Detection device for locomotive traction system

Abstract

The utility model belongs to the technical field of locomotive detection, and discloses a locomotive traction system detection device, which comprises a first support frame, a second support frame, a detector and an electric brush used for being contacted with the surface of a bearing of a motor, and the two ends of the bottom of the first support frame and the two ends of the bottom of the second support frame are respectively provided with a mounting lug through a longitudinal adjusting assembly. The first supporting frame is connected with the second supporting frame through a longitudinal adjusting assembly, the electric brush is connected with the second supporting frame through a position adjusting piece, and the electric brush is electrically connected with the detector. The device can meet the detection requirements of locomotive vehicle traction system motors of different models and different installation positions, and the universality and the application range of the device are greatly improved.

Description

Technical Field

[0001] This utility model relates to the field of locomotive testing technology, and in particular to a testing device for locomotive and rolling stock traction systems. Background Technology

[0002] With the booming development of urban rail transit, urban rail vehicles are being used more and more widely, and their motor models are becoming increasingly diverse. Due to differences in manufacturers and the needs of different lines, the motors equipped on urban rail vehicles vary significantly in design and specifications, which directly leads to differences in the dimensions of the motor bearings.

[0003] In actual operation, the bearings of the motor are crucial as they are the core component of the vehicle traction system. Because the traction motor bearings are located in the complex magnetic field environment inside the motor, they are prone to generating induced electromotive force by cutting magnetic lines of force during operation. This leads to induced current in the circuit, causing electrolytic corrosion of the bearings and seriously affecting the service life and operational safety of the motor.

[0004] Chinese utility model patent CN213423306U discloses a device for detecting the shaft voltage of a traction motor in urban rail vehicles. The device includes a test connection component, a detector, a test lead, and a flexible contact carbon brush. The test connection component is attached to a bearing. The flexible contact carbon brush is positioned between the test connection component and the bearing, contacting the outside of the bearing. The test connection component has a test hole. One end of the test lead is connected to the detector, and the other end passes through the test hole and connects to the flexible contact carbon brush. The flexible contact carbon brush maintains reliable contact with the bearing.

[0005] The aforementioned detection device leads the voltage to the detector through test wires, thereby conveniently and reliably measuring the voltage changes of the bearings during train operation. However, it still has some shortcomings in actual use. For example, its test connection component structure is fixed and it is difficult to adapt to motor bearings of different sizes.

[0006] To address this, a detection device for locomotive and rolling stock traction systems is proposed. Utility Model Content

[0007] The purpose of this invention is to provide a detection device for the traction system of locomotives and rolling stock, thereby solving or at least alleviating one or more of the above-mentioned problems and other problems existing in the prior art.

[0008] To achieve the above objectives, the main technical solutions adopted by this utility model include:

[0009] A detection device for a locomotive traction system includes a first support frame, a second support frame, a detector, and a brush for contacting the bearing surface of a motor. The bottom ends of the first support frame and the second support frame are equipped with mounting ears via a longitudinal adjustment assembly. The first support frame and the second support frame are connected by a lateral adjustment assembly. The brush is connected to the second support frame via a position adjustment component. The brush is electrically connected to the detector.

[0010] According to the present invention, a locomotive and rolling stock traction system testing device includes a longitudinal adjustment component comprising a square tube. The square tube located at the lower end of the first support frame is fixedly connected to the first support frame, and the square tube located at the lower end of the second support frame is fixedly connected to the second support frame. Racks are slidably inserted into both sides of the interior of the square tube. A gear is rotatably mounted between the two racks. The two racks are connected by a gear transmission. The gear meshes with the rack. A mounting lug is fixedly connected to the end of the rack away from the square tube. The gear is rotatably mounted inside the square tube via a shaft.

[0011] In a locomotive and rolling stock traction system testing device according to the present invention, a knob is fixedly connected to the top of the axle after it rotates through the top of the square tube.

[0012] In a locomotive and rolling stock traction system testing device according to the present invention, the lateral adjustment component includes a sleeve and a rod. The sleeve is fixedly connected to the upper end of the first support frame, and the rod is fixedly connected to the upper end of the second support frame. The end of the rod away from the second support frame is slidably inserted into the inside of the sleeve.

[0013] In a locomotive traction system testing device according to the present invention, a first handle bolt for fixing the insertion rod inside the sleeve is threaded onto the sleeve.

