CN110843843A

CN110843843A - Electric locomotive derailment prevention detection device and electric locomotive

Info

Publication number: CN110843843A
Application number: CN201911178523.4A
Authority: CN
Inventors: 陈燕珊
Original assignee: Xiangtan Yutong Traction Electric Co Ltd
Current assignee: Xiangtan Yutong Traction Electric Co Ltd
Priority date: 2019-11-27
Filing date: 2019-11-27
Publication date: 2020-02-28

Abstract

The invention discloses an electric locomotive derailment prevention detection device and an electric locomotive. The electric locomotive has automobile body and traction motor, be equipped with on the automobile body and be used for the wheel that rolls on the track, traction motor establishes be used for the drive on the automobile body the wheel, electric locomotive derailment detection device includes detector and controller, the detector is installed be used for detecting on the automobile body the track, the controller with the detector with traction motor links to each other with the basis the detection signal control of detector traction motor. The electric locomotive is provided with the detector for detecting whether the electric locomotive is derailed or not, and when the detector detects that the electric locomotive is derailed, the controller can control the traction motor to stop driving the electric locomotive, so that the electric locomotive is stopped in time, the risk of major accidents is reduced, and the driving safety is improved.

Description

Electric locomotive derailment prevention detection device and electric locomotive

Technical Field

The invention relates to an electric locomotive, in particular to an anti-derailment detection device of the electric locomotive and the electric locomotive.

Background

Electric locomotives are widely used power vehicles, such as mining electric locomotives widely used in mine roadways. The electric locomotives in the related art are generally manned electric locomotives, unmanned electric locomotives are increasingly used due to the limitation of working environments, such as in mine roadways, and since there is no driver on the electric locomotive, many protections must be performed by a detection device instead of the driver.

Disclosure of Invention

The present application is based on the discovery and recognition by the inventors of the following problems and facts:

for manned electric locomotives, the operation of the electric locomotive is typically controlled by the driver, such as parking, speed control, etc. However, in the case of an unmanned electric locomotive, since there is no driver on the electric locomotive, many operations are not reliable. For example, electric locomotives can derail due to problems with rail flatness, car speed, wheel rim pattern, etc. The inventor of the present application has therefore realized that when transporting using an unmanned electric locomotive, it is necessary to be able to reliably and timely detect the derailment of the electric locomotive, otherwise a serious accident may be caused.

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, an object of the present invention is to provide an electric locomotive derailment detection device, which can detect the derailment of the wheel, so as to take corresponding measures to avoid accidents. Here, it should be understood that the derailment detection means that the derailment detection can be performed in the early stage of derailment of the wheel without causing a serious accident, so as to take corresponding measures to avoid the serious accident caused by complete derailment of the electric locomotive. The electric locomotive of the invention can be a manned electric locomotive and also can be an unmanned electric locomotive.

According to the derailment detection device of the electric locomotive provided by the embodiment of the invention, the electric locomotive is provided with the locomotive body and the traction motor, wheels used for rolling on a track are arranged on the locomotive body, the traction motor is arranged on the locomotive body and used for driving the wheels, the derailment detection device of the electric locomotive comprises a detector and a controller, the detector is arranged on the locomotive body and used for detecting the track, and the controller is connected with the detector and the traction motor so as to control the traction motor according to a detection signal of the detector.

According to the derailment detection device of the electric locomotive, when the detector detects derailment of the electric locomotive, the controller can control the traction motor to stop driving wheels, so that the electric locomotive stops in time, the risk of major accidents is reduced, and the driving safety is improved.

Drawings

Fig. 1 is a schematic view of an electric locomotive derailment detection apparatus according to an embodiment of the present invention.

Fig. 2 is a schematic view of the electric locomotive of fig. 1 during normal operation on a track.

Fig. 3 is a schematic view of the electric locomotive shown in fig. 1 with the rear wheels deviated to one side for derailment.

Fig. 4 is a schematic view of the rear wheel of the electric locomotive shown in fig. 1 being deviated to the other side to be derailed.

FIG. 5 is a schematic view of a flexible mount for mounting a detector.

Fig. 6 is a control schematic diagram of an electric locomotive derailment detection device according to an embodiment of the invention.

Reference numerals:

an electric locomotive 100; a vehicle body 1; a wheel 2; a parking device 3; a drive motor 4; a detector 5; a track 6; a controller 7; a storage battery 8; a pantograph 9; a flexible frame 10; an upper sleeve 11; a spring 12; a lower sleeve 13;

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

The following describes an electric locomotive derailment detection apparatus according to an embodiment of the present invention with reference to fig. 1 to 6, wherein the electric locomotive is suitable for transportation in a mine roadway, and the electric locomotive 100 has a derailment detection function.

