CN210287611U - Automatic fault switching system and automatic fault switching system between oil tanker sections - Google Patents
Automatic fault switching system and automatic fault switching system between oil tanker sections Download PDFInfo
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- CN210287611U CN210287611U CN201920736212.4U CN201920736212U CN210287611U CN 210287611 U CN210287611 U CN 210287611U CN 201920736212 U CN201920736212 U CN 201920736212U CN 210287611 U CN210287611 U CN 210287611U
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Abstract
The utility model belongs to the technical field of the spinning is made. A fault automatic switching system and an oil tanker section fault automatic switching system are provided, the fault automatic switching system is used for fault judgment and power switching of a first rotating shaft and a second rotating shaft and comprises a clutch and a control module, wherein the clutch is arranged between the first rotating shaft and the second rotating shaft and used for connecting or disconnecting the first rotating shaft and the second rotating shaft; when the first rotating shaft or the second rotating shaft has a rotation fault, the control module controls the clutch to connect the first rotating shaft with the second rotating shaft; the automatic fault switching system between the oil tanker sections refers to a system for applying the automatic fault switching system to the oil tanker sections. The utility model discloses can avoid the pivot stall when breaking down to avoid the oil ship stall, guarantee the continuity of production, reduce the silk rate of wasting, avoid raw and other materials extravagant and output to reduce.
Description
Technical Field
The utility model belongs to the technical field of the spinning is made, concretely relates to trouble automatic switching system and oil ship intersegmental trouble automatic switching system.
Background
Modern industrial automation degree deepens and develops increasingly, the quality requirement of product is higher and higher, and in the spinning manufacturing process, the oil tanker's effect is for oiling for the silk bundle, clears away static, reduces friction, increases the cohesion force between the monofilament. The quality of the oil tanker directly influences the amount and uniformity of the oil agent of the tows, directly influences the yield and quality of the protofilaments, and indirectly influences the competitiveness of the product in the market. At present, most oil tankers are connected with a single-section transmission system to rotate, faults often occur in the production process, and once a speed reducer is in fault, the whole section stops spinning, so that the yield is reduced. Among them, how to increase the yield of the precursor is one of the important research directions in this field.
The existing operating production line is divided into two types, wherein one type is that two sections use a set of oil tanker driving devices, if the driving devices have problems, the two sections are stopped spinning, and the other type is that one section of the set of driving devices is stopped spinning in a single section when the driving devices have faults. And reliable systems are not provided at home and abroad to realize the automatic fault switching between the oil tanker sections. In order to prevent the fault between the oil tanker sections and shorten the overhaul influence time as much as possible, a fault automatic switching system used between the oil tanker sections needs to be designed, so that the fault automatic switching is realized, and the reliability of the oil tanker is ensured.
In addition, the power of part of the existing equipment oil tanker is provided by a double-stage speed reducer dragged by a motor through a belt, wherein the double-stage turbine speed reducer is low in efficiency and inconvenient to lubricate. Therefore, faults often occur in the production process, once the speed reducer fails, the whole section stops spinning to reduce the yield, and recently, the faults of the turbine box are increased due to the speed increase and the like, and are mostly expressed as copper turbine abrasion. Therefore, in order to ensure the production continuity and reduce the waste wire rate, the modification of the oil tanker device is necessary.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the problem that the aforesaid exists with not enough, provide a trouble automatic switching system and oil ship intersegment of section trouble automatic switching system, its structural design is reasonable, can avoid the oil ship stall as far as possible, guarantees the continuity of production, reduces the silk waste rate, avoids raw and other materials extravagant and output to reduce.
In order to achieve the purpose, the adopted technical scheme is as follows:
a kind of trouble automatic switching system, is used in trouble judgement and power switching of the first spindle and second spindle, the first spindle is connected with unidirectional drive of the first drive mechanism, the first motive equipment drives the said first spindle to rotate through the said first drive mechanism, the second spindle is connected with unidirectional drive of the second drive mechanism, the first motive equipment drives the said second spindle to rotate through the said second drive mechanism, including clutch and control module, the clutch is set up between first spindle and second spindle, is used for connecting or disconnecting the first spindle and second spindle; when the first rotating shaft or the second rotating shaft has a rotation fault, the control module controls the clutch to connect the first rotating shaft with the second rotating shaft.
