CN103661431B - Mining continuous current locomotive Electrified Transmission low voltage control device - Google Patents

Abstract

The utility model relates to a low-voltage control device for electric transmission of a mine-used DC electric locomotive, which belongs to electric traction equipment powered by a high-voltage direct current, and relates to a low-voltage control device for an electric locomotive. The characteristic is that the master controller is connected with the battery E1, the pneumatic solenoid valve of the inverter, and the pneumatic solenoid valve of the switch respectively; The sequence relay J1 and the reverse relay J2 are electrically connected; the switch is equipped with a photoelectric switch GDK-Ⅱ, and its connection terminal is electrically connected with the battery E3, the forward and reverse relay J3, and the electric brake relay J4, and the control high-voltage power supply is connected to the motor; All the relays are assembled in the relay box, and the relay box is fixed on the wall of the vehicle-mounted high-voltage room. The advantages are novel concept, reasonable structure, sensitive and accurate action, reliable operation; long service life, greatly reduced electrical failure rate, less spare parts consumption, convenient maintenance, ensuring efficient and safe operation of the locomotive, and beneficial to mine production.

Description

Low-voltage control device for electrical transmission of mine-used DC electric locomotive

technical field

The invention belongs to electric traction equipment powered by a DC power supply line, in particular to a low-voltage control device for a reverser and a traction brake converter of an electric locomotive, which controls a driving motor to achieve desired characteristics.

Background technique

Mine electric locomotive is the main traction equipment for ore transportation and soil discharge operations in mine stope. It is powered by 1500V DC power supply line. The high-voltage power supply is connected to the motor through pantograph, inverter and brake converter, and is controlled by mechanical and electrical control devices. . The device is composed of a brake converter, a reverser and a travel switch on it, a pneumatic solenoid valve, and a master controller. The travel switch is composed of a telescopic spring, a lever, an elastic contact and a fixed contact. The travel switches are respectively Located at the bottom of the converter and reverser, the master controller is electrically connected to the vehicle battery and the square axis pneumatic solenoid valve of the reverser, and the pneumatic solenoid valve drives the square axis of the reverser to rotate; the vehicle battery is electrically connected to the relay coil, The normally open contact of the relay is electrically connected with the on-board battery and the pneumatic solenoid valve of the converter. The pneumatic solenoid valve of the converter pushes the converter to close or disconnect the high-voltage main circuit. For actual production needs, operate the driver’s master controller, connect the corresponding solenoid valve coil, and the pneumatic valve pushes the square axis of the reverser to rotate, driving the closing and opening of the travel switch, so as to realize the interlocking between each other and the relay connection of each step. Turn on or off the high-voltage circuit to realize the conversion between forward rotation, reverse rotation and braking conditions during the operation of the electric locomotive.

The disadvantages are: due to the many return lines and steep slopes of the mine railway transportation, and it is located in the urban-rural junction, the operating environment is complex and changeable, and the locomotive needs to frequently switch between different working conditions of traction, propulsion and braking, resulting in contact burnout. Damage, the shrapnel of the elastic contact loses its elasticity due to the high temperature generated by the spark, and the telescopic spring and the shrapnel are misaligned, resulting in frequent failures of main circuit open circuit, short circuit, and short circuit. Burnout, frequent maintenance, high consumption of spare parts, and long maintenance time seriously affect the operation of the locomotive; the travel switch is installed at the bottom of the reverser and brake converter, the space is narrow, and inspection, maintenance, and replacement are very inconvenient.

Contents of the invention

In order to overcome the defects existing in the prior art, the object of the present invention is to provide a low-voltage control device for the electric transmission of a mining DC electric locomotive, which has a long service life, stable and reliable operation, reduces the failure rate of the control circuit and the main circuit, and reduces maintenance Time and spare parts consumption, easy maintenance, ensure safe operation of the locomotive.