According to the derailment detection device of the electric locomotive in one embodiment of the invention, the electric locomotive 100 comprises a locomotive body 1 and a traction motor, and the derailment detection device of the electric locomotive comprises a detector 5 and a controller 7.

The vehicle body 1 can be provided with a pantograph 9, the bottom of the pantograph 9 is provided with a spring device, and the pantograph 9 can be pushed below the sliding contact line through the elastic force of the spring device to obtain electric energy and be used as a driving energy source of the electric locomotive 100. The wheels 2 are mounted on the vehicle body 1, for example, four wheels 2 may be disposed on one vehicle body 1, each side of the vehicle body is two, and the two wheels 2 opposite to each other may be connected by a same shaft, of course, each wheel 2 may also be independently rotated and do not interfere with each other, and the wheels 2 are adapted to the track 6 in the roadway to roll on the track 6, so that the electric locomotive 100 may move along the track 6.

A traction motor is provided on the vehicle body 1 for driving the wheel 2, and the traction motor may be directly connected to the axle of the wheel 2 to drive the wheel 2 to rotate, or may be indirectly connected to the axle of the wheel 2 through other intermediate members.

The detector 5 is installed on the vehicle body 1 for detecting the rail 6, and the controller 7 is connected to the detector 5 and the traction motor, respectively, to control the traction motor according to a detection signal of the detector 5.

Specifically, the detector 5 may be configured to detect a position of the wheel 2 or the vehicle body 1 relative to the track 6, for example, when the detector 5 detects that the distance between the vehicle body 1 or the wheel 2 and the track 6 is greater than a preset value, the controller 7 may determine that the electric vehicle 100 is derailed, and if the detector 5 detects that the distance between the vehicle body 1 or the wheel 2 and the track 6 is less than the preset value, the controller 7 may determine that the electric vehicle 100 is normally running in the track 6. The predetermined value is a preset value, and the predetermined value can be specifically set according to the size of the rail 6 and the electric locomotive 100, and the like, which should be easily understood by those skilled in the art.

Therefore, after the detector 5 detects that the electric locomotive 100 is derailed, the controller 7 can control the traction motor to stop driving the wheels 2, so that the electric locomotive 100 is decelerated and stopped due to power loss, and a major accident is prevented. And when the detector 5 detects that the electric locomotive 100 is in the track 6 and runs normally, the controller 7 can control the traction motor to drive the wheels 2 normally.

According to the derailment detection device of the electric locomotive provided by the embodiment of the invention, the detector 5 for detecting whether the electric locomotive 100 is derailed is arranged, and when the detector 5 detects that the electric locomotive 100 is derailed, the controller 7 can control the traction motor to stop driving the wheels 2, so that the electric locomotive 100 is stopped in time, the risk of major accidents is reduced, and the driving safety is improved.

According to some embodiments of the present invention, the number of the detectors 5 may be multiple, which may improve the detection accuracy, and avoid using a single detector 5 and failing to detect whether the electric locomotive 100 is derailed after the single detector 5 is damaged. The detectors 5 can be uniformly distributed on two sides of the vehicle body 1, and the arrangement positions of the detectors 5 on the same side, namely the positions of the detectors relative to the rail 6, can be different, so that whether the electric locomotive 100 is derailed or not can be detected from different angles and/or heights, and the detection accuracy is ensured. Of course, the height of the plurality of detectors 5 may be the same.

Further, the detectors 5 are respectively arranged adjacent to the wheels 2, that is, the detectors 5 are used for detecting the distance between the wheels 2 and the rails 6, when any one of the detectors 5 detects that the distance between the wheels 2 and the corresponding rails 6 is greater than a preset value, the controller 7 can judge that the electric locomotive 100 is derailed, and when the detectors 5 simultaneously detect that the distances between the wheels 2 and the corresponding rails 6 are all within a reasonable range, the controller 7 can judge that the electric locomotive 100 normally runs in the rails 6.

The detector 5 can be mounted in a number of ways, for example the detector 5 can be mounted directly adjacent the wheel 2, but it can also be indirectly fixed to the wheel 2 by means of intermediate parts.

For example, according to one embodiment of the present invention, as shown in fig. 5, the detector 5 is mounted on the vehicle body 1, preferably adjacent to the wheel 2, by a flexible mount 10. By mounting the detector 5 on the flexible frame 10, abnormal vibration of the detector 5 caused by bumping when the electric locomotive 100 runs on the track 6 can be avoided, and the probability of damage to the detector 5 is reduced. Optionally according to

In one embodiment of the present invention, the flexible frame 10 may be a rubber strip.