According to the automatic fault switching system, the first rotating shaft is connected with the first transmission mechanism through a one-way bearing or a one-way clutch, and the second rotating shaft is connected with the second transmission mechanism through a one-way bearing or a one-way clutch.
According to the automatic fault switching system, the first transmission mechanism and the second transmission mechanism are chain transmission mechanisms, belt transmission mechanisms or gear transmission mechanisms, the first rotating shaft and the second rotating shaft are connected with a chain wheel, a belt wheel or a gear through a one-way bearing, and the first power device and the second power device are motors, hydraulic motors or pneumatic motors.
According to the automatic fault switching system, the control module comprises a power module, a first detection device, a second detection device and a first contactor KM, wherein the power module uses safe voltage, the first detection device is connected with a first control element JC1, the first control element JC1 is connected with the power module, and the first detection device is installed on one side of a first rotating shaft; the second detection device is connected with a second control element JC2, the second control element JC2 is connected with the power supply module, and the second detection device is arranged on one side of the second rotating shaft; the first contactor KM is connected with normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel, the normally closed contacts KM-1, JC1-1 and JC2-1 which are connected in parallel are connected with a power module through a normally closed contact of a reset button SR, and a self-locking point is arranged at the closed position of the normally open contact KM-1; when the rotating speed of the first rotating shaft or the second rotating shaft is abnormal, the first control element JC1 controls the normally open contact JC1-1 to be closed according to a rotating speed abnormal signal detected by a first detection device, or the second control element JC2 controls the normally open contact JC2-1 to be closed according to a detection signal of a second detection device, then the first contactor KM is electrified to close the normally open contacts KM-1, KM-2 and KM-3, and the clutch is attracted.
According to the automatic fault switching system, the normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel are sequentially connected with the power module through the normally closed contact of the reset button SR and the automatic position contact of the automatic manual switch SA, and the first contactor KM is further connected with the power module through the manual position contact of the automatic manual switch SA.
According to the automatic fault switching system, the control module further comprises an alarm and a timer which are connected with the power module through normally open contacts KM-2 and KM-3.
According to the automatic fault switching system, the first detection device and the second detection device are both provided with indicator lamps.
According to any one of the above-mentioned automatic fault switching systems, the control module further comprises a rotation shaft blocking prevention circuit, the rotation shaft blocking prevention circuit comprises a time relay KT and a second contactor KM1, the time relay KT is connected with parallel normally open contacts JC1-2 and JC2-2, and the parallel normally open contacts JC1-2 and JC2-2 are connected with the power module through a normally closed contact of a reset button SR; the second contactor KM1 is connected with the parallel normally open contacts KT-1 and KM1-1, and the parallel normally open contacts KT-1 and KM1-1 are connected with the power module through the normally closed contact of the reset button SR; when a first rotating shaft or a second rotating shaft is in a blocking state, the first control element JC1 controls the normally open contact JC1-2 to be closed according to a first rotating shaft blocking signal detected by a first detection device, or the second control element JC2 controls the normally open contact JC2-2 to be closed according to a second rotating shaft blocking signal detected by a second detection device, so that the time relay KT is electrified; when the time set by the time relay KT is exceeded and the normally open contact KT-1 is closed in a delayed mode, the second contactor KM1 is electrified, the normally closed contact KM1-2 is disconnected, the first contactor KM is powered off, the clutch is separated, and normal rotating shaft operation is protected from being influenced.
A tanker inter-section fault automatic switching system comprises a rack, a first rotating shaft, a first transmission mechanism, a first power device, a second rotating shaft, a second transmission mechanism, a second power device and any one of the fault automatic switching systems; the first rotating shaft is supported on the left side of the upper part of the rack through a section shaft support frame, the second rotating shaft is supported on the right side of the upper part of the rack through a second section shaft support frame, the first rotating shaft and the second rotating shaft are arranged in bilateral symmetry, the outer end of the first rotating shaft is connected with a first power device through a first transmission mechanism, the outer end of the second rotating shaft is connected with a second power device through a second transmission mechanism, and the inner end of the first rotating shaft is connected with the inner end of the second rotating shaft through a clutch; and the first rotating shaft and the second rotating shaft are both connected with a plurality of oil tankers.
