An active controllable feedback dry wheel rim lubrication system and its use method

Abstract

The present invention discloses an active controllable feedback dry wheel rim lubrication system, comprising a dry wheel rim lubrication main body, which includes an on-board air source, an electrical proportional valve, and a two-position five-way solenoid valve; the air outlet pipe of the on-board air source is connected to the first interface of the two-position five-way solenoid valve; the second interface of the two-position five-way solenoid valve is connected to the first speed regulating valve, the first speed regulating valve is connected to the rodless chamber of a single-piston double-acting cylinder, and the rod chamber of the single-piston double-acting cylinder is connected to the third interface of the two-position five-way solenoid valve via the second speed regulating valve; a solid lubricating block structure is fixed to the actuating end of the piston rod of the single-piston double-acting cylinder; the dry wheel rim lubrication main body also includes a programmable controller electrically connected to the electrical proportional valve and the two-position five-way solenoid valve. The present invention also discloses a method for using the lubrication system, wherein, based on a start signal, the electrical proportional valve, the two-position five-way solenoid valve, and the first speed regulating valve are closed-loop controlled so that the solid lubricating block on the cylinder lubricates the locomotive wheel rim with constant pressure.

Description

Technical Field

[0001] The invention relates to an active controllable feedback dry wheel rim lubrication system and a use method thereof. Background Art

[0002] When locomotives operate on tracks, wheel-rail wear is inevitable. Current research on domestic urban rail vehicles focuses on mitigating wheel-rail wear and extending the service life of wheelsets and rails. To reduce rail and wheel flange wear, domestic urban rail vehicles generally employ both dry and wet wheel flange lubrication systems. These systems reduce the resistance of locomotive operation and the intense noise generated by the friction between locomotive wheelsets and rails, protecting the environment and conserving energy. They also improve locomotive operational control efficiency and reduce locomotive operating and maintenance costs.

[0003] During locomotive operation, a wheel flange lubrication system can effectively reduce wheel flange wear and reduce wheel-rail noise, especially when the locomotive is passing through switches, curves, and tunnels. Currently, wheel flange lubrication mainly uses dry (solid) and wet (liquid) lubrication systems. Dry wheel flange lubrication systems lack active lubrication capabilities, requiring the locomotive wheel flange to be lubricated throughout the entire process, which can easily lead to over-lubrication and waste of lubricant. Wet wheel flange lubrication systems can actively lubricate, but spilled lubricant can easily contaminate the locomotive underbody and track surface. The initial installation cost is high, and due to regional restrictions, the system is not widely adopted. The excellent protective effect of dry wheel flange lubrication systems on locomotive wheel flanges has been widely reported, such as Li Xiaofeng's paper "Research on the Application of the GR-1C Dry Wheel Flange Lubrication System on DF4B Diesel Locomotives" published in Science and Technology Information, Issue 20, at the end of 2019, and Bian Rongjun's paper "Selection and Recommendations of Wheel Flange Lubrication Methods for Qingdao Metro Battery Electric Locomotives" published in Railway Technology Innovation, Issue 2, 2018. However, its disadvantages are as mentioned above. In addition, "carbon rods" are currently commonly used as solid lubricating blocks, which can lubricate the wheel rims well under small loads and low speeds. However, under large loads and high speeds, the wheel rim lubrication effect is greatly reduced due to the insufficient load-bearing capacity of graphite, and there are problems of thermal deformation, drawing, and melting and bonding.