Specifically, as shown in fig. 5, the flexible mount 10 may include an upper sleeve 11, a lower sleeve 13, and a spring 12, the upper sleeve 11 being mounted on the vehicle body 1, the upper sleeve 11 having an upper sleeve cavity opened downward, the lower sleeve 13 being located below the upper sleeve 11, the lower sleeve 13 having a lower sleeve cavity opened upward, an upper end of the spring 12 being fixed in the upper sleeve 11, for example, an upper end of the spring 12 extending into the upper sleeve cavity of the upper sleeve 11 and being fixed with a wall of the upper sleeve cavity, a lower end of the spring 12 being connected to the lower sleeve 13, for example, a lower end of the spring 12 extending into the lower sleeve cavity and being fixed with a wall of the lower sleeve cavity, wherein the detector 5 may be disposed on the lower sleeve 13.

In this way, the spring 12 can filter out the vibration of the electric locomotive 100, and attenuate the vibration energy transmitted to the detector 5, thereby ensuring that the detector 5 is not damaged.

According to one embodiment of the present invention, the detector 5 may be a proximity switch, which is understood to be well known in the art and well known to those skilled in the art, and thus the specific construction and operation of the proximity switch are not specifically described herein.

The proximity switch may be configured to detect a distance between the track 6 and the wheel 2, the controller 7 may determine that the electric locomotive 100 is derailed when the proximity switch detects that the distance between the wheel 2 and the track 6 is greater than a preset value, and the controller 7 may determine that the electric locomotive 100 is located in the track 6 when the proximity switch detects that the distance between the wheel 2 and the track 6 is less than the preset value.

Of course, the invention is not limited thereto, and in another embodiment of the invention, the detector 5 may be an infrared sensor. The infrared sensor can be used for detecting the distance between the wheel 2 and the track 6, and the controller 7 judges whether the electric locomotive 100 is derailed according to the distance detected by the infrared sensor, and the principle of the infrared sensor is similar to that of the proximity switch, so the description is omitted here.

The derailment detection function of the electric locomotive 100 according to one embodiment of the present invention is described below with reference to fig. 2-4 and 6.

As shown in fig. 2, the detector 5 detects that the distance between the wheel 2 and the corresponding track 6 is within a normal range, the controller 7 judges that the electric locomotive 100 normally runs on the track, and the controller 7 controls the traction motor to drive the wheel 2 so that the electric locomotive 100 normally moves on the track 6.

As shown in fig. 3 and 4, when the detector 5 detects that the distance between the wheel 2 and the corresponding track 6 is outside the normal range, i.e. exceeds the normal range, the controller 7 determines that the electric locomotive 100 is derailed, and as shown in fig. 6, the controller 7 controls the traction motor to stop driving the wheel 2, so that the electric locomotive 100 stops due to power loss, and a major accident is prevented.

According to another embodiment of the present invention, the electric locomotive 100 further comprises a parking device 3 and a parking motor 4, the parking device 3 is disposed on the locomotive body 1 for braking the wheel 2, for example, the parking device 3 may be a brake pad, and when the electric locomotive 100 needs to be decelerated or the electric locomotive 100 needs to be stopped, the parking device 3, for example, the brake pad, may be driven by the parking motor 4 to hold the wheel 2 tightly, so as to rely on friction force to reduce the speed. The brake pad may be a cast iron brake pad or an aluminum alloy brake pad, the shape of the brake pad may be designed to be adapted according to the shape of the tread of the wheel 2, and the size of the brake pad may be determined according to the magnitude of the actually required braking force, for example, for an electric locomotive 100 requiring a larger braking force, the size of the brake pad (i.e., the contact friction surface that grips the wheel 2) may be larger, and for an electric locomotive 100 not requiring a larger braking force, the size of the brake pad may be relatively smaller.

The parking motor 4 is arranged on the vehicle body 1 and connected with the parking device 3 and is used for driving the parking device 3 to brake or release the wheel 2, for example, when the brake is needed, the parking motor 4 drives the parking device 3 such as a brake block to hold the wheel 2, and when the electric vehicle 100 is in normal running, the parking motor 4 is not operated, and the parking device 3 such as the brake block releases the wheel 2.

Therefore, after the detector 5 detects that the electric locomotive 100 is derailed, the controller 7 can control the traction motor to stop driving the wheels 2 and control the parking motor 4 to drive the parking device 3 to brake the electric locomotive 100, so that the electric locomotive 100 can decelerate due to the loss of power on one hand and the deceleration due to the braking of the parking device 3 on the other hand, the electric locomotive 100 can be stopped in time, and major accidents are prevented.

