Electric locomotive traction device and system

Abstract

The present application relates to railway vehicle traction technology field, specifically, a kind of electric locomotive traction device and system.It includes support, support is arranged at the position of the head of electric locomotive, recess is equipped in support, the inner wall of the upper and lower ends of recess is equipped with sliding slot, recess is equipped with moving assembly inside, and moving assembly is clamped between the inside of the upper and lower two sliding slots;Two through holes are symmetrically provided in recess, and one pressure relief assembly is respectively arranged in the two through holes, one end of pressure relief assembly is fixedly connected with the inner wall of through hole, and the other end is fixedly connected with the corresponding end of moving assembly;The front end of moving assembly is fixedly connected with support block, and the end of support block is fixedly connected with car coupler device;When train passes through curve and causes support block and moving assembly to be acted on by lateral torque, moving assembly slides along sliding slot to one side, compresses the pressure relief assembly of corresponding side to absorb lateral impact, and after driving off curve, moving assembly is automatically reset by the elastic restoring force of pressure relief assembly.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle traction technology, and more specifically, to an electric locomotive traction device and system. Background Technology

[0002] An electric locomotive traction system, also commonly known as an electrically driven traction vehicle, is a railway vehicle that obtains electrical energy from the overhead contact line via a pantograph, converts it into mechanical energy through a traction converter and traction motor, and thus drives the wheelsets to rotate and generate traction force. It is mainly used for pulling or pushing trains on railway lines and is a core power system for modern heavy-haul and high-speed rail transportation.

[0003] In existing electric traction vehicles, an automatic coupler is installed at the front of the vehicle body for coupling carriages or other locomotives. During coupling operations, the tractor slowly approaches the target vehicle at a very low speed, causing the couplers to collide. Upon impact, the coupler tongues automatically rotate and engage, and the locking mechanism then descends to lock, achieving a rigid mechanical connection and ensuring that the coupling will not accidentally disengage during normal operation. After coupling is completed, operators must manually connect auxiliary pipelines and lines such as the train pipe, main air pipe, and electrical multiple-connection line to ensure the smooth operation of the entire train's braking control, air supply, and signal control.

[0004] However, existing automatic couplers generally use a rigid fixed connection between the tail end and the traction beam of the tractor. Although the rear end of the coupler is usually equipped with a buffer to absorb the longitudinal impact energy of the train, the buffer mainly acts in the traction direction and is almost powerless against the torsional load caused by the lateral angular displacement of the locomotive and the front and rear carriages under the condition of curves.

[0005] When a train passes through a curved section, the end of the coupler is forced to deflect with the track direction. The tail of the coupler, which is rigidly fixed to the traction beam, cannot easily rotate flexibly, causing the coupler body to bear a huge additional torque. Under this alternating torsional load for a long time, the area near the tail of the coupler body is prone to fatigue cracks or even fracture. At the same time, the welds or riveted joints connecting the base and the traction beam will also suffer structural damage such as plastic deformation and cracking, seriously threatening train safety.

[0006] Therefore, there is an urgent need for an electric locomotive traction device and system to solve the above problems. Summary of the Invention

[0007] The purpose of this invention is to provide an electric locomotive traction device. This device utilizes a groove, a slide, and a movable component that can slide laterally along the slide within the support frame. Pressure-relieving components are symmetrically arranged on both sides of the movable component. When the coupler device is subjected to lateral torque during a curve, it drives the movable component to slide along the slide, compressing the corresponding pressure-relieving component to absorb the lateral impact. After leaving the curve, the elastic restoring force of the pressure-relieving component automatically resets the locomotive, thereby transforming the original rigid torsional constraint into a controllable elastic sliding and buffer reset mechanism. This effectively releases the additional torque generated by the curve, thus solving the problems mentioned in the background art.

[0008] The existing automatic coupler is rigidly fixed to the traction beam at the tail end. The buffer cannot absorb the torsional load caused by lateral angle deviation under the condition of curve, which leads to structural damage such as fatigue cracks in the coupler body, plastic deformation or cracking of the connecting base and traction beam, seriously threatening driving safety.

[0009] To achieve the above objectives, the electric locomotive traction device and system includes a bracket, which is installed at the front of the electric locomotive. The bracket has a groove inside, and the inner walls of the upper and lower ends of the groove are provided with sliding grooves. A movable component is installed inside the groove, and the movable component is engaged between the upper and lower sliding grooves and can slide laterally along the sliding grooves in the horizontal direction.