According to the automatic fault switching system between the oil tanker sections, the first transmission mechanism and the second transmission mechanism comprise cycloidal pin gear speed reducers.
By adopting the technical scheme, the beneficial effects are as follows:
1. the clutch is used between the oil tanker rotating shafts of the two sections, the two adjacent sections are connected together and mutually used as standby stations, when the oil tanker rotating shaft stops rotating due to any reason in one section, the detection device can immediately detect the stop of the oil tanker rotating shaft, the detection device transmits a signal to the control module, the control module can supply power to the clutch after receiving the signal and enables the clutch to act, the action of the clutch can immediately connect the fault oil tanker rotating shaft to the oil tanker rotating shaft of the adjacent section, the fault section is temporarily dragged by the adjacent section, when one section has a fault, the oil tanker rotating shaft of the section cannot stop rotating, and no influence is caused on production;
2. when the clutch acts, in order to ensure that the speed reducer with the fault is not dragged by the rotating shaft of the normally used oil tanker any longer, the rotating shaft is in one-way transmission connection with the transmission mechanism, and the fault transmission mechanism does not rotate any longer, so that the speed reducer is convenient to detach for maintenance;
3. when one of the two sections stops, the alarm gives an alarm, and meanwhile, an indicator lamp arranged on a detection device of the fault section lights a red light, so that an operator can find a fault point in time;
4. the control module circuit is provided with a main shaft locking prevention scheme, and if a main transmission shaft locking state happens accidentally in a section, the clutch can be timely separated, so that the normal section operation is not influenced;
5. the cycloidal pin gear speed reducer is used, one set is used in each section, and the cycloidal pin gear speed reducer has the advantages that: the cycloidal pin gear speed reducer has high speed reducing ratio, efficiency over 90%, compact structure, small size, stable operation and low noise, and is produced through quenching bearing steel and fine grinding, and the cycloidal teeth and the pin gear sleeve are meshed and transferred to the pin gear to form rolling friction pair with small friction coefficient, no relative sliding in the meshed area and less wear, and is lubricated with extreme 70# or 90# extreme pressure lubricating oil for long service life.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments of the present invention will be briefly described below. The drawings are intended to depict only some embodiments of the invention, and not all embodiments of the invention are limited thereto.
Fig. 1 shows a schematic top view of an automatic switching system for a tanker section fault according to an embodiment of the present invention.
Fig. 2 shows a perspective view of an automatic switching system for a tank tanker section fault according to an embodiment of the present invention.
Fig. 3 shows an electrical schematic diagram of an automatic switching system for a tanker section fault according to an embodiment of the present invention.
Number in the figure:
1 is a first reducer support frame, 2 is a first reducer, 3 is a first motor, 4 is a second motor, 5 is a second reducer, 6 is a second reducer support frame, 7 is a fault automatic switching device switch, 8 is an automatic manual switch SA, 9 is a reset key SR, 10 is an alarm, 11 is a first motor switch, 12 is a second motor switch, 13 is a tanker speed regulating knob, 14 is a control module, 15 is a power module, 16 is a two-section shaft support frame, 20 is a tanker, 23 is a second detection device, 24 is a second shaft, 25 is a clutch, 26 is a first shaft, 27 is a first detection device, 30 is a tanker, 34 is a section shaft support frame, 35 is a first chain, 36 is a first driving sprocket, 37 is a second driving sprocket, 38 is a rack, 39 is a second chain, 40 is a second driven sprocket, 41 is a two-section shaft support frame, 42 is a section shaft support frame, The first driven sprocket 43 and the timer 44.
Detailed Description
In order to make the purpose, technical features and technical effects of the technical solution of the present invention clearer, the drawings of the embodiments of the present invention are combined together, and the example solution of the embodiments of the present invention is clearly and completely described. It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. All other embodiments, which can be obtained by a person skilled in the art without any inventive work based on the described embodiments of the present invention, belong to the protection scope of the present invention.