According to another embodiment of the invention, the electric locomotive 100 further comprises a storage battery 8, the storage battery 8 is arranged on the locomotive body 1, and the controller 7 is connected with the storage battery 8 to control the storage battery 8 to supply power to the parking motor 4 when the pantograph 9 loses power. Specifically, when the electric locomotive 100 loses power, the storage battery 8 can supply power to the parking motor 4, so that the parking motor 4 can drive the parking device 3 to brake the electric locomotive 100, so as to decelerate or stop the electric locomotive 100, thereby preventing the electric locomotive 100 from sliding due to power loss, when the electric locomotive 100 normally runs and is powered by the pantograph 9, the storage battery 8 can not supply power to the parking motor 4, at the moment, the power source of the electric locomotive 100 can be all electric power obtained from the pantograph 9, and the electric power for driving the parking device 3 by the parking motor 4 can also be directly derived from the pantograph 9.

According to one embodiment of the invention, the accumulator 8 may be one. However, the present invention is not limited to this, and a plurality of batteries 8 may be provided, and a plurality of batteries 8 may be connected in series. In short, the number of the storage batteries 8 may be adaptively set according to actual conditions to ensure that the storage batteries 8 can provide enough electric power to the parking motor 4 to effectively brake the electric locomotive 100 when the electric locomotive 100 is powered off.

Therefore, by arranging the storage battery 8, under the condition that the electric locomotive 100 loses power, for example, the pantograph 9 is separated from the sliding contact line, the storage battery 8 can supply power to the parking motor 4, and the parking motor 4 can drive the parking device 3 to brake the wheels 2, so that the electric locomotive 100 is decelerated or stopped, the phenomenon of sliding when the electric locomotive 100 loses power is avoided, and the driving safety is improved. Alternatively, the parking motor 4 is a dc motor.

Further, the electric locomotive 100 may further include a charging device, which may be provided on the vehicle body 1, connected to the storage battery 8 and the pantograph 9 to charge the storage battery 8 with the electricity supplied through the pantograph 9. That is, during normal running of the electric vehicle, the electric energy obtained by the pantograph 9 is mainly used to drive the electric vehicle 100, and on the other hand, the electric energy obtained by the pantograph 9 is distributed to the charging device, the charging device charges the battery 8, and after the battery 8 is fully charged, the electric energy obtained by the pantograph 9 can be used to drive the electric vehicle 100.

Therefore, the storage battery 8 is charged by the charging device, sufficient electric energy in the storage battery 8 can be guaranteed, and the parking driver can be timely supplied to drive the parking device 3 to brake the electric locomotive 100 under the condition that the electric locomotive 100 is out of power.

The derailment detection function of the derailment detection device for an electric locomotive according to another embodiment of the present invention will be described with reference to fig. 2-4 and 6.

As shown in fig. 3 and 4, when the detector 5 detects that the distance between the wheel 2 and the corresponding track 6 is outside the normal range, that is, exceeds the normal range, the controller 7 determines that the electric locomotive 100 is derailed, and as shown in fig. 6, the controller 7 controls the traction motor to stop driving the wheel 2 and controls the parking motor 4 to drive the parking device 3 to brake the electric locomotive 100, so that the electric locomotive 100 is quickly stopped, and a major accident is prevented.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by one skilled in the art.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. The derailment detection device of the electric locomotive is characterized by comprising a locomotive body and a traction motor, wherein wheels used for rolling on a track are arranged on the locomotive body, the traction motor is arranged on the locomotive body and used for driving the wheels, the derailment detection device of the electric locomotive comprises a detector and a controller, the detector is mounted on the locomotive body and used for detecting the track, and the controller is connected with the detector and the traction motor so as to control the traction motor according to a detection signal of the detector;

the detector is mounted to the vehicle body by a flexible mount, the flexible mount comprising: an upper sleeve mounted on the vehicle body; a lower sleeve on which the detector is mounted; the upper end of the spring is fixed in the upper sleeve, and the lower end of the spring is connected with the lower sleeve.

2. The electric locomotive derailment detection device of claim 1, wherein the detector is a proximity switch.

3. The electric locomotive derailment detection device of claim 1, wherein the detector is an infrared sensor

A device.

4. The electric locomotive derailment detection device of any of claims 1-3, wherein the detector

Is a plurality of.

5. The electric locomotive derailment detection device of claim 4, wherein the plurality of detectors are disposed adjacent to the wheels, respectively.