[0004] Few existing technologies address the aforementioned issues, such as the patent with publication number CN217835633U: a dry wheel rim lubrication device comprising a lubricator cavity, with limit plates fixedly connected at both ends; one limit plate being sealed, and the other limit plate having a square groove on one side, a touch switch mounted on one side of the limit plate with the square groove; a bottom plate being disposed within the lubricator cavity, a coil spring being fixedly connected to the top of the bottom plate; when the present invention is in use, the bottom plate is mounted within the lubricator cavity, the coil spring being disposed on the bottom plate, and a lubricating block being disposed within the limit plate at one end of the lubricator cavity. The device detects lubricating block wear and tear through a flashing light, providing timely warning information and enabling replacement of the lubricating block. In addition, the patent with publication number CN214295957U is a multifunctional dry-type wheel rim lubricating rod with minimal lubrication control, comprising a lubricating rod housing, a fixed plate, and a lubricating rod core. Fixed plates are installed at both ends of the bottom of the lubricating rod housing, and a second chute is provided at the end of the fixed plate close to the lubricating rod housing. The second chute is installed with a sliding block via a slider, and a hinge shaft is installed at the bottom of the sliding block. The lubricating rod core is installed at the bottom of the lubricating rod housing. By pushing the lubricating rod core, the contact area between the lubricating rod core and the wheel rim can be adjusted, thereby adjusting the amount of lubrication on the wheel rim, avoiding over-lubrication of the wheel rim and solving the problem of over-lubrication. However, it must be adjusted before use, not during use, and is still passive lubrication. Summary of the Invention

[0005] The purpose of the present invention is to overcome the defects in the prior art and provide an active controllable feedback dry wheel rim lubrication system, which combines the advantages of dry and wet wheel rim lubrication devices and is a dry wheel rim lubrication system that can actively lubricate and is a controllable, feedback-based dry wheel rim lubrication system.

[0006] To achieve the above objectives, the technical solution of the present invention is to design an active controllable feedback dry wheel rim lubrication system, including a dry wheel rim lubrication body installed on the locomotive bogie frame, the dry wheel rim lubrication body including an onboard air source, an electric proportional valve and a two-position five-way solenoid valve arranged in sequence along the outlet direction of the onboard air source;

[0007] The outlet pipe of the vehicle-mounted air source is connected to the first interface of the two-position five-way solenoid valve; the second interface of the two-position five-way solenoid valve is connected to the first speed regulating valve, the first speed regulating valve is connected to the rodless chamber of the single-piston double-acting cylinder, and the rod chamber of the single-piston double-acting cylinder is connected to the third interface of the two-position five-way solenoid valve through the second speed regulating valve; the solid lubricating block structure is fixed to the actuating end of the piston rod of the single-piston double-acting cylinder;

[0008] The dry wheel rim lubrication body also includes a programmable controller electrically connected to the electric proportional valve and the two-position five-way solenoid valve. The entire system is controlled by a PLC controller (i.e. a programmable controller). The PLC controls the opening of the electric proportional valve through the AI ​​module, and collects the pressure of the electric proportional valve for closed-loop control. The PLC controls the opening and closing of the two-position five-way solenoid valve through an intermediate relay to achieve telescopic control of the cylinder. In this way, active adjustments are made during use, the cylinder is telescoped according to feedback, and constant pressure lubrication is ensured, combining the advantages of dry and wet wheel rim lubrication devices. The on-board air source is fixedly connected to the bogie frame; the structure of the solid lubrication block is generally similar to that of the prior art, and is fixedly connected to the bogie frame through a bracket or a connecting frame.

[0009] A further technical solution is to provide two dry rim lubrication bodies at each locomotive wheel, with the two dry rim lubrication bodies spaced apart. The two dry rim lubrication bodies are spaced apart, but the lubricating blocks on each dry rim lubrication body are positioned at the same distance from the wheel rim (i.e., the two dry rim lubrication bodies are arranged around the wheel rim, with the centers of the two dry rim lubrication bodies located on the same circle, which is concentric with the wheel rim). The two dry rim lubrication bodies alternately contact the wheel rim, and the lubricating block that leaves the wheel rim during the alternating contact is air-cooled due to high-speed convection, thereby avoiding problems such as thermal stringing and melting and bonding. The lubricating block may also be provided with a plurality of spaced-apart openings to direct high-speed airflow near the locomotive wheel rim into the openings when in contact with the wheel rim, thereby cooling the lubricating block during frictional lubrication. The high-speed airflow surrounding the locomotive itself can also be used to cool the lubricating block during lubrication, reducing frictional heat generated by the solid lubricating block during dry lubrication and avoiding problems such as thermal stringing and melting and bonding caused by the high frictional heat of dry lubrication.

