Auxiliary interlocking mechanism of direct current contactor of diesel locomotive

Abstract

The invention relates to the technical field of locomotives, in particular to an auxiliary interlocking mechanism of a direct-current contactor of an internal combustion locomotive, which can solve the problems that the current auxiliary interlocking often causes unreliable contact due to the influence of attachments on the surface of a contact, so that an output signal is unstable, and the stability of the direct-current contactor is influenced to a certain extent. And great hidden dangers are brought to the safe operation of the locomotive. The auxiliary interlocking mechanism of the direct current contactor of the diesel locomotive comprises a mounting rack, a cam assembly, a quick-acting switch, a pressing cap and a limiting stop block, the mounting rack is fixed on the direct current contactor; the cam assembly is movably connected to the interior of the mounting frame and comprises a cam and a cam shaft; the protection level of the quick-action switch is IP40 or above, and the quick-action switch is transversely installed on the switch frame. A reset spring and a lead pin are arranged in the pressing cap, and the pressing cap is in linkage with the cam assembly. The limiting check block is connected to the front side of the mounting frame through threads and used for guiding the linear motion of the pressing cap.

Description

Technical Field

[0001] The present application relates to the technical field of locomotives, and in particular to an auxiliary interlocking mechanism of a direct current contactor of a diesel locomotive. Background Art

[0002] The auxiliary interlocking mechanism is a key component of the DC contactor, which is used to ensure the synchronization of the action of the contactor's main contacts and auxiliary contacts through linkage control of mechanical or electrical signals.

[0003] Its core functions include: interlock protection: preventing the contactor from malfunctioning or the auxiliary circuit from being energized prematurely when the main contacts are not fully closed; signal feedback: transmitting the contactor status to the locomotive control system; environmental adaptability: maintaining stable operation under harsh working conditions such as high temperature, vibration, and dust.

[0004] However, the DC contactor currently used on diesel locomotives has an auxiliary interlock with a sealing level of IP00. However, due to the high dust content on diesel locomotives, especially in the north where there is strong wind and sand, the current auxiliary interlock often causes unreliable contact due to the influence of attachments on the contact surface, resulting in unstable output signals, which poses a great hidden danger to the safe operation of the locomotive. Summary of the invention

[0005] In order to solve the problem that the current auxiliary interlocking often causes unreliable contact due to the influence of attachments on the contact surface, thereby resulting in unstable output signals and posing a great hidden danger to the safe operation of the locomotive, the present application provides an auxiliary interlocking mechanism for a diesel locomotive DC contactor.

[0006] The embodiment of the present application is implemented as follows:

[0007] In a first aspect, the present application provides an auxiliary interlocking mechanism of a diesel locomotive DC contactor, comprising a mounting frame, a cam assembly, a snap-action switch, a pressure cap, and a limit stopper;

[0008] The mounting frame is fixed on the DC contactor;

[0009] The cam assembly is movably connected to the inside of the mounting frame, and the cam assembly includes a cam and a camshaft;

[0010] The protection level of the snap-action switch is IP40 or above, and it is installed horizontally on the switch frame;

[0011] The pressure cap has a built-in return spring and a lead pin, and is linked with the cam assembly;

[0012] The limit stopper is connected to the front side of the mounting frame through threads and is used for guiding the linear movement of the pressing cap.

[0013] In a possible implementation, the connection terminals of the quick-acting switch are located at both ends thereof, and the cables are led out from both ends during wiring to avoid crossover and confusion.

[0014] In a possible implementation, outer sleeves and lower sleeves are provided at both ends of the mounting frame to support the rotation of the cam assembly to prevent jamming.

[0015] In a possible implementation, the lead pin is a stepped structure and is provided with an external thread, and is connected to the pressure cap through threads and a sealant.

[0016] In a possible implementation, a spiral lead groove is provided on the camshaft, and under the action of the lead groove, the cam is rotated axially by a certain angle so that the cam presses the quick-acting switch to achieve closing and opening.

[0017] In a possible implementation, the switch frame is movably connected to the mounting frame, and the limit stopper is also movably connected to the mounting frame.

[0018] In a possible implementation, four strip-shaped mounting holes are arranged around the mounting frame, and the mounting frame is fixedly mounted on the DC contactor through the four strip-shaped mounting holes.

[0019] In a possible implementation, an outer sleeve and a lower sleeve are provided at both ends of the mounting frame to support the rotation of the cam assembly.

[0020] In a possible implementation, the outer sleeve and the lower sleeve are made of self-lubricating copper alloy to reduce the rotational friction of the cam assembly.

[0021] In a possible implementation, a retaining ring is directly provided between the outer sleeve and the mounting frame, and an upper inner bearing sleeve is provided on the inner side of the mounting frame corresponding to the outer sleeve.