The present embodiment firstly discloses an automatic switching system for failure, as shown in fig. 1-3, which is a preferred embodiment of the present invention, the automatic switching system for failure is used for failure determination and power switching of a first rotating shaft 26 and a second rotating shaft 24 between tanker sections, and includes a clutch 25 and a control module 14, the clutch 25 is disposed between the first rotating shaft 26 and the second rotating shaft 24, and is used for connecting or disconnecting the first rotating shaft 26 and the second rotating shaft 24; when the first rotating shaft or the second rotating shaft has a rotation failure, the control module 14 controls the clutch 25 to connect the first rotating shaft 26 with the second rotating shaft 24, wherein the clutch 25 is a rotary coil electromagnetic clutch in this embodiment.
The first rotating shaft 26 is connected with the first transmission mechanism in a one-way transmission mode, the first power device drives the first rotating shaft 26 to rotate through the first transmission mechanism, the second rotating shaft 24 is connected with the second transmission mechanism in a one-way transmission mode, and the second power device drives the second rotating shaft 24 to rotate through the second transmission mechanism.
The first transmission mechanism and the second transmission mechanism are chain transmission mechanisms or belt transmission mechanisms or gear transmission mechanisms, the first rotating shaft 26 and the second rotating shaft 24 are connected with a chain wheel or a belt pulley or a gear through a one-way bearing, and the first power device and the second power device are motors or hydraulic motors or pneumatic motors.
As shown in fig. 3, the control module 14 specifically adopts a circuit structure, the control module 14 includes a power module, a first detection device 27, a second detection device 23, and a first contactor KM, the power module uses a 24V safety voltage, the first detection device 27 is connected to a first control element JC1, the first control element JC1 is connected to the power module, and the first detection device 27 is installed on one side of the first rotating shaft 26; the second detection device 23 is connected with a second control element JC2, the second control element JC2 is connected with the power supply module, and the second detection device 23 is arranged on one side of the second rotating shaft 24; the first contactor KM is connected with normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel, the normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel are connected with a power module through a normally closed contact of a reset button SR9, and a self-locking point is arranged at the closed position of the normally open contact KM-1; when the rotating speed of the first rotating shaft 26 or the second rotating shaft 24 is abnormal, the first control element JC1 controls the normally open contact JC1-1 to be closed according to a rotating speed abnormal signal detected by the first detection device 27, or the second control element JC2 controls the normally open contact JC2-1 to be closed according to a detection signal of the second detection device 23, then the first contactor KM is electrified to close the normally open contacts KM-1, KM-2 and KM-3, and the clutch 25 is attracted.
Normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel are sequentially connected with a power module through a normally closed contact of a reset button SR9 and an automatic position contact of an automatic manual switch SA8, and the first contactor KM is also connected with the power module through the manual position contact of the automatic manual switch SA 8.
The circuitry of control module 14 also includes alarm 10 and timer 44 connected to the power module via normally open contacts KM-2, KM-3.
The control module 14 further comprises a rotating shaft blocking prevention circuit, the rotating shaft blocking prevention circuit comprises a time relay KT and a second contactor KM1, the time relay KT is connected with parallel normally-open contacts JC1-2 and JC2-2, and the parallel normally-open contacts JC1-2 and JC2-2 are connected with the power module through a normally-closed contact of a reset button SR 9; the second contactor KM1 is connected with the normally open contacts KT-1 and KM1-1 which are connected in parallel, and the normally open contacts KT-1 and KM1-1 which are connected in parallel are connected with the power module through the normally closed contact of the reset button SR 9; when the first rotating shaft 26 or the second rotating shaft 24 is in a blocking state, the first control element JC1 controls the normally open contact JC1-2 to be closed according to a first rotating shaft blocking signal detected by the first detection device 27, or the second control element JC2 controls the normally open contact JC2-2 to be closed according to a second rotating shaft 24 blocking signal detected by the second detection device 23, so that the time relay KT is electrified; when the time 1S set by the time relay KT is exceeded, the normally open contact KT-1 is closed in a delayed mode, the second contactor KM1 is electrified, the normally closed contact KM1-2 is disconnected, the first contactor KM is powered off, the electromagnetic clutch 25 is separated, and normal rotating shaft operation is protected from being influenced.