[0014] In a locomotive traction system testing device according to the present invention, the top of the insertion rod is provided with a strip-shaped fixing groove, and the lower end of the first handle bolt can abut against the inside of the strip-shaped fixing groove.

[0015] In a locomotive and rolling stock traction system testing device according to the present invention, the position adjustment component includes an adjustment block, a fixed seat is fixedly connected to the second support frame, and one end of the adjustment block slides through the fixed seat and is fixedly connected to the brush.

[0016] In a locomotive and rolling stock traction system testing device according to the present invention, a second handle bolt for fixing the adjusting block on the fixed base is threadedly installed on the fixed base.

[0017] In a locomotive and rolling stock traction system testing device according to the present invention, a cable tray is provided at the bottom of the adjusting block.

[0018] In a locomotive and rolling stock traction system testing device according to the present invention, the detector is a multimeter.

[0019] This utility model has at least the following beneficial effects:

[0020] This invention, through its longitudinal and lateral adjustment components, can adapt to the testing needs of locomotive and rolling stock traction system motors of different models and installation positions, greatly improving the versatility and applicability of the device. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a schematic diagram of the structure of the locomotive and rolling stock traction system testing device of this utility model;

[0023] Figure 2 This is a structural schematic diagram of the locomotive and rolling stock traction system detection device from another perspective.

[0024] Figure 3 This is a partial cross-sectional structural diagram of the longitudinal adjustment component of this utility model;

[0025] Figure 4 This is a schematic diagram of the connection structure between the brush and the adjusting block of this utility model.

[0026] Explanation of icon numbers:

[0027] 1. First support frame; 2. Second support frame; 201. Fixed base; 3. Longitudinal adjustment assembly; 301. Square tube; 302. Rack; 303. Mounting ear; 304. Gear; 305. Knob; 4. Lateral adjustment assembly; 401. Sleeve; 402. Insert rod; 4021. Strip-shaped fixing groove; 403. First handle bolt; 5. Brush; 501. Adjusting block; 5011. Cable tray; 502. Second handle bolt. Detailed Implementation

[0028] The following will describe in detail the implementation of this application with reference to the accompanying drawings and embodiments, so that the implementation process of how this application uses technical means to solve technical problems and achieve technical effects can be fully understood and implemented accordingly.

[0029] Please refer to Figures 1 to 4As shown, this embodiment provides a detection device for a locomotive traction system, including a first support frame 1, a second support frame 2, a detector, and a brush 5 for contacting the bearing surface of a motor. Both ends of the bottom of the first support frame 1 and the second support frame 2 are equipped with mounting ears 303 via a longitudinal adjustment assembly 3. The first support frame 1 and the second support frame 2 are connected by a lateral adjustment assembly 4. The brush 5 is connected to the second support frame 2 via a position adjustment component, and the brush 5 is electrically connected to the detector.

[0030] The first support frame 1 and the second support frame 2 form the basic support framework of the entire device. The longitudinal adjustment component 3 can change the distance between the two mounting ears 303 on the same square tube 301, while the lateral adjustment component 4 is used to adjust the spacing between the first support frame 1 and the second support frame 2, thereby adjusting the spacing between the mounting ears 303 on the first support frame 1 and the mounting ears 303 on the second support frame 2 to accommodate motor bearings of different sizes. The brush 5 contacts the surface of the motor bearing, acquires the electrical signal on the bearing, and transmits it to the detector for signal analysis and detection.

[0031] In this embodiment, the longitudinal adjustment component 3 includes a square tube 301. The square tube 301 located at the lower end of the first support frame 1 is fixedly connected to the first support frame 1, and the square tube 301 located at the lower end of the second support frame 2 is fixedly connected to the second support frame 2. Racks 302 are slidably inserted into both sides of the interior of the square tube 301. A gear 304 is rotatably mounted between the two racks 302, and the two racks 302 are connected by a transmission via the gear 304, which meshes with the racks 302. A mounting lug 303 is fixedly connected to the end of the rack 302 away from the square tube 301, and the gear 304 is rotatably mounted inside the square tube 301 via a shaft.

[0032] When the shaft drives the gear 304 to rotate, the gear 304 meshes with the racks 302 on both sides. According to the gear and rack transmission principle, this causes the racks 302 on both sides to move linearly along the inside of the square tube 301. The mounting ear 303 is fixed at the end of the rack 302 away from the square tube 301. Therefore, the movement of the rack 302 drives the mounting ear 303 to move in the longitudinal direction, thereby adjusting the longitudinal position of the mounting ear 303.

