Auxiliary interlocking mechanism of direct current contactor of diesel locomotive
By using quick-acting switches and cam assemblies with an IP40 or higher sealing rating in the DC contactors of diesel locomotives, the problem of unreliable contact was solved, signal stability and ease of installation were achieved, and the safety of the locomotive was improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- XIAN KAITIAN RAILWAY ELECTRICAL
- Filing Date
- 2025-02-27
- Publication Date
- 2026-04-17
AI Technical Summary
The auxiliary interlocking mechanism of the DC contactor on the diesel locomotive is affected by the presence of deposits on the contact surface, resulting in unreliable contact and unstable output signal, which affects the safe operation of the locomotive.
The quick-acting switch with a sealing rating of IP40 or higher is used, combined with a cam assembly and a return spring structure, and is connected by lateral mounting and sealant to ensure reliable contact of the contacts.
It improves the sealing performance and signal stability of the contacts, extends the service life, is easy to install and use, avoids cable tangling, and facilitates maintenance.
Smart Images
Figure CN224138099U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of locomotive technology, and more specifically, to an auxiliary interlocking mechanism for a DC contactor of a diesel locomotive. Background Technology
[0002] The auxiliary interlocking mechanism is a key component of a DC contactor, used to ensure the synchronization of the action of the main contacts and auxiliary contacts of the contactor through mechanical or electrical signal linkage control.
[0003] Its core functions include: interlocking protection: preventing the auxiliary circuit from being energized prematurely when the contactor malfunctions or the main contacts are not fully closed; signal feedback: transmitting the contactor status to the locomotive control system; and environmental adaptability, maintaining stable operation under harsh conditions such as high temperature, vibration, and dust.
[0004] However, the DC contactors currently used on diesel locomotives have an auxiliary interlock sealing rating of IP00. But due to the large amount of dust on diesel locomotives, especially in northern areas with heavy sandstorms, the current auxiliary interlocks often suffer from unreliable contact due to the influence of deposits on the contact surface, resulting in unstable output signals and posing a great threat to the safe operation of the locomotive. Utility Model Content
[0005] To address the problem that current auxiliary interlocking mechanisms often suffer from unreliable contact due to the influence of deposits on the contact surface, leading to unstable output signals and posing a significant threat to the safe operation of locomotives, this application provides an auxiliary interlocking mechanism for a DC contactor of a diesel locomotive.
[0006] The embodiments of this application are implemented as follows:
[0007] In a first aspect, this application provides an auxiliary interlocking mechanism for a DC contactor of an internal combustion locomotive, including a mounting bracket, a cam assembly, a quick-acting switch, a pressure cap, and a limit stop;
[0008] The mounting bracket is fixed to the DC contactor;
[0009] The cam assembly is movably connected inside the mounting bracket, and the cam assembly includes a cam and a camshaft.
[0010] The quick-action switch has an IP40 or higher protection rating and is mounted horizontally on the switch frame;
[0011] The pressure cap has a built-in return spring and a guide pin, which are linked to the cam assembly;
[0012] The limiting block is threadedly connected to the front side of the mounting bracket and is used to guide the linear movement of the pressure cap.
[0013] In one possible implementation, the terminals of the slewing switch are located at both ends, and the cable is led out from both ends when wiring to avoid crossing and confusion.
[0014] In one possible implementation, the mounting bracket has an outer bushing and a lower bushing at both ends to support the rotation of the cam assembly and prevent jamming.
[0015] In one possible implementation, the lead pin has a stepped structure and external threads, and is connected to the pressure cap via the threads and by applying sealant.
[0016] In one possible implementation, a helical lead groove is provided on the camshaft, and the cam rotates axially by a certain angle under the action of the lead groove so that the cam presses the slewing switch to achieve on / off switching.
[0017] In one possible implementation, the switch frame is movably connected to the mounting bracket, and the limit stop is also movably connected to the mounting bracket.
[0018] In one possible implementation, four strip-shaped mounting holes are provided around the mounting bracket, and the mounting bracket is fixedly mounted to the DC contactor through the four strip-shaped mounting holes.
[0019] In one possible implementation, an outer bushing and a lower bushing are provided at both ends of the mounting bracket to support the rotation of the cam assembly.
[0020] In one possible implementation, the outer bushing and the lower bushing are made of a self-lubricating copper alloy to reduce the rotational friction of the cam assembly.
[0021] In one possible implementation, a retaining ring is directly provided between the outer bushing and the mounting bracket, and an upper inner bearing sleeve is provided on the mounting bracket corresponding to the inner side of the outer bushing.