The low-voltage control device for the electric transmission of the DC electric locomotive used in mines includes a high-voltage power supply, which is connected to the motor through a pantograph, a switch, and also includes a master controller for low-voltage control, a reverser, a switch, and other mechanical devices. The connected pneumatic solenoid valve is characterized in that the master controller is connected with the vehicle battery E1, the pneumatic solenoid valve of the reverser, and the pneumatic solenoid valve of the switch respectively, and the pneumatic solenoid valve drives the rotation of the square axis of the reverser and the switcher respectively. ; A photoelectric switch GDK-I is arranged on the square axis of the reverser, and its connecting terminals are electrically connected with the vehicle battery E2, the overvoltage relay J5, the step sequence relay J1, and the reverse relay J2 respectively, to connect or disconnect the vehicle battery E2; A photoelectric switch GDK-Ⅱ is arranged on the square shaft of the shutter, and its connection terminal is electrically connected with the vehicle battery E3, the forward and reverse relay J3, and the electric brake relay J4, and the vehicle battery E3 is connected or disconnected, thereby controlling the connection of the high-voltage power supply and the motor. Ensure that the locomotive runs according to the set program; the coils of the above relays J1, J2, J3, J4 and J5 are each connected in parallel with an IN4007 diode from the positive pole to the negative pole to isolate each other, and are assembled in the relay box together with the relay. It is fixed on the wall of the high-voltage chamber of the vehicle.

The invention is further improved. The photoelectric switch GDK-I arranged above the square axis of the inverter is composed of an open U-shaped frame, a photosensitive element, a pillar and an induction iron block; the photosensitive element is fixed on the inner side of the two wings of the U-shaped frame, and the photosensitive element Set up A, B, C connection terminals; the U-shaped frame is fixed on the reverser by the pillar along the working platform, one side of the stop block, and the two wings of the U-shaped frame are parallel to the working platform; the induction iron block is flat and connected to the pillar Vertically connected, the pillar is fixed on the working platform, which is consistent with the vertical direction of the square axis of the inverter, and the induction iron block is connected with the two wings of the U-shaped frame in parallel, and driven by the square axis of the inverter, it runs within the 90-degree range limited by the stop freely.

The present invention is further improved, the photoelectric switch GDK-I, the photosensitive element connection terminal A is connected to the positive pole of the vehicle battery E2; the connection terminal B is connected to the overvoltage relay J5 and the negative pole of the vehicle battery E2; the connection terminal C is connected to the step relay J1, The normally closed contact of the reverse relay J2 is connected to the coils of the two, and then the normally open contact of the voltage relay J5 is connected to the negative pole of the vehicle battery E2, and the coils of the normally closed contacts of the step relay J1 and the reverse relay J2 Close contact interlock.

The present invention is further improved. The photoelectric switch GDK-II provided on the square axis platform of the switch is composed of an open U-shaped frame, a photosensitive element, a pillar and an induction iron block; the photosensitive element is fixed on the inside of the two wings of the U-shaped frame, and its There are B′, D, and F connection terminals on the top; the U-shaped frame is fixed on the side of the shutter along the platform and the stopper by the pillar, and the two wings of the U-shaped frame are parallel to the platform; the induction iron block is flat and perpendicular to the pillar Connection, the pillar is fixed on the platform, the vertical direction of the pillar is consistent with the square axis of the switch, the induction iron block is connected with the two wings of the U-shaped frame in parallel, and it can run freely within the 90-degree range limited by the stopper driven by the square axis of the switch .

The present invention is further improved, the connection terminal D of the photosensitive element of the photoelectric switch GDK-II is connected to the positive pole of the forward and reverse relay J3 coil and the vehicle battery E3 through the normally open contact of the voltage relay J5; the connection terminal F is electrically braked The normally closed contact of the relay J4 is connected to the other end of the coil of the forward and reverse relay J3, and then connected to the negative pole of the vehicle battery E3 through the normally closed contact of the forward and reverse relay J3 and the coil of the electric brake relay J4; the connection terminal B' is connected to the photoelectric The photosensitive element of the switch GDK-I is connected to terminal B.

The present invention is further improved, the sensing iron block enters the U-shaped frame, the output signal of the photosensitive element changes from low level to high level, and the sensing iron block leaves the U-shaped frame, the output signal of the photosensitive element changes from high level to low level , so as to control each relay to work in an orderly manner under the set running state of the locomotive.