[0010] A further technical solution is that both dry rim lubrication bodies are located at the outer rim of the locomotive wheel. In order to solve the problem that the outer side of the rim is more susceptible to wear when turning, the dry rim lubrication bodies are mainly located at the outer rim of the locomotive wheel.

[0011] Another technical solution is to have two dry rim lubrication bodies at each locomotive wheel, one located at the outer rim and the other at the inner rim. Alternatively, each locomotive wheel can have four dry rim lubrication bodies, two at the outer rim and two at the inner rim, with a gap between the two dry rim lubrication bodies located at either the outer or inner rim. Installing dry rim lubrication bodies on both the inner and outer sides of the wheel rim, with spacing between the dry rim lubrication bodies to prevent interference, can effectively reduce wear.

[0012] A further technical solution is that the solid lubricating block structure includes a graphite solid lubricating block and a base block connected to the bottom end of the solid lubricating block. The solid lubricating block structure can still adopt the carbon rod form of the existing technology. The base block is generally made of thermoplastic material. The solid lubricating block structure can also include several lubricating blocks arranged in sequence, each lubricating block having a side facing the wheel rim that is shaped like the wheel rim, the lubricating block farthest from the wheel rim is fixedly connected to the base block, and adjacent lubricating blocks are fixedly connected. Several lubricating blocks are arranged in sequence, and each time one is used, one is removed (the lubricating block used that day can be cut during nighttime inspection and maintenance of the locomotive), and the next lubricating block is used as a new one. This ensures that each lubrication is "freshly lubricated" and avoids the problem of poor performance after long-term use of the lubricating block (although this solution provides feedback and active feeding after long-term use, the end face of the lubricating block that contacts the wheel rim no longer conforms to the originally designed end face shape after long-term use).

[0013] The present invention also provides a technical solution for using an active controllable feedback dry wheel rim lubrication system, comprising the following steps in sequence:

[0014] S1: When the train stops at a station before entering a curve, it receives a start signal; based on the start signal, the programmable controller controls the air supply ratio of the electric proportional valve on the air outlet pipe of the onboard air source through closed-loop control;

[0015] S2: The programmable controller controls the two-position five-way solenoid valve on the air outlet pipe of the vehicle-mounted air source to be energized, so as to control the gas entering the rodless chamber of the single-piston double-acting cylinder by controlling the second interface of the two-position five-way solenoid valve and the first speed regulating valve to control the extension and contraction of the single-piston double-acting cylinder so that the rodless chamber of the single-piston double-acting cylinder reaches the specified pressure within the set time. The system preset pressure value is 20N, so that the solid lubricating block performs constant pressure lubrication on the locomotive wheel rim.

[0016] A further technical solution is that in step S2, the time is set to 30S, and the set time is achieved by adjusting the air intake ratio of the two-position five-way solenoid valve and the speed regulating valve by adjusting the cylinder speed through a programmable controller.

[0017] A further technical solution is that in step S2, the time is set to 15 seconds, and the set time is achieved by controlling the air intake ratio of the two-position five-way solenoid valve and the speed regulating valve to adjust the cylinder speed through a programmable controller;

[0018] In step S1, the cylinders on the two dry rim lubrication units alternately operate. The two solid lubricating blocks alternately contact the rim. While one block is in contact, the other, separated from the rim, is cooled by high-speed convection. This utilizes the locomotive's inherent characteristics to promptly cool the blocks, preventing heat-induced stringing, melting, and adhesion of the solid lubricating blocks.

[0019] The advantages and beneficial effects of the present invention are: active adjustment during use, expansion and contraction of the cylinder according to feedback conditions and ensuring constant pressure lubrication, combining the advantages of dry and wet wheel rim lubrication devices.

[0020] The two lubricating blocks contact the wheel rims alternately, and the lubricating block that leaves the wheel rim is air-cooled due to high-speed convection, avoiding problems such as thermal wire drawing and melting and bonding.