[0010] The groove is also symmetrically provided with two through holes, and a pressure relief component is arranged in each of the two through holes. One end of the pressure relief component is fixedly connected to the inner wall of the through hole, and the other end is fixedly connected to the corresponding end of the moving component. The pressure relief component is used to provide elastic buffer and restoring force when the moving component slides laterally.

[0011] The front end of the movable component is fixedly connected to a support block, which extends to the outside of the bracket, and its end is fixedly connected to a coupler device for coupling with an external carriage or other locomotive.

[0012] When the train passes through a curve, causing the support block and the moving component to be subjected to lateral torque, the moving component slides to one side along the slide groove, compressing the pressure relief component on the corresponding side to absorb the lateral impact, and after leaving the curve, the elastic restoring force of the pressure relief component pushes the moving component to automatically reset.

[0013] In the above technical solution, because the bracket has a groove inside, the inner walls of the upper and lower ends of the groove have sliding grooves, and the moving component is engaged between the two sliding grooves and can slide laterally along the sliding grooves, when the coupler device is subjected to the lateral torque of the curve, it can drive the moving component to slide synchronously along the sliding grooves, restrict the movement direction of the moving component, and prevent it from deviating and jamming.

[0014] Furthermore, because two through holes are symmetrically opened in the groove, and pressure relief components are arranged in the through holes, with both ends of the pressure relief components fixedly connected to the inner wall of the through hole and the moving component respectively, the moving component will compress the pressure relief component on the corresponding side when it slides. The pressure relief component absorbs the lateral impact through elastic deformation, releases the additional torsional load generated by the curve, and no longer allows the torsional load to act directly on the coupler and the connecting base.

[0015] Furthermore, because the front end of the moving component is connected to the coupler device via a support block that extends to the outside of the bracket, it can stably transmit the traction force and lateral torque of the coupler device, ensuring that the moving component can move synchronously with the deflection of the coupler. Moreover, after leaving the curve, the elastic restoring force of the pressure relief component can push the moving component to automatically reset, transforming the original rigid torsional constraint into a controllable elastic sliding and buffer reset mechanism, thereby eliminating driving safety hazards and solving the problems mentioned in the background technology.

[0016] Based on this, the support block has a triangular structure, with one of the triangular apex faces fixedly connected to the moving component, and the outer wall opposite to the apex fixedly connected to the coupler device, for dispersing and transmitting the traction or impact force received by the coupler device to the moving component.

[0017] The movable component includes a slider, which is fitted into the groove. Both the upper and lower ends of the slider are provided with mounting grooves. A ball bearing is rotatably engaged in the mounting groove. Two balls bearings are respectively adapted to slide and connected to two sliding grooves. The left and right ends of the slider are respectively fixedly connected to two pressure relief components.

[0018] Furthermore, the slide is an arc-shaped structure, which guides the moving component to slide along a predetermined arc trajectory in the horizontal direction to accommodate the lateral angle offset generated when the train passes through a curve.

[0019] The volume of the ball inside the slider is greater than the volume outside the slider, which is used to prevent the ball from coming out of the slider, while ensuring that the ball rolls freely in the groove.

[0020] In another technical solution, the stress-relieving component includes a spring and two sensors; one end of the spring is fixedly connected to the moving component via one of the sensors, and the other end of the spring is fixedly connected to the inner wall of the through hole via the other sensor.

[0021] The through hole is located inside the bracket and has an arc-shaped structure. The diameter of the arc is equal to the diameter of the arc of the slide, so that the pressure relief component is compressed or extended along an arc-shaped path concentric with the slide.

[0022] Furthermore, the spring has an arc-shaped structure, the curvature of which matches the curvature of the through hole, and is compressed and installed between the end of the movable component and the inner wall of the through hole.

[0023] In addition, there are four sensors, which are symmetrically arranged at both ends of the left and right springs. The four sensors are connected to the same control system to synchronously collect pressure data at the ends of each spring and to determine the magnitude and direction of the lateral torque when the train is turning by calculating the pressure difference between the left and right sides. When the detected value exceeds the preset threshold, a warning signal is issued.