[0033] In this embodiment, a knob 305 is fixedly connected to the top of the shaft, which rotates through the top of the square tube 301. When the operator rotates the knob 305, the fixed shaft rotates, which in turn rotates the gear 304 mounted below it. This design facilitates operator control of the gear 304's rotation. In this embodiment, the lateral adjustment assembly 4 includes a sleeve 401 and a rod 402. The sleeve 401 is fixedly connected to the upper end of the first support frame 1, and the rod 402 is fixedly connected to the upper end of the second support frame 2. The end of the rod 402 furthest from the second support frame 2 is slidably inserted into the inside of the sleeve 401.

[0034] By manually pushing and pulling the insertion rod 402, it slides within the sleeve 401. Since the insertion rod 402 is fixedly connected to the second support frame 2 and the sleeve 401 is fixedly connected to the first support frame 1, the sliding of the insertion rod 402 within the sleeve 401 can change the lateral distance between the first support frame 1 and the second support frame 2, thereby adjusting the spacing between the mounting ears 303 on the first support frame 1 and the mounting ears 303 on the second support frame 2. In this embodiment, a first handle bolt 403 for fixing the insertion rod 402 within the sleeve 401 is threaded onto the sleeve 401. A strip-shaped fixing groove 4021 is provided at the top of the insertion rod 402, and the lower end of the first handle bolt 403 can abut against the interior of the strip-shaped fixing groove 4021.

[0035] After the insertion rod 402 is adjusted to a suitable position within the sleeve 401, the first handle bolt 403 is rotated. The first handle bolt 403 moves downward along the thread on the sleeve 401, and its lower end gradually approaches the insertion rod 402, pressing the insertion rod 402 tightly against the inner wall of the sleeve 401. Friction prevents the insertion rod 402 from sliding further within the sleeve 401, thus fixing the insertion rod 402 in its current position. This also fixes the lateral distance between the first support frame 1 and the second support frame 2. The strip-shaped fixing groove 4021 provides a specific abutment position for the lower end of the first handle bolt 403. When the lower end of the first handle bolt 403 abuts into the strip-shaped fixing groove 4021, the contact area and friction between the first handle bolt 403 and the insertion rod 402 are increased. In this embodiment, the position adjustment component includes an adjustment block 501. A fixing seat 201 is fixedly connected to the second support frame 2. One end of the adjustment block 501 slides through the fixing seat 201 and is fixedly connected to the brush 5.

[0036] The operator can manually push the adjusting block 501 to slide it within the fixed base 201. Because the adjusting block 501 is fixedly connected to the brush 5, the sliding of the adjusting block 501 causes the brush 5 to move together, thereby precisely adjusting the position of the brush 5 and ensuring good contact between the brush 5 and the bearing surface of the motor to accurately obtain the electrical signal on the bearing.

[0037] The fixed base 201 is threaded with a second handle bolt 502 for fixing the adjusting block 501 to the fixed base 201.

[0038] After the brush 5 is adjusted to the appropriate position by the adjusting block 501, the second handle bolt 502 is rotated. The second handle bolt 502 moves downward along the thread on the fixed seat 201, and its lower end gradually approaches the adjusting block 501 and presses the adjusting block 501 tightly against the fixed seat 201. The friction force prevents the adjusting block 501 from continuing to slide in the fixed seat 201, thereby fixing the adjusting block 501 and the brush 5 connected to it in the current position, ensuring the stability of the position of the brush 5 during the detection process, and avoiding the impact of the detection results due to the change in the position of the brush 5.

[0039] The bottom of the adjusting block 501 is provided with a cable tray 5011.

[0040] The cable tray 5011 is used to place the wires connecting the brush 5 and the detector. During the use of the device, the wires can be arranged along the cable tray 5011. This can not only avoid the wires from being messy and tangled, affecting the normal operation of the device and the test results, but also protect the wires from damage caused by external friction, squeezing and other factors. At the same time, it makes the wiring of the entire device more neat and orderly.

[0041] In this embodiment, the detector is a multimeter.

