by the letters "B" and "H". When the locomotive follows the curves of sections and sections where ridge lubrication is required, accelerometers 12 and 13 measure the sum of the projections of centripetal acceleration and gravitational acceleration onto the transverse axis of the locomotive, as well as the signal from the acceleration sensors (left or right side in the direction of motion of the locomotive, in which acceleration). The signal from the accelerometers goes to the analog-to-digital converters 14 and 15, which protect the communication line between the accelerometers and the software unit 11, as well as the signal from the accelerometers 12 and 13 to the software unit 11. The software unit processes the signal into a digital value ... Also, the input of the software unit receives signals from the "sand" signal feed device 16 and the locomotive speed sensor 17. The elements that are affected by the system are two electropneumatic valves 3 and 4, which supply lubricant to the wheel flanges on each side of the locomotive. The impact on them occurs through the software block 11. The software block calculates the pause time in an endless loop. The acceleration sign indicates on which side (left or right in the direction of travel) the lubricant must be applied and gives commands to turn on the corresponding electro-pneumatic valve. The software block 11 sends a signal through the KVP limit switch, the blocking contact of the air pressure sensor in the brake cylinders ДДВ, reverse blocking of the TP current relay is provided by connecting the BRPS lubricant supply regulator block to the power source and connecting it through the PR2 switch to one of the valve coils 3 or 4. When the coil of the electro-pneumatic valve "forward" KVV or the coil of the electro-pneumatic valve "backward" KVN is triggered, the air from the line enters one of the spool valves 5 or 6 and then due to excess pressure in the oil supply system, nozzles 8 or 9 are triggered, and thus, the lubricant is supplied to the flanges of the front wheel pairs of each locomotive bogie in a spray form. In particular, when the locomotive moves "forward", the software unit sends a signal to the electro-pneumatic valve 3, the spool valve 5 and, accordingly, the nozzle 8 are activated.

The proposed device makes it possible to increase the reliability of the lubricant supply to the wheel flange, to reduce the lubricant consumption and to simplify the control scheme.

Claims (1)

A device for controlling a ridge lubricator system for locomotive wheel pairs, containing a system for supplying a lubricating composition to the nozzles through pipelines from a container with lubricant through spool valves, which includes electro-pneumatic valves that control the latter, the coils of which are connected to a lubricant supply regulator block, which is connected to the power source through blocking contacts the air pressure sensor in the brake cylinders, the limit switch for sand supply, a current relay is included in the power circuit of the traction motor of the locomotive, the reverse blocking contacts of which are connected in series in the chains of blocking contacts of the sand supply sensor and the air pressure sensor in the brake cylinders, and the lubricant supply regulator block is connected to the power circuit through the "automatic mode" mode switch, characterized in that a software unit is additionally installed, two analog-to-digital converters, two accelerometers, each of which which are installed on the bogie of the locomotive and through an analog-to-digital converter is connected to the software unit of the ridge lubricators, which, in turn, is connected to the controlled coils of the electro-pneumatic valves.

Images