[0024] A second objective of this invention is to provide a system for operating an electric locomotive traction device including any one of the above-described methods, comprising the following steps:

[0025] Step 1: System initialization. The control system performs zero-point calibration on the four sensors and sets a safety threshold for the pressure difference between the left and right springs.

[0026] Step 2: When the train is in a straight running state, the control system collects the pressure data of the four sensors in real time, calculates the net pressure value of the left spring and the net pressure value of the right spring, and uses the current difference as the reference zero point;

[0027] Step 3: When the train enters the curve, the moving component slides along the slide groove towards the inside of the curve, compressing the pressure relief component on the corresponding side. The control system simultaneously collects the pressure data from the four sensors, calculates the real-time pressure difference between the springs on the left and right sides, and determines the direction and magnitude of the lateral torque.

[0028] Step 4: The control system compares the real-time pressure difference with the preset safety threshold.

[0029] If the difference is less than the warning threshold, the system continues to operate normally;

[0030] If the difference reaches the warning threshold but does not exceed the alarm threshold, the system will issue a curve deceleration prompt to the driver's cab;

[0031] If the difference exceeds the alarm threshold, the system will immediately trigger an alarm signal and may also link with the train braking system to implement speed limiting or braking.

[0032] Step 5: The control system monitors the consistency of sensor readings at both ends of the same spring in real time.

[0033] If the pressure difference between the sensors at both ends of the same spring exceeds the set deviation range, the system determines that the spring or sensor is abnormal and automatically marks the fault channel.

[0034] The system uses data from the opposite spring or remaining effective sensors to make alternative estimates, maintains the lateral torque monitoring function, and sends maintenance prompts to the maintenance system.

[0035] Step Six: After the train leaves the curve, the elastic restoring force of the pressure relief component pushes the moving component to reset. The control system detects that the pressure difference between the left and right sides gradually returns to the reference zero position, automatically clears the curve status mark, and resets the warning signal.

[0036] Step 7: The control system periodically records the long-term pressure data of each sensor and determines the degree of fatigue decay of the spring through trend analysis; when the spring stiffness decreases beyond the preset threshold, the system issues a prompt to replace the elastic element to prevent structural failure.

[0037] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0038] 1. By connecting the coupler device to a laterally sliding movable component via a triangular support block, and symmetrically arranging pressure-relieving components containing arc springs on both sides of the movable component, the lateral torque generated when the train passes through the curve can drive the movable component to slide along the arc-shaped slide, compressing the pressure-relieving component on the corresponding side, and converting the torsional load that originally acted on the rigid connection part into the elastic potential energy of the spring, thereby eliminating the risk of fatigue cracking of the coupler body and the connecting base.

[0039] After leaving the curve, the elastic restoring force of the pressure relief component pushes the moving component and coupler device to automatically reset, ensuring the centering stability during straight-line operation and realizing the transformation from rigid torsional constraint to elastic sliding and active reset mechanism.

[0040] 2. By installing a sensor at each end of the two curved springs on the left and right sides, a total of four sensors are connected to the same control system. This allows for the synchronous acquisition of pressure data and the real-time calculation of the magnitude and direction of the lateral torque using the pressure difference between the left and right sides, thus achieving quantitative perception of the force on the curve. The control system compares the pressure difference with preset thresholds in stages and executes safety responses such as normal operation, deceleration warning, or linkage braking accordingly. At the same time, it continuously monitors the reading deviation of the sensors at both ends of the same spring, automatically identifies abnormalities, and uses the remaining sensors to maintain the monitoring function, possessing self-diagnosis and fault tolerance capabilities. In addition, it records pressure data over a long period for trend analysis and proactively issues a replacement warning when the spring stiffness decreases, achieving predictive maintenance. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0042] Figure 2 This is a schematic diagram of the support structure of the present invention;

[0043] Figure 3 This is a schematic diagram of the internal structure of the support frame of the present invention;

[0044] Figure 4 This is a top view of the internal structure of the bracket of the present invention;

[0045] Figure 5 This is a schematic diagram of the spring compression structure of the present invention;

[0046] Figure 6 This is a schematic diagram of the support block structure of the present invention;

[0047] Figure 7 This is a schematic diagram of the stress-relieving component structure of the present invention;

[0048] Figure 8 This is a schematic diagram of the mobile component structure of the present invention;

[0049] Figure 9 This is a schematic diagram of the ball bearing position structure of the present invention;

[0050] Figure 10 This is a schematic diagram of the system structure of the present invention.