In this embodiment, preferably, the first detection device 27 and the second detection device 23 are both electromagnetic pulse velocimeters, and are provided with indicator lights; according to signals of the first detection device 27 and the second detection device 23, the first control element JC1 and the second control element JC2 realize the closing and opening control of the normally open contacts JC1-1, JC2-1, JC1-2 and JC2-2 through analog circuits.
As shown in fig. 3, the operation principle of the circuit of the control module 14 is as follows: in a standby state, a high-speed sensor of the electromagnetic pulse velometer has pulses sent to 3 pins of a first control element JC1 and a second control element JC2 to control the on and off of normally-open contacts JC1-1 and JC 2-1. The first control element JC1 and the second control element JC2 will receive a continuous pulse signal causing JC1-1 and JC2-1 to not close. When one section breaks down, the pulse of the high-speed sensor is reduced or the normally open contact JC1-1 is lost to close so that the coil of the first contactor KM is attracted, the KM coil is not lost due to the existence of the self-locking point of the normally open contact KM-1, at the moment, the 24V power supply is sent to the clutch 25 through the normally open contacts KM-2 and KM-3 so that the clutch is attracted for 0.2s, the alarm 10 sends out an audible and visual alarm signal, and the timer 44 starts to time so as to conveniently trace the fault time. When the maintenance of the fault section is finished, the power device and the transmission mechanism are put into operation, the reset button SR9 is manually pressed, the first contactor KM is powered off, the clutch 25 is separated and stops alarming, and at the moment, the circuit returns to the standby state.
The circuit of the control module 14 is also provided with a scheme for preventing the rotating shaft from being stuck, if the rotating shaft stuck state happens accidentally in one section, if the time 1S set by the time relay KT is exceeded, the normally open contact KT-1 is delayed to close, and the coil of the second contactor KM1 is electrified. Normally closed contact KM1-2 is opened to lose power of first contactor KM, and clutch 2525 is separated, so that normal section operation is not affected.
Referring to fig. 1-2, the present embodiment further discloses an automatic switching system for a fault between tanker sections, which includes a frame 38, a first rotating shaft 26, a first transmission mechanism, a first power device, a second rotating shaft 24, a second transmission mechanism, a second power device, and the automatic switching system for a fault; the first rotating shaft 26 is supported on the left side of the upper portion of the rack 38 through a section shaft supporting frame (34, 42), the second rotating shaft 24 is supported on the right side of the upper portion of the rack 38 through a second section shaft supporting frame (16, 41), the single oil tanker rotating shaft is an oil tanker section, the first oil tanker section and the second oil tanker section are respectively arranged on the left side and the right side of the upper portion of the rack 38, the first rotating shaft 26 and the second rotating shaft 24 are arranged in bilateral symmetry, the outer end of the first rotating shaft 26 is connected with a first power device through a first transmission mechanism, the outer end of the second rotating shaft 24 is connected with a second power device through a second transmission mechanism, and the inner end of the first rotating shaft 26 is connected with the inner end of the second; a plurality of tankers (20, 30) are connected to each of the first and second shafts 26, 24, and each of the first and second shafts 26, 24 rotates 6 tankers in this embodiment.
A control cabinet is further arranged on the rack 38, the control cabinet comprises a power supply module 15, an air switch and control module 14, an alarm 10 and an operation button, the air switch is used for cutting off communication and protecting the power supply module 15, and the power supply module 15 is respectively connected with the power supply switch, a 24V power supply and the control module 14; the control module 14 is respectively connected with the automatic fault switching device switch 7, the automatic manual switch SA8, the reset button SR9, the alarm 10, the first motor switch 11, the second motor switch 12 and the tanker speed regulation knob 13, wherein the automatic fault switching device switch 7 is used for controlling the on-off of the power module 15.