[0042] The brush 5 transmits the electrical signals obtained from the surface of the motor bearing to the multimeter. The multimeter measures and analyzes these electrical signals. By reading the measurement data displayed on the multimeter, the operator can understand the electrical condition of the motor bearing, and then evaluate and test the electrical performance of the locomotive traction system to determine whether there is a fault or abnormality in the system.

[0043] Working principle:

[0044] Installation device: Adjust the position of the mounting ear 303 by adjusting the longitudinal adjustment component 3 and the transverse adjustment component 4 so that it corresponds to the installation position on the bearing cover plate of the locomotive and rolling stock. Then fix the mounting ear 303 to the bearing cover plate with bolts to complete the fixing of the entire detection device.

[0045] Push the adjusting block 501 to slide it within the fixed base 201, thereby moving the brush 5 so that it accurately contacts the bearing surface of the motor. After the contact position is adjusted, rotate the second handle bolt 502 to fix the adjusting block 501 on the fixed base 201, ensuring the stable position of the brush 5.

[0046] Testing Procedure: Turn on the multimeter, set the appropriate measurement parameters (such as voltage and current), and begin measuring the electrical signals on the motor bearings. During the measurement process, observe the data displayed on the multimeter and record the relevant measurement results for subsequent analysis and evaluation of the electrical performance of the locomotive and rolling stock traction system.

[0047] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as previously stated, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the present invention's conception through the foregoing teachings or related technical or knowledge. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. A rolling stock traction system detection apparatus, characterized by, The utility model provides a motor bearing surface detection device, including first support frame (1), second support frame (2), detector and the brush (5) for being contacted with the bearing surface of motor, the bottom both ends of first support frame (1) and second support frame (2) are installed with mounting lug (303) through longitudinal adjusting component (3), first support frame (1) and second support frame (2) are connected through transverse adjusting component (4), the brush (5) is connected with second support frame (2) through position adjusting piece, and the brush (5) is electrically connected with the detector.

2. A detection device for a rail vehicle traction system according to claim 1, characterized in that: The longitudinal adjusting component (3) includes square tube (301), the square tube (301) at the lower end of the first support frame (1) is fixedly connected with the first support frame (1), the square tube (301) at the lower end of the second support frame (2) is fixedly connected with the second support frame (2), both sides of the inside of the square tube (301) are slidably inserted with rack (302), gear (304) is rotatably installed between the two rack (302), the two rack (302) are drivingly connected through the gear (304), the gear (304) is engaged with the rack (302), the mounting lug (303) is fixedly connected at the end of the rack (302) away from the square tube (301), and the gear (304) is rotatably installed in the inside of the square tube (301) through the shaft.

3. A rail vehicle traction system detection device according to claim 2, characterized in that: The top of the shaft is rotatably penetrated through the top of the square tube (301) and is fixedly connected with a knob (305).

4. A rail vehicle traction system detection device according to claim 3, characterized in that: The transverse adjusting component (4) includes a sleeve (401) and a plug rod (402), the sleeve (401) is fixedly connected to the upper end of the first support frame (1), the plug rod (402) is fixedly connected to the upper end of the second support frame (2), and the end of the plug rod (402) away from the second support frame (2) is slidably inserted into the inside of the sleeve (401).

5. A rail vehicle traction system detection device according to claim 4, characterised in that: The sleeve (401) is threadedly connected with a first handle bolt (403) for fixing the plug rod (402) in the sleeve (401).

6. A rail vehicle traction system detection device according to claim 5, characterised in that: The top of the plug rod (402) is provided with a strip-shaped fixing groove (4021), and the lower end of the first handle bolt (403) can abut against the inside of the strip-shaped fixing groove (4021).

7. A rail vehicle traction system detection device according to claim 6, characterised in that: The position adjusting piece includes an adjusting block (501), a fixed seat (201) is fixedly connected to the second support frame (2), one end of the adjusting block (501) is slidably penetrated through the fixed seat (201) and is fixedly connected with the brush (5).

8. A rail vehicle traction system detection device according to claim 7, characterized in that: The fixed seat (201) is threadedly mounted with a second handle bolt (502) for fixing the adjusting block (501) on the fixed seat (201).

9. A rail vehicle traction system detection device according to claim 8, characterized in that: The bottom of the adjusting block (501) is provided with a wire arranging groove (5011).

10. A detection device for a railway vehicle traction system according to any one of claims 1-9, characterized in that: The detector is a multimeter.

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