[0051] The meanings of the labels in the diagram are as follows:

[0052] 1. Bracket; 11. Groove; 12. Slide rail;

[0053] 13. Moving component; 130. Slider; 131. Ball bearing;

[0054] 14. Through hole;

[0055] 15. Stress relief component; 150. Spring; 151. Sensor;

[0056] 16. Support block;

[0057] 2. Coupler assembly. Detailed Implementation

[0058] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0059] Example 1

[0060] In existing technologies, the coupler assembly of electric locomotives is typically rigidly fixed directly to the traction beam of the car body. When the train passes through a curve, the lateral torque generated by the coupler's deflection along the track cannot be effectively released, causing the coupler body and connecting base to bear additional alternating stress, which can easily lead to fatigue cracks or structural deformation. To solve this problem, this invention provides an electric locomotive traction device and system, see [link to relevant documentation]. Figures 1-9As shown, it includes a bracket 1, which is set at the front of the electric locomotive. The bracket 1 has a groove 11 inside, and the inner walls of the upper and lower ends of the groove 11 are provided with sliding grooves 12. The groove 11 has a moving component 13 inside, and the moving component 13 is engaged between the upper and lower sliding grooves 12 and can slide laterally along the sliding grooves 12 in the horizontal direction.

[0061] Two through holes 14 are symmetrically opened inside the groove 11. A pressure relief component 15 is arranged inside each of the two through holes 14. One end of the pressure relief component 15 is fixedly connected to the inner wall of the through hole 14, and the other end is fixedly connected to the corresponding end of the moving component 13. The pressure relief component 15 is used to provide elastic buffer and restoring force when the moving component 13 slides laterally.

[0062] The front end of the movable component 13 is fixedly connected to a support block 16, which extends to the outside of the bracket 1, and its end is fixedly connected to a coupler device for coupling with an external carriage or other locomotive.

[0063] When the train is running on a straight track, the traction force on the coupler device is transmitted longitudinally, the moving component 13 is in the center of the slide 12, and the pressure relief components 15 on the left and right sides are in a natural state or a uniformly compressed state, without producing lateral displacement.

[0064] When the train enters a curve, the coupler device is subjected to additional lateral torque due to the lateral angle shift of the coupled carriages; this lateral torque is transmitted to the moving assembly 13 through the support block 16, forcing the moving assembly 13 to slide along the slide groove 12 toward the inside of the curve.

[0065] Since the slide 12 is an arc-shaped structure, the sliding trajectory of the moving component 13 matches the deflection angle caused by the curve, thus avoiding motion interference. When the moving component 13 slides, the pressure relief component 15 on one side, i.e. the inner side of the curve, is compressed, and the spring 150 undergoes elastic deformation, converting the torsional load that would have directly acted on the rigid connection part into the elastic potential energy of the spring 150, thereby absorbing the lateral impact, releasing the additional torque, and protecting the coupler device and bracket 1 from damage.

[0066] When the train leaves the curve and enters the straight track, the lateral torque disappears. At this time, the compressed pressure relief component 15 relies on its own elastic restoring force to push the moving component 13 to slide in the opposite direction along the slide groove 12, which drives the support block 16 and the coupler device to automatically reset to the centering position, ensuring the centering of the coupler and the stability of the train during subsequent straight operation.

[0067] In practice, the support block 16 is specifically designed as an integral triangular structure, using the inherent stable mechanical properties of the triangular structure as a force transmission transition base; one of the triangular apex ends of the support block 16 is fixedly connected to the front end of the moving component 13, and the flat outer wall on the other side opposite to the triangular apex is fixedly connected to the tail end of the coupler device.

[0068] By using the triangular support block 16 as an intermediate force transmission component between the coupler device and the moving component 13, the longitudinal traction force, longitudinal impact force and lateral torsional load borne by the coupler device under traction driving, braking buffer and curve passing conditions can be distributed throughout the connection contact surface of the coupler device, and then evenly transmitted to the overall structure of the triangular support block 16, and then concentrated and evenly transmitted to the moving component 13 behind it through the triangular tip.