[0021] Two solid lubricating blocks contact the wheel rim alternately. When one lubricating block contacts the wheel rim, the other lubricating block away from the wheel rim is air-cooled due to high-speed convection. The locomotive's own characteristics are used to cool the lubricating blocks in time to avoid problems such as heat-induced wiredrawing, melting and bonding of the solid lubricating blocks.

[0022] Ensure that each lubrication is "new lubrication" to avoid the problem of poor effect of the lubrication block after long-term use (although this solution has feedback and active feed after long-term use, there is a problem that the end face of the lubrication block contacting the wheel rim no longer conforms to the originally designed end face form after long-term use).

[0023] For the lubricating block being lubricated, the high-speed airflow around the locomotive itself can also be used to cool the lubricating block, reduce the friction heat of the solid lubricating block during dry lubrication, and avoid the problems of thermal deformation, wire drawing, melting and bonding of the lubricating block caused by the high friction temperature of dry lubrication. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic diagram of a locomotive bogie structure including a first embodiment of an active controllable feedback dry wheel rim lubrication system of the present invention;

[0025] Figure 2 yes Figure 1 A cross-sectional view of the locomotive wheel;

[0026] Figure 3 yes Figure 1 Schematic diagram of the main part of the medium dry rim lubrication;

[0027] Figure 4 yes Figure 2 A partial enlarged schematic diagram of the middle connecting frame and its adjacent components;

[0028] Figure 5 yes Figure 4 A partial enlarged schematic diagram of the lubricating block and its adjacent components;

[0029] Figure 6 yes Figure 2 A partial enlarged schematic diagram of the locomotive wheel on the left side of the center;

[0030] Figure 7 is a schematic diagram of a locomotive wheel portion in the second embodiment of the present invention;

[0031] Figure 8 yes Figure 7 A top view of

[0032] Figure 9 yes Figure 7 A top view of a partially enlarged schematic diagram of the middle cylinder and lubrication block;

[0033] Figure 10 Only shows Figure 8 A partial enlarged schematic diagram of the left end of the wheel behind a lubrication block;

[0034] Figure 11 Schematic diagram of the solid lubricating block structure in the third embodiment of the present invention.

[0035] In the figure: 1. Locomotive bogie structure; 2. Electric proportional valve; 3. Two-position five-way solenoid valve; 4. First speed control valve; 5. Cylinder; 6. Second speed control valve; 7. Opening; 8. Lubrication block; 9. Base material block; 10. Cooling water circulation pipe; 11. Air nozzle; 12. Air pump; 13. Opening and closing valve; 14. Connecting frame. DETAILED DESCRIPTION

[0036] The following embodiments are further described in conjunction with the accompanying drawings and examples. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.

[0037] Example 1:

[0038] like Figures 1 to 6 As shown (for ease of illustration, Figure 2(Only one dry wheel rim lubrication body is shown.) The present invention is an active, controllable, feedback-free dry wheel rim lubrication system, comprising a dry wheel rim lubrication body mounted on a locomotive bogie frame 1. The dry wheel rim lubrication body includes an onboard air source, with an electrical proportional valve 2 and a two-position, five-way solenoid valve 3 disposed sequentially along the outlet direction of the onboard air source. The outlet pipe of the onboard air source is connected to the first interface of the two-position, five-way solenoid valve 3. The second interface of the two-position, five-way solenoid valve 3 is connected to a first speed regulating valve 4, which is connected to the rodless chamber of a single-piston, double-acting cylinder 5. The rod chamber of the single-piston, double-acting cylinder 5 is connected to the third interface of the two-position, five-way solenoid valve 3 via a second speed regulating valve 6. A solid lubricating block structure is fixed to the actuating end of the piston rod of the single-piston, double-acting cylinder 5. The dry wheel rim lubrication body also includes a programmable controller electrically connected to both the electrical proportional valve 2 and the two-position, five-way solenoid valve 3. The cylinder 5 is connected to the locomotive bogie frame 1 via a connecting frame 14. There are two dry wheel rim lubrication bodies at each locomotive wheel, and the two dry wheel rim lubrication bodies are spaced apart. A number of openings 7 spaced apart can also be provided on the lubrication block 8; both dry wheel rim lubrication bodies are located at the outer wheel rim of the locomotive wheel. There are two dry wheel rim lubrication bodies at each locomotive wheel, one of the two dry wheel rim lubrication bodies is located at the outer wheel rim of the locomotive wheel, and the other is located at the inner wheel rim of the locomotive wheel. The solid lubrication block structure includes a graphite solid lubrication block 8 and a substrate block 9 connected to the bottom end of the solid lubrication block 8. The substrate block 9 is fixedly connected to the cylinder (such as Figure 5 As shown, in order to protect the cylinder, the cylinder is generally set in a rectangular frame protection frame, the protection frame is fixedly connected to the connecting frame, and the cylinder body is fixedly connected in the rectangular frame protection frame to realize the connection between the cylinder and the connecting frame; for the convenience of illustration, Figure 4 and Figure 5 On the exposed end of the piston rod (the protective frame portion in the figure is a perspective view).