In this embodiment, specifically, the first transmission mechanism in one section includes a first speed reducer 2 and a first driving sprocket 36, the first power device is a first motor 3, the first speed reducer 2 is in transmission connection with the first motor 3, the first driving sprocket 36 is connected to an output shaft of the first speed reducer 2, the first rotating shaft 26 is connected to a first driven sprocket 43 through a one-way bearing, and the first driving sprocket 36 and the first driven sprocket 43 are connected through a first chain 35; the second transmission mechanism in the two sections comprises a second speed reducer 5 and a second driving sprocket 37, the second power device is a second motor 4, the second speed reducer 5 is in transmission connection with the second motor 4, the second driving sprocket 37 is connected to an output shaft of the second speed reducer 5, the second rotating shaft 24 is connected with a second driven sprocket 40 through a one-way bearing, and the second driving sprocket 37 and the second driven sprocket 40 are connected through a second chain 39. The first speed reducer 2 is supported on the frame 38 through the first speed reducer support frame 1, and the second speed reducer 5 is supported on the frame 38 through the second speed reducer support frame 6.
In the present embodiment, the first speed reducer 2 and the second speed reducer 5 are preferably both cycloidal pin gear speed reducers.
When the utility model is used, the clutch is used between the two sections to connect the two adjacent sections, thereby serving as a stand-by platform. When a section breaks down due to any reason, the rotating shaft stops rotating, the detection device can immediately detect the fault, the control module 14 sends an instruction to enable the clutch to be instantly attracted, the oil wheel rotating shaft in the normal section is used for dragging the oil wheel rotating shaft system in the fault section to normally operate, meanwhile, in order to enable the speed reducer in the fault section not to be dragged by the rotating shaft, a one-way bearing is arranged between the driven chain wheel and the rotating shaft, the speed reducer in the fault section is separated from the rotating shaft, the normal operation of the oil wheel in the fault section is guaranteed, and the transmission mechanism in the fault section is also conveniently maintained. Even if one section fails, the oil tankers of the two sections cannot stop running. If another district section oil ship rotational speed is low excessively, will carry out same action after the detection device discovery and make the oil ship can not stall, guaranteed entire system's safety, timely discovery fault point has improved maintenance efficiency, reduce time cost can not cause the influence to production.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention belongs. The use of "a," "an," "two," and similar referents in the specification and claims of the present application does not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not necessarily denote a limitation of quantity. The word "comprising" or "comprises", and the like, means that the element or item listed before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. "upper", "lower", "left", "right", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.
Exemplary embodiments of the present invention have been described in detail with reference to the preferred embodiments, however, it will be understood by those skilled in the art that various modifications and changes may be made to the above specific embodiments without departing from the scope of the present invention, and various combinations of the technical features and structures of the present invention may be implemented without departing from the scope of the present invention, which is defined by the appended claims.
Claims (10)
1. An automatic switching system for failure determination and power switching of a first rotating shaft and a second rotating shaft is characterized by comprising:
a clutch disposed between the first and second rotating shafts for connecting or disconnecting the first and second rotating shafts; and
and the control module controls the clutch to connect the first rotating shaft with the second rotating shaft when the first rotating shaft or the second rotating shaft has a rotation fault.
2. The automatic switching system according to claim 1, wherein the first rotating shaft is in one-way transmission connection with a first transmission mechanism, the first power device drives the first rotating shaft to rotate through the first transmission mechanism, the second rotating shaft is in one-way transmission connection with a second transmission mechanism, and the second power device drives the second rotating shaft to rotate through the second transmission mechanism.
3. The automatic switching system according to claim 2, wherein the first transmission mechanism and the second transmission mechanism are chain transmission mechanisms, belt transmission mechanisms or gear transmission mechanisms, the first rotating shaft and the second rotating shaft are connected with a chain wheel, a belt pulley or a gear through a one-way bearing, and the first power device and the second power device are electric motors, hydraulic motors or pneumatic motors.