[0069] Compared to ordinary straight plate connection structures, the triangular support block 16 can effectively prevent various loads from being concentrated on local connection points, weaken stress concentration, and avoid connection deformation, cracking, or loosening under long-term alternating loads and heavy load conditions.

[0070] In this embodiment, the moving component 13 is mainly composed of a slider 130 and a ball bearing 131. The overall shape of the slider 130 is adapted to the contour of the internal cavity of the groove 11, and it is fitted into the groove 11. The overall peripheral positioning and installation are achieved by relying on the inner wall of the groove 11. The upper and lower ends of the slider 130 are respectively provided with concave mounting grooves. Each mounting groove can be rotatably fitted with a ball bearing 131, so that the ball bearing 131 can maintain a free rotation state inside the mounting groove. In addition, the two balls bearing 131 at the upper and lower positions respectively form a sliding connection with the upper and lower sliding grooves 12. At the same time, the left and right ends of the slider 130 are respectively fixedly connected to the ends of the corresponding pressure relief components 15 on both sides, realizing the force transmission linkage between the moving component 13 and the pressure relief components 15.

[0071] The slide 12 adopts an arc-shaped structure, which is different from the conventional straight slide 12. The arc-shaped slide 12 can limit and guide the movement path of the moving component 13, and guide the slider 130 and the ball 131 to slide laterally along a preset arc trajectory in the horizontal direction.

[0072] When the train travels through a curved track, a natural lateral angle offset will occur between the locomotive and the carriages. The sliding trajectory defined by the arc-shaped slide groove 12 can adapt to the change of this offset angle, so that the sliding posture of the moving component 13 matches the curve deflection trend, avoiding structural interference and stiffness during the movement.

[0073] Meanwhile, in this embodiment, the volume of the ball 131 housed inside the mounting groove of the slider 130 is larger than the volume of the ball exposed outside the slider 130; by using the mounting groove to form a built-in limiting constraint on the ball 131, the ball 131 is prevented from coming out of the mounting groove during train operation bumps and lateral sliding, thus ensuring the stability of the overall assembly structure.

[0074] Furthermore, by retaining an appropriate amount of spherical portion in contact with the inner wall of the slide groove 12, while restricting the ball 131 from coming out, it can ensure that the ball 131 remains in a flexible and free rolling state inside the slide groove 12. This converts the sliding friction between the slider 130 and the slide groove 12 into the rolling friction of the ball 131, reducing the motion resistance when the moving component 13 slides laterally, making the slider 130 slide smoothly and without deviation or jamming.

[0075] In addition, in this embodiment, the stress relief component 15 is mainly composed of an arc spring 150, a sensor 151 and a connecting structure. The spring 150 adopts an arc design, and its curvature matches the arc structure of the through hole 14, ensuring that the spring 150 can move along a preset trajectory when compressed and extended, avoiding jamming or deformation.

[0076] One end of the spring 150 is fixedly connected to the slider 130 via a sensor 151, and the other end is fixedly connected to the inner wall of the through hole 14 via another sensor 151. The sensors 151 are respectively attached to both ends of the spring 150 to collect the force data of the spring 150 in real time and realize the real-time monitoring of the force state.

[0077] The through hole 14 serves as the installation and movement space for the pressure relief component 15. It has an overall arc-shaped structure, and its arc diameter is consistent with the arc diameter of the slide groove 12. This ensures that the movement trajectory of the pressure relief component 15 is concentric with the slide groove 12, allowing the spring 150 to compress or extend along an arc-shaped path synchronized with the slide groove 12. When the moving component 13 causes the spring 150 to move, the spring 150 can flexibly deform along the arc-shaped trajectory of the through hole 14 without any force jamming, thus ensuring the stability of the buffering effect.

[0078] Furthermore, the connection between sensor 151 and spring 150, moving component 13, and inner wall of through hole 14 is firmly fixed to prevent sensor 151 from loosening or falling off due to vibration during train operation, ensuring that sensor 151 can stably collect force data of spring 150; the two sensors 151 correspond to the two ends of spring 150 respectively, synchronously capturing the force changes of spring 150, providing data support for subsequent fault diagnosis and maintenance, while not affecting the elastic buffering function of spring 150 and the normal sliding of moving component 13.