[0022] The technical solution provided in this application can achieve at least the following beneficial effects:
[0023] The auxiliary interlocking mechanism for the DC contactor of the diesel locomotive provided in this application reduces the impact of harsh environments on the locomotive by using a quick-acting switch with a sealing rating of IP40 or higher. It features a long service life, convenient installation and use, and does not affect the normal operation of the DC contactor. Furthermore, the quick-acting switch in this application is installed horizontally, avoiding cable tangling during wiring. Clear and intuitive wiring facilitates product installation and subsequent maintenance. Attached Figure Description
[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0025] Figure 1 This is a schematic diagram of the structure of an auxiliary interlocking mechanism for a DC contactor of an internal combustion locomotive, as illustrated in an exemplary embodiment of this application.
[0026] Figure label:
[0027] 1. Mounting bracket; 2. Limit stop; 3. Return spring; 4. Pressure cap; 5. Lead pin; 6. Outer bushing; 7. Retaining ring 19; 8. Upper inner bearing sleeve; 9. Cam assembly; 10. Switch frame; 11. Quick-acting switch; 12. Lower bushing. Detailed Implementation
[0028] To make the objectives, implementation methods and advantages of this application clearer, the exemplary implementation methods of this application will be clearly and completely described below with reference to the accompanying drawings of the exemplary embodiments of this application. Obviously, the exemplary embodiments described are only some embodiments of this application, and not all embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.
[0029] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.
[0030] The terms "first," "second," "third," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms are interchangeable where appropriate.
[0031] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.
[0032] Before explaining the auxiliary interlocking mechanism of the DC contactor for diesel locomotives provided in the embodiments of this application, the application scenarios and implementation environment of the embodiments of this application will be introduced first.
[0033] The auxiliary interlocking mechanism is a key component of a DC contactor, used to ensure the synchronization of the action of the main contacts and auxiliary contacts of the contactor through mechanical or electrical signal linkage control.
[0034] Its core functions include: interlocking protection: preventing the auxiliary circuit from being energized prematurely when the contactor malfunctions or the main contacts are not fully closed; signal feedback: transmitting the contactor status to the locomotive control system; and environmental adaptability, maintaining stable operation under harsh conditions such as high temperature, vibration, and dust.
[0035] However, the DC contactors currently used on diesel locomotives have an auxiliary interlock sealing rating of IP00. But due to the large amount of dust on diesel locomotives, especially in northern areas with heavy sandstorms, the current auxiliary interlocks often suffer from unreliable contact due to the influence of deposits on the contact surface, resulting in unstable output signals and posing a great threat to the safe operation of the locomotive.
[0036] Based on this, this application provides an auxiliary interlocking mechanism for a DC contactor of an internal combustion locomotive. By horizontally installing a quick-acting switch with a sealing rating of IP40 or higher, combined with a cam assembly and a return spring structure, it effectively solves the problems of unreliable contact and unstable signal in the prior art.
[0037] Next, the technical solutions of this application and how they solve the aforementioned technical problems will be described in detail through embodiments and in conjunction with the accompanying drawings. The embodiments can 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 only some, not all, of the embodiments of this application.
[0038] Figure 1 This is a schematic diagram of the structure of an auxiliary interlocking mechanism for a DC contactor of an internal combustion locomotive, as illustrated in an exemplary embodiment of this application.
[0039] In one exemplary embodiment, such as Figure 1 As shown, an auxiliary interlocking mechanism for a DC contactor of an internal combustion locomotive is provided. The interlocking mechanism may include a mounting bracket 1, a cam assembly 9, a quick-acting switch 11, a pressure cap 4, and a limit stop 2.
[0040] The mounting bracket is fixed to the DC contactor;
[0041] The cam assembly is movably connected inside the mounting bracket, and the cam assembly includes a cam and a camshaft.
[0042] The quick-acting switch has an IP40 or higher protection rating, is horizontally mounted on the switch frame 10, and features small size, light weight, quick-acting, large contact capacity, convenient installation, forced disconnection, and modularity.
[0043] The pressure cap has a built-in return spring 3 and a guide pin 5, which are linked with the cam assembly;
[0044] The limiting block is threadedly connected to the front side of the mounting bracket and is used to guide the linear movement of the pressure cap.
[0045] In one possible implementation, the interlocking mechanism specifically includes a mounting bracket fixed to the DC contactor of the internal combustion engine. The mounting bracket has a cam and a camshaft inside. The upper side of the mounting bracket has a quick-acting switch with a protection rating of IP40 or higher. The front side of the mounting bracket has a limit block and a pressure cap.