When the controller is in the "0" position, the J5 coil of the overvoltage relay loses power, the low voltage control system power supply is disconnected, the high voltage power supply is disconnected, and the locomotive is in a parking state.

When the locomotive is running forward, the driver sets the master controller to "1" according to the driving needs, and the J5 coil of the overvoltage relay is energized to keep the low-voltage control power supply of each step of the locomotive normal. The shaft rotates, driving the induction iron block master controller to enter the U-shaped frame, the photoelectric switch GDK-Ⅰ outputs a high level, and the coil of the forward relay J1 is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, and the forward relay J1 is normal. The closed contact is automatically disconnected to realize the interlock of the forward and backward steps. The solenoid valve of the closer is de-energized, the coil of the holding relay J3 is energized, the normally closed contact of J3 is disconnected, and the coil of the electric brake relay J4 is de-energized. The locomotive can be moved forward.

When the locomotive is running backwards, the master controller is set to "2", the overvoltage relay J5 coil is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, and the solenoid valve coil of the reverser and the solenoid valve coil of the switch are de-energized , push the square shaft to rotate, drive the induction iron block master controller to leave the U-shaped frame, de-energize the coil circuit of the J1 relay, energize the J2 coil of the backward relay, disconnect the JI contact of the forward relay, and the solenoid valve of the switch continues When the power is lost, the J3 coil of the maintenance relay is energized, and the long-closed contact of J3 is disconnected to realize the backward running and electric brake interlock, and the locomotive motor is connected to the main circuit to realize the backward running of the electric locomotive.

When the electric braking is realized, the master controller is set to "4", the coil of the overvoltage relay J5 is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, and the electromagnetic valve of the electric brake converter is energized to drive the square shaft to rotate. Drive the induction iron block master controller to enter the U-shaped frame, the electric brake relay J4 coil is energized, the long-close contact of the J4 relay is disconnected, the relay J3 is interlocked, and the electromagnetic valve of the corresponding locomotive switch is energized, and the interlock direction The forward and backward relay J3 coils lose power, the switch is disconnected, the DC power is cut off, and the energy consumption braking of the motor is realized. When the master controller is set to 0, the overvoltage relay J5 loses power, all step relays lose power, and the solenoid valve coil also loses power. Each group of contacts changes accordingly according to the operating status, and the electric locomotive and high voltage power supply are separated.

Compared with the existing technology, the advantage is that it is novel in concept, adopts photoelectric switch, non-contact control, reasonable structure, reliable operation, greatly reduces the failure rate of electrical appliances, ensures that the locomotive runs efficiently, safely and smoothly, and is beneficial to mine production; The switch action is sensitive and accurate. Since the light-controlled switch blocks the infrared signal through the stopper of the switch and the reverser, as long as the linkage push rod of the switch and the reverser moves, the low-voltage circuit will be realized. Corresponding changes, there will be no wrong action of high and low voltage equipment; less spare parts consumption, low cost, long service life, photoelectric switches use integrated circuits, generally no failure; easy maintenance, simple operation, even if the photoelectric switch appears Fault, because it is installed on the upper part of the switch and inverter, the space is large, and the replacement is very convenient. You only need to replace a new switch, and connect the three output and input wires according to the corresponding colors. The troubleshooting time can be reduced from the original 3 hours to less than ten minutes, which can greatly reduce the labor intensity of the maintenance workers. Because the operation is very convenient, the driver can deal with it immediately on the spot without going to the warehouse for maintenance, which saves the corresponding power of other locomotives. Consumption and locomotive outage losses.

Description of drawings

The present invention will be further described with reference to the accompanying drawings.

Figure 1 is an electrical schematic diagram of the structure of the electric drive low-voltage control device for a mining electric locomotive;

Fig. 2 is a schematic structural view of the schematic inverter of Fig. 1;

FIG. 3 is a schematic structural view of the schematic switch shown in FIG. 1 .