[0079] It should be noted that, in the above technical solutions, refer to Figure 10As shown, the four sensors (151) are named sensor L01 (left end of left spring 150), sensor L02 (right end of left spring 150), sensor R01 (left end of right spring 150), and sensor R02 (right end of right spring 150), respectively. Sensors L01 and L02 correspond to the two ends of left spring 150, and sensors R01 and R02 correspond to the two ends of right spring 150.

[0080] Specifically, sensor L01 is fixedly installed on the left end of the left spring 150 and fixedly connected to the slider 130 in the moving assembly 13. It is used to collect pressure data of the left end of the left spring 150 in real time and accurately reflect the force state of the left spring 150.

[0081] Sensor L02 is fixedly installed on the right end of the left spring 150 and is fixedly connected to the inner wall of the through hole 14 of the bracket 1. It is used to collect the pressure data of the right end of the left spring 150 and compare it with the data of sensor L01 to determine the force change of the left spring 150.

[0082] Sensor R01 is fixedly installed on the left end of the right spring 150 and is fixedly connected to the slider 130 in the moving assembly 13 to collect pressure data at the left end of the right spring 150 in real time.

[0083] Sensor R02 is fixedly installed on the right end of the right spring 150 and is fixedly connected to the inner wall of the through hole 14 of the bracket 1. It is used to collect pressure data at the right end of the right spring 150.

[0084] The signals from the four sensors 151 are transmitted to the control system in real time. The control system determines the magnitude and direction of the lateral torque when the train passes through a curve by comparing the pressure difference between the left and right sensors 151. When the train passes through a curve, the moving component 13 slides along the arc trajectory, and the force on the springs 150 on both sides changes. The sensors 151 capture the pressure change in real time and then calculate the specific value of the lateral torque.

[0085] When the pressure difference between the left and right springs 150 exceeds the preset threshold, the control system immediately issues a warning signal. If the difference continues to increase, the linkage braking system will be activated to limit the speed and prevent the structure from being overloaded. If the sensor 151 shows an abnormal reading, such as when the data deviation of the sensors 151 at both ends of the same spring 150 is too large, the control system can automatically identify the fault and retain the monitoring function. This ensures that even if a single sensor 151 fails, the data from the remaining valid sensors 151 can still be used to determine and warn of the lateral torque, thus ensuring the stable operation of the equipment.

[0086] Example 2

[0087] This embodiment, based on the content provided in Embodiment 1, aims to provide a system for an electric locomotive traction device. The specific steps are as follows:

[0088] S1: System initialization, the control system performs zero-point calibration on the four sensors 151, and sets the safety threshold for the pressure difference between the left spring 150 and the right spring 150, including the warning threshold and the alarm threshold;

[0089] S2: When the train is running on a straight track, the traction force of the coupler device is transmitted longitudinally, the moving component 13 is in the center of the slide 12, and the pressure relief components 15 on the left and right sides are in a natural or uniform pressure state; the control system collects the pressure data of the four sensors 151 in real time, calculates the net pressure value of the left spring 150 and the net pressure value of the right spring 150, and takes the current left and right pressure difference as the reference zero point.

[0090] S3: When the front of the train enters the curve, the coupler device bears an additional lateral torque due to the lateral angle shift caused by the coupling of the carriage. This torque is transmitted to the moving component 13 through the triangular support block 16. The control system detects that the pressure difference between the left and right sides begins to deviate from the reference zero position, determines that the curve working condition is started, and records the curve starting point.

[0091] S4: Under the drive of lateral torque, the moving component 13 slides along the arc-shaped slide groove 12 towards the inside of the curve. The pressure relief component 15 on the inside of the curve is compressed, and its arc-shaped spring 150 undergoes elastic deformation, converting the torsional load into elastic potential energy. The control system synchronously collects real-time pressure data from four sensors 151, calculates the pressure difference between the springs 150 on the left and right sides, and determines the direction and magnitude of the lateral torque based on the magnitude and sign of the difference. The larger the pressure difference, the greater the curvature of the curve or the faster the turning speed.

[0092] S5: The control system compares the real-time pressure difference with the preset safety threshold in stages.

[0093] If the difference is less than the warning threshold, the system determines that the cornering condition is normal and continues to run;

[0094] If the difference reaches the warning threshold but does not exceed the alarm threshold, the system will issue a curve deceleration prompt to the driver's cab, suggesting that the crew reduce the vehicle speed appropriately to reduce lateral torque.