4. The fail-over system of claim 1, wherein the control module comprises:
a power module using a safe voltage;
a first detection device connected to a first control element JC1, said first control element JC1 being connected to the power supply module, the first detection device being mounted on the side of the first rotation axis;
the second detection device is connected with a second control element JC2, the second control element JC2 is connected with the power supply module, and the second detection device is arranged on one side of the second rotating shaft;
the contactor comprises a first contactor KM, normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel, wherein the normally open contacts KM-1, JC1-1 and JC2-1 which are connected in parallel are connected with a power module through a normally closed contact of a reset button SR, and a self-locking point is arranged at the closed position of the normally open contact KM-1;
when the rotating speed of the first rotating shaft or the second rotating shaft is abnormal, the first control element JC1 controls the normally open contact JC1-1 to be closed according to a rotating speed abnormal signal detected by a first detection device, or the second control element JC2 controls the normally open contact JC2-1 to be closed according to a detection signal of a second detection device, then the first contactor KM is electrified to close the normally open contacts KM-1, KM-2 and KM-3, and the clutch is attracted.
5. The automatic switching system according to claim 4, wherein the normally open contacts KM-1, JC1-1, JC2-1 connected in parallel are sequentially connected with the power module through the normally closed contact of the reset button SR and the automatic position contact of the automatic manual switch SA, and the first contactor KM is further connected with the power module through the manual position contact of the automatic manual switch SA.
6. The system of claim 5, wherein the control module further comprises an alarm and a timer connected to the power module via normally open contacts KM-2 and KM-3.
7. The automatic switching system of claim 4, wherein the first detection device and the second detection device are provided with indicator lights.
8. The automatic failover system of any one of claims 4-7 wherein the control module further comprises an anti-shaft seizure circuit, the anti-shaft seizure circuit comprising:
the time relay KT is connected with the normally open contacts JC1-2 and JC2-2 which are connected in parallel, and the normally open contacts JC1-2 and JC2-2 which are connected in parallel are connected with the power module through the normally closed contact of the reset button SR; and
the second contactor KM1 is connected with the normally open contacts KT-1 and KM1-1 which are connected in parallel, and the normally open contacts KT-1 and KM1-1 which are connected in parallel are connected with the power module through the normally closed contact of the reset button SR;
when a first rotating shaft or a second rotating shaft is in a blocking state, the first control element JC1 controls the normally open contact JC1-2 to be closed according to a first rotating shaft blocking signal detected by a first detection device, or the second control element JC2 controls the normally open contact JC2-2 to be closed according to a second rotating shaft blocking signal detected by a second detection device, so that the time relay KT is electrified;
when the time set by the time relay KT is exceeded and the normally open contact KT-1 is closed in a delayed mode, the second contactor KM1 is electrified, the normally closed contact KM1-2 is disconnected, the first contactor KM is powered off, the clutch is separated, and normal rotating shaft operation is protected from being influenced.
9. An automatic tanker intersegment failover system comprising a frame, a first shaft, a first transmission, a first power plant, a second shaft, a second transmission, a second power plant, and the automatic failover system of any one of claims 1-7;
the first rotating shaft is supported on the left side of the upper part of the rack through a section shaft support frame, the second rotating shaft is supported on the right side of the upper part of the rack through a second section shaft support frame, the first rotating shaft and the second rotating shaft are arranged in bilateral symmetry, the outer end of the first rotating shaft is connected with a first power device through a first transmission mechanism, the outer end of the second rotating shaft is connected with a second power device through a second transmission mechanism, and the inner end of the first rotating shaft is connected with the inner end of the second rotating shaft through a clutch;
and the first rotating shaft and the second rotating shaft are both connected with a plurality of oil tankers.
10. The tanker intersegment failover system of claim 9 wherein the first and second transmissions each comprise a cycloidal pin gear reducer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920736212.4U CN210287611U (en) | 2019-05-22 | 2019-05-22 | Automatic fault switching system and automatic fault switching system between oil tanker sections |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920736212.4U CN210287611U (en) | 2019-05-22 | 2019-05-22 | Automatic fault switching system and automatic fault switching system between oil tanker sections |
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| Publication Number | Publication Date |
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| CN210287611U true CN210287611U (en) | 2020-04-10 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110093671A (en) * | 2019-05-22 | 2019-08-06 | 神马实业股份有限公司 | Failure automatic switchover system and method between failure automatic switchover system, oil tanker section |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110093671A (en) * | 2019-05-22 | 2019-08-06 | 神马实业股份有限公司 | Failure automatic switchover system and method between failure automatic switchover system, oil tanker section |
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