[0022] The technical solution provided by this application can at least achieve the following beneficial effects:

[0023] The auxiliary interlocking mechanism of the diesel locomotive DC contactor provided by the present application reduces the impact of the harsh environment on the locomotive by adopting a quick-acting switch with a sealing level of IP40 or above, has a long service life, is easy to install and use, and does not affect the normal use of the DC contactor. In addition, the quick-acting switch of the present application adopts a horizontal installation method to avoid the phenomenon of cable crossing and confusion during wiring. Clear and intuitive wiring is conducive to product installation and subsequent maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0025] Figure 1 It is a structural schematic diagram of an auxiliary interlocking mechanism of a diesel locomotive DC contactor shown in an exemplary embodiment of the present application.

[0026] Reference numerals:

[0027] 1. Mounting frame; 2. Limit stopper; 3. Reset spring; 4. Pressure cap; 5. Lead pin; 6. Outer sleeve; 7. Retaining ring 19; 8. Upper inner bearing sleeve; 9. Cam assembly; 10. Switch frame; 11. Snap-action switch; 12. Lower sleeve. DETAILED DESCRIPTION

[0028] In order to make the purpose, implementation mode and advantages of the present application clearer, the exemplary implementation mode of the present application will be clearly and completely described below in conjunction with the drawings in the exemplary embodiments of the present application. Obviously, the described exemplary embodiments are only part of the embodiments of the present application, not all of the embodiments. It should be understood that the specific embodiments described here are only used to explain the present application and are not used to limit the present application.

[0029] It should be noted that the brief description of terms in this application is only for the convenience of understanding the embodiments described below, and is not intended to limit the embodiments of this application. Unless otherwise specified, these terms should be understood according to their common and usual meanings.

[0030] The terms "first", "second", "third", etc. in the specification and claims of this application and the above drawings are used to distinguish similar or similar objects or entities, and do not necessarily mean to limit a specific order or sequence, unless otherwise noted. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances.

[0031] The terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device comprising a list of components is not necessarily limited to all the components expressly listed but may include other components not expressly listed or inherent to such product or device.

[0032] Before explaining the auxiliary interlocking mechanism of the diesel locomotive DC contactor provided in the embodiment of the present application, the application scenario and implementation environment of the embodiment of the present application are first introduced.

[0033] The auxiliary interlocking mechanism is a key component of the DC contactor, which is used to ensure the synchronization of the action of the contactor's main contacts and auxiliary contacts through linkage control of mechanical or electrical signals.

[0034] Its core functions include: interlock protection: preventing the contactor from malfunctioning or the auxiliary circuit from being energized prematurely when the main contacts are not fully closed; signal feedback: transmitting the contactor status to the locomotive control system; environmental adaptability: maintaining stable operation under harsh working conditions such as high temperature, vibration, and dust.

[0035] However, the DC contactor currently used on diesel locomotives has an auxiliary interlock with a sealing level of IP00. However, due to the high dust content on diesel locomotives, especially in the north where there is strong wind and sand, the current auxiliary interlock often causes unreliable contact due to the influence of attachments on the contact surface, resulting in unstable output signals, which poses a great hidden danger to the safe operation of the locomotive.

[0036] Based on this, the present application provides an auxiliary interlocking mechanism for a diesel locomotive DC contactor, which effectively solves the problems of unreliable contact and unstable signal in the prior art by transversely installing a quick-acting switch with a sealing level of IP40 or above, combined with a cam assembly and a reset spring structure.

[0037] Next, the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems will be described in detail through embodiments and in combination with the accompanying drawings. The embodiments may be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. Obviously, the described embodiments are part of the embodiments of the present application, not all of them.

[0038] Figure 1 It is a structural schematic diagram of an auxiliary interlocking mechanism of a diesel locomotive DC contactor shown in an exemplary embodiment of the present application.

[0039] In an exemplary embodiment, Figure 1 As shown, an auxiliary interlocking mechanism of a diesel locomotive DC contactor is provided, and the interlocking mechanism may include a mounting frame 1, a cam assembly 9, a quick-acting switch 11, a pressure cap 4 and a limit stopper 2;

[0040] The mounting frame is fixed on the DC contactor;

[0041] The cam assembly is movably connected to the inside of the mounting frame, and the cam assembly includes a cam and a camshaft;

[0042] The protection level of the snap-action switch is IP40 and above, and it is installed horizontally on the switch frame 10, and has the characteristics of small size, light weight, quick action, large contact capacity, easy installation, forced disconnection, and modularization;

[0043] The pressure cap has a built-in return spring 3 and a lead pin 5, which are linked with the cam assembly;

[0044] The limit stopper is connected to the front side of the mounting frame through threads and is used for guiding the linear movement of the pressing cap.

[0045] In one possible implementation, the specific implementation structure of the interlocking mechanism includes a mounting frame fixed on the internal combustion engine DC contactor, a cam and a camshaft are provided inside the mounting frame, a quick-acting switch with a protection level of IP40 or above is provided on the upper side of the mounting frame, and a limit block and a pressure cap are provided on the front side of the mounting frame.