[0095] If the difference exceeds the alarm threshold, the system will immediately trigger the highest level alarm signal and link the train braking system to implement speed limiting or automatic braking to prevent structural overload damage.

[0096] S6: During continuous cornering, the moving component 13 remains inside the slide 12, the pressure relief component 15 is in a continuous compression state, and the control system monitors the fluctuation of the pressure difference in real time. If the pressure difference shows abnormal pulsation or sudden change, the system judges that there is an irregularity in the track or abnormal wheel-rail adhesion, records the abnormal event and alerts the front to pay attention.

[0097] S7: The control system monitors the consistency of readings of sensors 151 at both ends of the same spring 150 in real time: When the pressure difference between sensors 151 at both ends of the same spring 150 exceeds the set deviation range, the system determines that there is an abnormality in the spring 150 or sensor 151 (such as local deformation of the spring 150, zero drift of the sensor 151, or loose connection), automatically marks the fault channel, and uses the data of the opposite spring 150 or the remaining effective sensor 151 to replace the estimation, maintain the lateral torque monitoring function, and at the same time send a maintenance prompt to the maintenance system, indicating the fault location and type;

[0098] S8: After the rear of the train leaves the curve and enters the straight track, the lateral torque gradually disappears. The compressed pressure relief component 15, relying on the elastic restoring force of its arc spring 150, pushes the moving component 13 to slide in the opposite direction along the slide groove 12, causing the support block 16 and the coupler device to automatically reset to the centering position. The control system detects that the pressure difference between the left and right sides gradually returns to near the reference zero position, automatically clears the curve status mark, resets the warning signal, and records the maximum pressure difference and duration of this curve.

[0099] S9: The control system periodically records the pressure data of each sensor 151 during long-term operation, including the straight reference value, the peak value during bending, and the zero drift after reset; it judges the degree of fatigue attenuation of the spring 150 through trend analysis. For example, if the pressure difference under the same bending condition gradually increases with the service time, it indicates that the stiffness of the spring 150 has decreased; when the stiffness attenuation of the spring 150 exceeds the preset threshold, the system actively issues a prompt to replace the elastic element to prevent structural failure.

[0100] S10: Before each train starts, the control system automatically performs a self-check of sensor 151 to check whether the four sensors 151 are online and whether the readings are within a reasonable range, and displays the system status on the driver's cab display screen; if the self-check finds an abnormality, the system prohibits the train from running in multiple units and prompts for maintenance.

[0101] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A traction device for an electric locomotive, comprising a bracket (1), the bracket (1) being disposed at the front of the electric locomotive, characterized in that: The bracket (1) has a groove (11) inside. The inner walls of the upper and lower ends of the groove (11) are provided with sliding grooves (12). The groove (11) has a moving component (13) inside. The moving component (13) is engaged between the upper and lower sliding grooves (12) and can slide laterally in the horizontal direction along the sliding grooves (12). The groove (11) is also symmetrically provided with two through holes (14), and a pressure relief component (15) is arranged in each of the two through holes (14). One end of the pressure relief component (15) is fixedly connected to the inner wall of the through hole (14), and the other end is fixedly connected to the corresponding end of the moving component (13). The pressure relief component (15) is used to provide elastic buffer and restoring force when the moving component (13) slides laterally. The front end of the moving component (13) is fixedly connected to a support block (16), the support block (16) extends to the outside of the bracket (1), and its end is fixedly connected to a coupler device (2), the coupler device (2) is used to couple with an external carriage or other locomotive; When the train passes through a curve, causing the support block (16) and the moving component (13) to be subjected to lateral torque, the moving component (13) slides along the slide groove (12) to one side, compressing the pressure relief component (15) on the corresponding side to absorb the lateral impact, and after leaving the curve, the elastic restoring force of the pressure relief component (15) pushes the moving component (13) to automatically reset.

2. The electric locomotive traction device according to claim 1, characterized in that: The support block (16) is generally triangular in structure, with one of the triangular apex faces fixedly connected to the moving component (13), and the outer wall opposite to the apex face fixedly connected to the coupler device (2), for dispersing and transmitting the traction force or impact force received by the coupler device (2) to the moving component (13).