[0039] The method for using the active controllable feedback dry wheel rim lubrication system includes the following steps:

[0040] S1: When the train stops at a station before entering a curve, it receives a start signal; according to the start signal, the programmable controller controls the air supply ratio of the electric proportional valve 2 on the air outlet pipe of the onboard air source through closed-loop control;

[0041] S2: The programmable controller energizes the two-position, five-way solenoid valve 3, located on the outlet pipe of the onboard air source. This controls the second port of the two-position, five-way solenoid valve 3 and the first speed control valve 4, thereby controlling the gas entering the rodless chamber of the single-piston, double-acting cylinder 5, thereby controlling the expansion and contraction of the single-piston, double-acting cylinder 5. This pressure reaches a specified pressure within a set time (the system preset pressure value is 20N), thereby enabling the solid lubricating block 8 to perform constant-pressure lubrication on the locomotive wheel rim. In step S2, the set time is 30 seconds, which is achieved by adjusting the air intake ratio of the two-position, five-way solenoid valve 3 and the speed control valve to adjust the speed of the cylinder 5. In step S2, the set time is 15 seconds, which is achieved by adjusting the air intake ratio of the two-position, five-way solenoid valve 3 and the speed control valve to adjust the speed of the cylinder 5. In step S1, the cylinders 5 on the two dry wheel rim lubrication units alternate in operation.

[0042] Here's how it works:

[0043] The entire system is controlled by a PLC controller. The PLC uses the AI ​​module to control the opening of the electric proportional valve and collects the pressure of the electric proportional valve for closed-loop control. The PLC controls the opening and closing of the two-position five-way solenoid valve through an intermediate relay to achieve expansion and contraction control of the cylinder.

[0044] When the train stops at a station before entering a curve, it receives a start signal;

[0045] According to the start signal, the electric proportional valve, the two-position five-way solenoid valve and the first speed regulating valve are closed-loop controlled so that the solid lubricating block on the single-piston double-acting cylinder lubricates the locomotive wheel rim with constant pressure, including:

[0046] Closed-loop control adjusts the air supply ratio of the electric proportional valve on the outlet pipe of the vehicle-mounted air source;

[0047] The two-position five-way solenoid valve on the air outlet pipe of the vehicle-mounted air source is controlled to be energized, so as to control the gas entering the rodless chamber of the single-piston double-acting cylinder by controlling the second interface of the two-position five-way solenoid valve and the first speed regulating valve to control the expansion and contraction of the single-piston double-acting cylinder so that the rodless chamber of the single-piston double-acting cylinder reaches a specified pressure within a set time (30 seconds). The system preset pressure value is 20N, thereby causing the solid lubricating block to perform constant pressure lubrication on the locomotive wheel rim;

[0048] Among them, the two-position five-way solenoid valve is arranged behind the electric proportional valve along the air outlet direction; the air outlet pipe of the vehicle-mounted air source is connected to the first interface of the two-position five-way solenoid valve; the compressed air in the air outlet pipe of the vehicle-mounted air source passes through the second interface of the two-position five-way solenoid valve and the first speed regulating valve and then enters the rodless chamber of the single-piston double-acting cylinder; the solid lubricating block is fixed to the working end of the piston rod of the single-piston double-acting cylinder.