[0046] Wherein, the connection terminals of the quick-acting switch are located at both ends thereof, and the cables are led out from both ends during wiring to avoid cross-confusion.

[0047] The mounting frame is provided with an outer shaft sleeve and a lower shaft sleeve at both ends, which are used to support the rotation of the cam assembly, are intuitive and convenient, and prevent jamming.

[0048] The lead pin is of stepped structure and is provided with external threads, and is connected to the pressure cap through threads and coated with sealant, and its installation depth can be effectively limited after installation.

[0049] A spiral lead groove is provided on the camshaft, and under the action of the lead groove, the cam is rotated axially by a certain angle so that the cam presses the quick-acting switch to realize closing and switching.

[0050] The switch frame is movably connected to the mounting frame, the limit stopper is also movably connected to the mounting frame, and the limit stopper is clearance-matched with the pressing cap, which has the function of limiting and guiding, and ensures that the pressing cap can move linearly.

[0051] Four strip-shaped mounting holes are arranged around the mounting frame, and the mounting frame is fixedly mounted on the DC contactor through the four strip-shaped mounting holes using four screws. The installation and disassembly are simple and convenient. The strip-shaped holes facilitate the front and rear adjustment of the contact distance between the contactor connecting rod and the pressure cap during installation.

[0052] An outer sleeve 6 and a lower sleeve 12 are provided at both ends of the mounting frame to support the rotation of the cam assembly and effectively avoid the cam assembly from getting stuck during rotation. A lead groove is provided at the front section of the camshaft of the cam assembly, which rotates axially by a certain angle under the action of the lead pin so that the cam presses the quick-acting switch to close and disconnect.

[0053] The outer sleeve and the lower sleeve are made of self-lubricating copper alloy to reduce the rotation friction of the cam assembly.

[0054] A retaining ring 7 is directly provided between the outer sleeve and the mounting frame, and an upper inner bearing sleeve 8 is provided on the inner side of the mounting frame corresponding to the outer sleeve.

[0055] A reset spring is installed in the pressure cap. When the contactor disconnects the current, it drives the connecting rod to reset. Under the action of the reset spring, the pressure cap resets and the cam assembly rotates to realize the quick-acting switch disconnection.

[0056] It can be seen that some embodiments of the present application use a snap-action switch with a sealing level of IP40 or above, which reduces the impact of harsh environment on the locomotive, has a long service life, is easy to install and use, and does not affect the normal use of the DC contactor. In addition, the snap-action switch is installed horizontally to avoid the phenomenon of cable crossing and confusion during wiring. Clear and intuitive wiring is conducive to product installation and subsequent maintenance.

[0057] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0058] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. An auxiliary interlocking mechanism for a DC contactor of a diesel locomotive, characterized in that: It includes a mounting frame, a cam assembly, a quick-acting switch, a pressure cap and a limit stopper; The mounting frame is fixed on the DC contactor; The cam assembly is movably connected to the inside of the mounting frame, and the cam assembly includes a cam and a cam shaft; The protection level of the snap-action switch is IP40 or above, and it is installed horizontally on the switch frame; The pressure cap has a built-in return spring and a lead pin, which are linked with the cam assembly; The limit stopper is connected to the front side of the mounting frame through threads and is used for guiding the linear movement of the pressing cap.

2. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: The connection terminals of the quick-action switch are located at both ends thereof, and the cables are led out from both ends during wiring to avoid crossover and confusion.

3. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: The two ends of the mounting frame are provided with an outer shaft sleeve and a lower shaft sleeve for supporting the rotation of the cam assembly to prevent jamming.

4. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: The lead pin is a stepped structure and is provided with an external thread, and is connected to the pressure cap through the thread and coated with sealant.

5. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: A spiral lead groove is provided on the camshaft, and under the action of the lead groove, the cam is rotated axially by a certain angle so that the cam presses the quick-acting switch to realize closing and switching.

6. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 5, characterized in that: The switch frame is movably connected to the mounting frame, and the limit stopper is also movably connected to the mounting frame.

7. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: Four strip-shaped mounting holes are arranged around the mounting frame, and the mounting frame is fixedly mounted on the DC contactor through the four strip-shaped mounting holes.

8. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: An outer shaft sleeve and a lower shaft sleeve are arranged at both ends of the mounting frame for supporting the rotation of the cam assembly.

9. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 8, characterized in that: The outer sleeve and the lower sleeve are made of self-lubricating copper alloy to reduce the rotation friction of the cam assembly.

10. The auxiliary interlocking mechanism of the diesel locomotive DC contactor according to claim 1, characterized in that: A retaining ring is directly arranged between the outer shaft sleeve and the mounting frame, and an upper inner bearing sleeve is arranged on the inner side of the mounting frame corresponding to the outer shaft sleeve.

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