In the figure: 1. Master controller 2. Inverter solenoid valve 3. Inverter 4. Switch solenoid valve 5. Switch 5.1 Electric brake converter 6. 1500V DC power supply pantograph 7. Motor 7.1 Excitation coil 8, vehicle battery E19, inverter photoelectric switch GDK-I10, vehicle battery E211, overvoltage relay J512, forward relay J113, reverse relay J214, switch photoelectric switch GDK-Ⅱ15, vehicle battery E316, Forward and reverse relay J317, force brake converter J418, reverser square shaft 19, reverser working platform 20, reverser pillar 21, reverser induction iron block 22, reverser U-shaped frame 23, open Closer square shaft 24, opener working platform 25, opener support 26, opener induction iron block 27, opener U-shaped frame 28, A, B, C, D, F are photoelectric switch connection terminals

detailed description

The present invention will be further described below in conjunction with the accompanying drawings.

It can be seen from Fig. 1, Fig. 2, and Fig. 3 that the low-voltage control device for the electric drive of the DC electric locomotive used in mining includes a high-voltage power supply, which is connected to the motor 7 through the pantograph 6 and the switch 5, and also includes the main control device for low-voltage control. Make the controller 1, the inverter 3, the switch and the pneumatic solenoid valve mechanically connected with it. The master controller is respectively connected with the vehicle battery E1, the pneumatic solenoid valve 2 of the reverser, and the pneumatic solenoid valve 4 of the shutter, and the pneumatic solenoid valve drives the square shafts of the reverser and the shutter to rotate respectively. A photoelectric switch GDK-I is arranged on the square axis of the inverter, and its connecting terminals are electrically connected with the vehicle battery E2, the overvoltage relay J5, the sequence relay J1, and the reverse relay J2, respectively, to connect or disconnect the vehicle battery E2. A photoelectric switch GDK-II is arranged on the square shaft 23 of the switch, and its connection terminal is electrically connected with the vehicle battery E3, the forward and reverse relay J3, and the electric brake relay J4, and the vehicle battery E3 is connected or disconnected, thereby controlling the high-voltage power supply and The motor connection ensures that the locomotive runs according to the set program. The coils of J1, J2, J3, J4, and J5 above are each connected in parallel with an IN4007 diode from the positive pole to the negative pole to isolate each other, and are assembled together with the relays in the relay box (not marked in the figure), and the relay box is fixed on the On the wall of the vehicle-mounted high-pressure room (not marked in the figure).

It can be seen from Fig. 1 and Fig. 2 that the photoelectric switch GDK-I arranged above the square axis of the inverter is composed of an open U-shaped frame 22, a photosensitive element (not marked in the figure), a pillar 20 and an induction iron block 21; The photosensitive element is fixed on the inner sides of the two wings of the U-shaped frame, and the photosensitive element is provided with A, B, and C connection terminals; The two wings of the U-shaped frame are parallel to the working platform; the induction iron block is in the shape of a flat plate and is vertically connected to the pillar. The pillar is fixed on the working platform and is in the same vertical direction as the square axis of the reverser. Driven by the square shaft of the reverser, it can run freely within the 90-degree range limited by the stopper.

It can be seen from Figure 1 and Figure 2 that the photosensitive element connection terminal A of the photoelectric switch GDK-I is connected to the positive pole of the vehicle battery E2; the photosensitive component connection terminal B is connected to the overvoltage relay J5 and the negative pole of the vehicle battery E2; the photosensitive component connection terminal C It is connected with the normally closed contacts of the step relay J1 and the reverse relay J2 and their coils, and then connected with the negative pole of the vehicle battery E2 through the normally open contacts of the pressure relay J5, and the normally closed contacts of the step relay J1 and the reverse relay J2 The coils of the headers are interlocked by their normally closed contacts.

It can be seen from Fig. 1 and Fig. 3 that the photoelectric switch GDK-II set on the square axis platform 24 of the switch is composed of an open U-shaped frame 27, a photosensitive element (not marked in the figure), a pillar 25 and an induction iron block 26 ; The photosensitive element is fixed on the inner side of the two wings of the U-shaped frame, and B', D, and F connecting terminals are arranged on it; Parallel; the induction iron block is in the shape of a flat plate and is vertically connected to the pillar. The pillar is fixed on the platform. The pillar is in the same vertical direction as the square axis of the switch. It can run freely within the range of 90 degrees limited by the stopper.