[0049] At this time, the lubrication action is completed, and the completion time should be consistent with the set time. The set time can be adjusted by controlling the air intake ratio of the two-position five-way solenoid valve and adjusting the cylinder speed with the speed control valve.

[0050] After the train leaves the curve, the controller receives the stop signal from the system, the PLC controls the two-position five-way solenoid valve to cut off the power, the valve body is reset by the spring, the compressed air passes through the electric proportional valve, and enters the cylinder rod chamber from the right side of the two-position five-way solenoid valve, the lubrication block returns to its original position, and the wheel rim lubrication is stopped at this time.

[0051] Two solid lubricating blocks alternately contact the wheel rim. When one block contacts the other, the block away from the wheel rim is cooled by high-speed convection. This utilizes the locomotive's inherent characteristics to promptly cool the blocks, preventing problems such as stringing, melting, and bonding. Holes are opened in the blocks to utilize the locomotive's own high-speed airflow for air cooling, preventing these problems.

[0052] Example 2:

[0053] The difference from the first embodiment is that Figures 7 to 10 As shown (for ease of illustration, Figure 8 (The main dry rim lubrication system is not shown.) The solid lubricating block structure includes several sequentially arranged lubricating blocks 8. The side of each lubricating block 8 facing the wheel rim is contoured to the wheel rim. The lubricating block 8 farthest from the wheel rim is fixedly connected to a base block 9 (which is connected to the bogie frame via a connecting frame 14). Adjacent lubricating blocks 8 are also fixedly connected. The solid lubricating block structure also includes an air nozzle 11 fixedly connected to the bogie frame. Air nozzle 11 is located on one side of the lubricating block 8 and faces the lubrication point (i.e., the frictional contact point between the lubricating block 8 and the wheel rim). Air nozzle 11 is connected to an air pump 12 via an air pipe. An on-off valve 13 is provided on the air pipe. On-off valve 13 is electrically connected to a programmable controller.

[0054] Here's how it works:

[0055] The side of the lubricating block facing the wheel rim is shaped like the wheel rim. Several of them are set in sequence. Each time one is used up, it is removed and the next one is used as a new lubricating block. The feeding device feeds a certain distance (this distance is the length of each lubricating block) to ensure that each lubrication is "fresh lubrication".

[0056] By intermittently jetting air into the lubrication area, contact friction heat can be utilized. Even if thermal wire drawing or melting and bonding occurs, the jetting causes the melted part or the wire drawing graphite part to return to the rim surface, which is beneficial to forming a uniform film layer of the rod. This changes the previous approach of avoiding friction heat and melting wire drawing to using melting wire drawing to enhance the wear reduction effect.

[0057] Example 3:

[0058] The difference from the first embodiment is that Figure 11 As shown, the solid lubricating block structure includes a lubricating block 8, the side of the lubricating block 8 facing the wheel rim is in a shape that imitates the wheel rim. The lubricating block 8 is fixedly connected to a thermoplastic substrate block 9. The thermoplastic substrate block 9 includes a base portion away from the wheel rim and an edge portion that is integral with the base portion. The edge portion is located on the side of the lubricating block 8 (to cover the lubrication point between the lubricating block 8 and the wheel rim), and a cooling water circulation pipe 10 is provided in the edge.

[0059] A cooling water circulation pipe is provided on the thermoplastic substrate block, which provides a cooling structure for the dry wheel rim lubrication system. This can prevent the solid lubricating block from being subjected to heat-induced stringing, melting, and bonding. In addition, because the edge portion of the thermoplastic substrate block 9 covers most of the area of ​​the lubricating block side, the strength of the lubricating block is enhanced to a certain extent, and the possibility of breakage is also greatly reduced.