3. The electric locomotive traction device according to claim 2, characterized in that: The moving component (13) includes a slider (130), which is fitted into the groove (11). The upper and lower ends of the slider (130) are provided with mounting grooves. A ball (131) is rotatably engaged in the mounting groove. The two balls (131) are adapted to slide and connected to the two sliding grooves (12) respectively. The left and right ends of the slider (130) are respectively fixedly connected to the two pressure relief components (15).

4. The electric locomotive traction device according to claim 1, characterized in that: The slide (12) has an overall arc-shaped structure and is used to guide the moving component (13) to slide along a predetermined arc-shaped trajectory in the horizontal direction to adapt to the lateral angle offset generated when the train passes through the curve.

5. The electric locomotive traction device according to claim 3, characterized in that: The volume of the ball (131) inside the slider (130) is greater than the volume outside the slider (130), which is used to prevent the ball (131) from coming out of the slider (130) and at the same time ensure that the ball (131) rolls freely in the groove (12).

6. The electric locomotive traction device according to claim 1, characterized in that: The stress relief component (15) includes a spring (150) and two sensors (151); one end of the spring (150) is fixedly connected to the moving component (13) through one of the sensors (151), and the other end of the spring (150) is fixedly connected to the inner wall of the through hole (14) through the other sensor (151).

7. The electric locomotive traction device according to claim 1, characterized in that: The through hole (14) is located inside the bracket (1), and the through hole (14) has an arc-shaped structure. Its arc diameter is equal to the arc diameter of the slide groove (12), so that the pressure relief component (15) is compressed or extended along an arc-shaped path concentric with the slide groove (12).

8. The electric locomotive traction device according to claim 6, characterized in that: The spring (150) has an arc-shaped structure, the curvature of which matches the curvature of the through hole (14), and is compressed and installed between the end of the moving component (13) and the inner wall of the through hole (14).

9. The electric locomotive traction device according to claim 6, characterized in that: There are four sensors (151), which are symmetrically arranged at both ends of the two springs (150) on the left and right sides respectively. The four sensors (151) are connected to the same control system to synchronously collect the pressure data of each spring end, and to determine the magnitude and direction of the lateral torque when the train goes through the curve in real time by calculating the pressure difference between the left and right sides. When the detected value exceeds the preset threshold, a warning signal is issued.

10. A system for operating an electric locomotive traction device comprising any one of claims 1-9, characterized in that, The methods and steps include the following: S1: System initialization, the control system performs zero-point calibration on the four sensors (151) and sets the safety threshold for the pressure difference between the left and right springs; S2: When the train is in a straight running state, the control system collects the pressure data of four sensors (151) in real time, calculates the net pressure value of the left spring and the net pressure value of the right spring, and uses the current difference as the reference zero position; S3: When the train enters the curve, the moving component (13) slides along the slide groove (12) to the inside of the curve, compressing the pressure relief component (15) on the corresponding side. The control system synchronously collects the pressure data of the four sensors (151), calculates the real-time pressure difference between the springs on the left and right sides, and determines the direction and magnitude of the lateral torque. S4: The control system compares the real-time pressure difference with a preset safety threshold. If the difference is less than the warning threshold, the system continues to operate normally; If the difference reaches the warning threshold but does not exceed the alarm threshold, the system will issue a curve deceleration prompt to the driver's cab; If the difference exceeds the alarm threshold, the system will immediately trigger an alarm signal and may also link with the train braking system to implement speed limiting or braking. S5: The control system monitors the consistency of readings from sensors (151) at both ends of the same spring in real time. If the pressure difference between the sensors at both ends of the same spring exceeds the set deviation range, the system determines that the spring or sensor is abnormal and automatically marks the fault channel. The system uses data from the opposite spring or remaining effective sensors to make alternative estimates, maintains the lateral torque monitoring function, and sends maintenance prompts to the maintenance system. S6: When the train leaves the curve, the elastic restoring force of the pressure relief component (15) pushes the moving component (13) to reset. The control system detects that the pressure difference between the left and right sides gradually returns to the reference zero position, automatically clears the curve status mark, and resets the warning signal. S7: The control system periodically records the long-term pressure data of each sensor (151) and judges the degree of fatigue decay of the spring (150) through trend analysis; when the spring stiffness drops beyond the preset threshold, the system issues a prompt to replace the elastic element to prevent structural failure.

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