[0046] The terminals of the quick-acting switch are located at both ends, and the cable is led out from both ends when wiring to avoid crossing and confusion.
[0047] The mounting bracket has an outer bushing and a lower bushing at both ends to support the rotation of the cam assembly, which is intuitive, convenient and prevents jamming.
[0048] The lead pin has a stepped structure and external threads. It is connected to the pressure cap through the threads and sealed with sealant. After installation, it can effectively limit the installation depth.
[0049] The camshaft is provided with a spiral lead groove. Under the action of the lead groove, the cam rotates along the axis by a certain angle so that the cam presses the slewing switch to achieve the closing and opening / closing of the switch.
[0050] The switch frame is movably connected to the mounting frame, and the limiting block is also movably connected to the mounting frame. The limiting block and the pressure cap are fitted with a clearance, which has the functions of limiting and guiding, ensuring that the pressure cap can move in a straight line.
[0051] The mounting bracket has four strip-shaped mounting holes around its perimeter. The mounting bracket is fixed to the DC contactor using four screws through the four strip-shaped mounting holes. Installation and disassembly are simple and convenient. The strip-shaped holes facilitate the adjustment of the contactor connecting rod and the pressure cap contact distance during installation.
[0052] The mounting bracket has an outer bushing 6 and a lower bushing 12 at both ends to support the rotation of the cam assembly and effectively prevent the cam assembly from jamming during rotation. The cam shaft of the cam assembly has a lead groove at the front end. Under the action of the lead pin, it rotates along the axis at a certain angle so that the cam presses the quick-acting switch to achieve on / off switching.
[0053] The outer and lower bushings are made of self-lubricating copper alloy to reduce the rotational friction of the cam assembly.
[0054] A retaining ring 7 is provided directly between the outer bushing and the mounting bracket, and an upper inner bearing sleeve 8 is provided on the mounting bracket corresponding to the inner side of the outer bushing.
[0055] The pressure cap contains a return spring. When the contactor disconnects the current, it drives the connecting rod to reset. Under the action of the return spring, the pressure cap resets, and the cam assembly rotates, thereby realizing the quick-action switch disconnection.
[0056] As can be seen, some embodiments of this application employ quick-acting switches with a sealing rating of IP40 or higher, reducing the impact of harsh environments on locomotives. These switches offer long service life, convenient installation and use, and do not affect the normal operation of the DC contactor. Furthermore, the horizontal installation method of this quick-acting switch avoids cable tangling during wiring. Clear and intuitive wiring facilitates product installation and subsequent maintenance.
[0057] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.
Claims
1. An auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive, characterized by, Includes mounting bracket, cam assembly, quick-acting switch, pressure cap and limit stop; The mounting bracket is fixed to the DC contactor; The cam assembly is movably connected inside the mounting bracket, and the cam assembly includes a cam and a camshaft. The quick-action switch has an IP40 or higher protection rating and is mounted horizontally on the switch frame; The pressure cap has a built-in return spring and a guide pin, which are linked to the cam assembly; The limiting block is threadedly connected to the front side of the mounting bracket and is used to guide the linear movement of the pressure cap.
2. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive according to claim 1, characterized in that, The terminals of the quick-acting switch are located at both ends. When wiring, the cable is led out from both ends to avoid crossing and confusion.
3. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive according to claim 1, wherein The mounting bracket has an outer bushing and a lower bushing at both ends to support the rotation of the cam assembly and prevent jamming.
4. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive according to claim 1, wherein The lead pin has a stepped structure and external threads, and is connected to the pressure cap through the threads and by applying sealant.
5. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 1, characterized in that, The camshaft is provided with a spiral lead groove. Under the action of the lead groove, the cam rotates along the axis by a certain angle so that the cam presses the slewing switch to achieve the closing and opening / closing of the switch.
6. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 5, wherein The switch frame is movably connected to the mounting frame, and the limit block is also movably connected to the mounting frame.
7. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 1, characterized in that, The mounting bracket has four strip-shaped mounting holes around its perimeter, and the mounting bracket is fixedly mounted on the DC contactor through the four strip-shaped mounting holes.
8. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 1, characterized in that, The mounting bracket has an outer bushing and a lower bushing at both ends to support the rotation of the cam assembly.
9. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 8, characterized in that, The outer and lower bushings are made of self-lubricating copper alloy to reduce the rotational friction of the cam assembly.
10. The auxiliary interlock mechanism for a direct current contactor of an internal combustion locomotive as set forth in claim 8, wherein A retaining ring is provided directly between the outer bushing and the mounting bracket, and an upper inner bearing sleeve is provided on the mounting bracket corresponding to the inner side of the outer bushing.