[0060] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. An active controllable feedback dry wheel rim lubrication system, characterized in that: The dry wheel rim lubrication system comprises a dry wheel rim lubrication body installed on a locomotive bogie frame, the dry wheel rim lubrication body comprises an onboard air source, and an electric proportional valve and a two-position five-way solenoid valve are sequentially arranged along the air outlet direction of the onboard air source; The outlet pipe of the vehicle-mounted air source is connected to the first interface of the two-position five-way solenoid valve; the second interface of the two-position five-way solenoid valve is connected to the first speed regulating valve, the first speed regulating valve is connected to the rodless chamber of the single-piston double-acting cylinder, and the rod chamber of the single-piston double-acting cylinder is connected to the third interface of the two-position five-way solenoid valve through the second speed regulating valve; the solid lubricating block structure is fixed to the actuating end of the piston rod of the single-piston double-acting cylinder; The dry wheel rim lubrication body also includes a programmable controller electrically connected to the electric proportional valve and the two-position five-way solenoid valve; The solid lubricating block structure includes several lubricating blocks arranged in sequence, and the side of each lubricating block facing the wheel rim is shaped like the wheel rim. The lubricating block farthest from the wheel rim is fixedly connected to the base block, and adjacent lubricating blocks are fixedly connected; the base block is connected to the bogie frame through a connecting frame; the solid lubricating block structure also includes an air nozzle fixedly connected to the bogie frame, the air nozzle is arranged on one side of the lubricating block and directly faces the friction contact point between the lubricating block and the wheel rim, the air nozzle is connected to an air pump through an air pipe, an on-off valve is provided on the air pipe, and the on-off valve is electrically connected to a programmable controller.

2. The active controllable feedback dry wheel rim lubrication system according to claim 1, characterized in that: There are two dry wheel rim lubrication bodies at each locomotive wheel, and the two dry wheel rim lubrication bodies are arranged at intervals.

3. The active controllable feedback dry wheel rim lubrication system according to claim 2, characterized in that: The two dry rim lubrication bodies are both located at the outer rims of the locomotive wheels.

4. The active controllable feedback dry wheel rim lubrication system according to claim 1, characterized in that: There are two dry wheel rim lubrication bodies at each locomotive wheel. One of the two dry wheel rim lubrication bodies is located at the outer wheel rim of the locomotive wheel, and the other is located at the inner wheel rim of the locomotive wheel.

5. The method for using the active controllable feedback dry wheel rim lubrication system according to claim 3 or 4, characterized in that: The method includes the following steps: S1: When the train stops at a station before entering a curve, it receives a start signal; based on the start signal, the programmable controller controls the air supply ratio of the electric proportional valve on the air outlet pipe of the onboard air source through closed-loop control; S2: The programmable controller controls the two-position five-way solenoid valve on the air outlet pipe of the vehicle-mounted air source to be energized, so as to control the gas entering the rodless chamber of the single-piston double-acting cylinder by controlling the second interface of the two-position five-way solenoid valve and the first speed regulating valve to control the extension and contraction of the single-piston double-acting cylinder so that the rodless chamber of the single-piston double-acting cylinder reaches the specified pressure within the set time. The system preset pressure value is 20N, so that the solid lubricating block performs constant pressure lubrication on the locomotive wheel rim.

6. The method for using the active controllable feedback dry wheel rim lubrication system according to claim 5, characterized in that: In the step S2, the time is set to 30 seconds, and the set time is achieved by adjusting the air intake ratio of the two-position five-way solenoid valve and the speed regulating valve by adjusting the cylinder speed through the programmable controller.

7. The method for using the active controllable feedback dry wheel rim lubrication system according to claim 5, characterized in that: In the step S2, the time is set to 15 seconds, and the set time is achieved by adjusting the air intake ratio of the two-position five-way solenoid valve and the speed regulating valve to adjust the cylinder speed through the programmable controller; In step S1, the cylinders on the two dry rim lubrication bodies act alternately in sequence.

Images