It can be seen from Figure 1 and Figure 3 that the connection terminal D of the photosensitive element of the photoelectric switch GDK-Ⅱ is connected to the positive pole of the forward and reverse relay J3 coil and the vehicle battery E3 through the normally open contact of the pressure relay J5; the connection terminal of the photosensitive element F is connected to the other end of the forward and reverse relay J3 coil through the normally closed contact of the electric brake relay J4, and then connected to the negative pole of the vehicle battery E3 through the normally closed contact of the forward and reverse relay J3 and the coil of the electric brake relay J4; Terminal B' is connected to the photosensitive element connection terminal B of the photoelectric switch GDK-I.

The above-mentioned sensing iron block enters the U-shaped frame, the output signal of the photosensitive element changes from low level to high level, and the sensing iron block leaves the U-shaped frame, and the output signal of the photosensitive element changes from high level to low level, thereby controlling each relay in the The locomotive works in an orderly manner under the set running state.

The working principle of the control device is as follows:

When the controller is in the "0" position, the J5 coil of the overvoltage relay loses power, the low voltage control system power supply is disconnected, the high voltage power supply is disconnected, and the locomotive is in a parking state.

When the locomotive is running forward, the driver sets the master controller to "1" according to the driving needs, and the J5 coil of the overvoltage relay is energized to keep the low-voltage control power supply of each step of the locomotive normal. The shaft rotates, driving the induction iron block master controller to enter the U-shaped frame, the photoelectric switch GDK-Ⅰ outputs a high level, and the coil of the forward relay J1 is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, and the forward relay J1 is normal. The closed contact is automatically disconnected to realize the interlock of the forward and backward steps. The solenoid valve of the closer is de-energized, the coil of the holding relay J3 is energized, the normally closed contact of J3 is disconnected, and the coil of the electric brake relay J4 is de-energized. The locomotive can be moved forward.

When the locomotive is running backwards, the master controller is set to "2", the overvoltage relay J5 coil is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, and the solenoid valve coil of the reverser and the solenoid valve coil of the switch are de-energized , push the square shaft to rotate, drive the induction iron block master controller to leave the U-shaped frame, de-energize the coil circuit of the J1 relay, energize the J2 coil of the backward relay, disconnect the JI contact of the forward relay, and the solenoid valve of the switch continues When the power is lost, the J3 coil of the maintenance relay is energized, and the long-closed contact of J3 is disconnected to realize the backward running and electric brake interlock, and the locomotive motor is connected to the main circuit to realize the backward running of the electric locomotive.

When the electric braking is realized, the master controller is placed in the "4" position, the coil of the overvoltage relay J5 is energized, and the low-voltage control power supply of each step of the locomotive is kept normal, the electric brake converter 5.1 solenoid valve is energized, and the square shaft 9 is pushed Rotate, drive the induction iron block master controller to enter the U-shaped frame, the electric brake relay J4 coil is energized, the long-close contact of the J4 relay is disconnected, the relay J3 is interlocked, and the electromagnetic valve of the corresponding locomotive switch is energized. Lock forward and backward relay J3 coil is de-energized, the switch is disconnected, the DC power is cut off, and the energy consumption braking of the motor is realized. When the master controller is set to 0, the overvoltage relay J5 loses power, all step relays lose power, and the solenoid valve coil also loses power. Each group of contacts changes accordingly according to the operating status, and the electric locomotive and high voltage power supply are separated.

Claims (5)

1. The low-voltage control device for the electric drive of the DC electric locomotive used in mining, including a high-voltage power supply, connected to the motor (7) through the pantograph (6), the switch (5), and the master controller (1) for low-voltage control ), reverser (3), shutter and pneumatic solenoid valve, characterized in that the master controller is connected with vehicle battery E1 (8), reverser pneumatic solenoid valve (2), shutter pneumatic solenoid valve (4) Connection, the pneumatic solenoid valve drives the square shafts of the reverser and the switch to rotate respectively; the photoelectric switch GDK-I (9) is installed on the square shaft of the reverser, and its connecting terminals are respectively connected to the vehicle battery E2 (10), Overvoltage relay J5 (11), step sequence relay J1 (12), and reverse relay J2 (13) are electrically connected to connect or disconnect the vehicle battery E2; a photoelectric switch GDK-Ⅱ is arranged on the square shaft (23) of the switch (14), its connecting terminal is electrically connected with the vehicle battery E3 (15), the forward and reverse relay J3 (16), and the electric brake relay J4 (17), and the vehicle battery E3 is connected or disconnected, thereby controlling the high-voltage power supply and the motor The connection ensures that the locomotive runs according to the set program; the above-mentioned relays J1, J2, J3, J4 and J5 coils are each connected in parallel with an IN4007 diode from the positive pole to the negative pole to isolate each other, and are assembled in the relay box together with the relay. It is fixed on the wall of the high-voltage chamber of the vehicle. 2. The low-voltage control device for electric transmission of mine DC electric locomotive according to claim 1, characterized in that, the photoelectric switch GDK-I provided above the square axis of the reverser is composed of an open U-shaped frame (22), Composed of a photosensitive element, a pillar (20) and an induction iron block (21); the photosensitive element is fixed on the inner sides of the two wings of the U-shaped frame, and the photosensitive element is provided with A, B, and C connection terminals; the U-shaped frame is fixed on the upper edge of the inverter by the pillar to work On the platform (19), on one side of the stop block, the two wings of the U-shaped frame are parallel to the working platform; the induction iron block is in the shape of a flat plate, connected vertically with the pillar, and the pillar is fixed on the working platform, consistent with the vertical direction of the square axis of the reverser , the induction iron block is connected in parallel with the two wings of the U-shaped frame, and it can run freely within the 90-degree range limited by the stopper driven by the square shaft of the reverser. 3. The low-voltage control device for electrical transmission of mine DC electric locomotive according to claim 2, characterized in that, the photosensitive element connection terminal A of the photoelectric switch GDK-I is connected to the positive pole of the vehicle battery E2; the photosensitive element connection terminal B Connect with the overvoltage relay J5 and the negative pole of the vehicle battery E2; the photosensitive element connection terminal C is connected with the step relay J1, the reverse relay J2 normally closed contacts and the coils of the two, and then through the normally open contact of the pressure relay J5 and the vehicle The negative pole of the battery E2 is connected, and the coils of the normally closed contacts of the step relay J1 and the reverse relay J2 are interlocked by their normally closed contacts. 4. The low-voltage control device for electric transmission of mine-used DC electric locomotive according to claim 1, characterized in that the photoelectric switch GDK-II provided on the square axis platform (24) of the switch is formed by an open U-shaped frame (27), photosensitive element, pillar (25) and induction iron block (26) form; Photosensitive element is fixed on U-shaped frame two wing inboards, establishes B ', D, F connecting terminal on it; U-shaped frame is fixed on opening by pillar The upper edge of the closer is on the platform and one side of the stopper, and the two wings of the U-shaped frame are parallel to the platform; the induction iron block is in the shape of a flat plate, connected vertically to the pillar, and the pillar is fixed on the platform, and the vertical direction of the pillar is consistent with the square axis of the shutter , The induction iron block is connected in parallel with the two wings of the U-shaped frame, and it can run freely within the 90-degree range limited by the stopper driven by the square shaft of the switch. 5. The low-voltage control device for electrical transmission of mining DC electric locomotive according to claim 4, characterized in that the photosensitive element connection terminal D of the photoelectric switch GDK-II passes through the normally open contact of the pressure relay J5 and the coil of the forward and reverse relay J3 , the positive connection of the vehicle battery E3; the connection end F of the photosensitive element is connected to the other end of the forward and reverse relay J3 coil through the normally closed contact of the electric brake relay J4, and then through the normally closed contact of the forward and reverse relay J3, the electric The coil of the brake relay J4 is connected to the negative pole of the vehicle battery E3; the connection terminal B' is connected to the connection terminal B of the photosensitive element of the photoelectric switch GDK-I.