電力機(jī)車受電弓風(fēng)缸檢測(cè)拆裝裝置的設(shè)計(jì)
電力機(jī)車受電弓風(fēng)缸檢測(cè)拆裝裝置的設(shè)計(jì),電力機(jī)車受電弓風(fēng)缸檢測(cè)拆裝裝置的設(shè)計(jì),電力機(jī)車,受電弓風(fēng)缸,檢測(cè),拆裝,裝置,設(shè)計(jì)
畢 業(yè) 設(shè) 計(jì)（論 文）
英 文 文 獻(xiàn) 翻 譯
學(xué)生姓名：
艾波濤
學(xué) 號(hào)：
0515011233
所在系部：
機(jī)械工程系
專業(yè)班級(jí)：
05gb機(jī)制本（2）班
指導(dǎo)教師：
王小平 高工
日 期：
二○○九年六月
10
Brief electric locomotive
Non-electric locomotive prime mover itself, by the acceptance of the Catenary current as a source of energy delivered by the traction motor drive the wheels of locomotives. Electric locomotive with power, and thermal efficiency, high speed,overloading strong and reliable operation of the major advantages and do not pollute the environment, especially suitable for heavy transport and tunnel rail link and more, steep slope and the mountain railway.
Electric locomotive is from the contact-line access to electricity, supply catenary current electric locomotives have two types of DC and AC. Since the current system is different from the electric locomotives used are not the same, basically can be divided into straight - DC Electric Locomotive, to pay - DC Electric Locomotive, to pay - directly - the exchange of the three types of electric locomotives.
Direct - DC electric locomotive system using DC power supply, which are equipped with traction substation rectifier device, it will after the three-phase alternating current into direct current, and then sent to the Internet. Therefore, the electric locomotive can be obtained directly from the contact with the supply of DC Series DC traction motor used to simplify the equipment on the locomotive. The disadvantage is that the DC system voltage catenary low, generally l500V or 3000 V, contact wire request is rough, it is necessary to consume a large amount of non-ferrous metals, construction investment has increased.
TAC - AC DC electric locomotive power system, the majority of the world's countries have adopted frequency (50Hz) exchange system, or the 25 Hz low-frequency communication system. In this power system, three-phase AC traction substation will change the frequency of 25 kV single-phase AC electric industry to access the Internet after. However, the use of electric locomotives on the remains of DC Series Motor (the largest advantage of this motor speed control is simple, as long as the change in motor terminal voltage can be easily realized in a wide range of speed of locomotives. However, this kind of motor as a result of a commutator, so that both manufacturing and maintenance complex, the size is also larger), the alternating current into direct current task to complete in the locomotive. Since the catenary voltage DC system than to raise a lot of contact with the wire diameter can be relatively reduced, a reduction of the consumption and production of non-ferrous metals do not invest. Therefore, the frequency of the exchange system has been widely used in the world is paying the vast majority of electric locomotive - DC Electric Locomotive.
Pay - directly - the exchange of electric locomotive AC traction motor without commutator (that is, three-phase asynchronous motor), such motors in the manufacturing, performance, features, size, weight, cost, maintenance and reliability than the commutator motor much superior. It is the long delay in the application of the electric locomotive, the main reason is speed more difficult. This locomotive traction with excellent ability, is very promising. German-made electric locomotive E120 is such a locomotive.
The working principle of electric locomotive, the current contact wire, stood the locomotive pantograph After entering the main circuit breaker re-entering the main transformer, alternating current from the main traction transformer winding through silicon rectifier unit, the two groups of six parallel to the traction motor focus on the supply of direct current to produce torque traction motor, electrical energy into mechanical energy, through the transmission gear-driven locomotive drive wheels turning.
Pantograph
Features: electric traction locomotive power from the catenary to obtain the electrical equipment installed in the locomotive or motor car roof.
?? Construction: Single-arm pantograph can be divided into two bow bow and arms by the skateboard, the framework, the next boom (bow with arms under the framework), chassis, or bow springs, cylinder drive to support the insulator and other components. In recent years the use of bow arm.
Action principle:
(1)bow up: electro-pneumatic valve by compressed air evenly into the drive cylinder, the cylinder piston within the cylinder compression spring bow down, bow or spring at this time so that the next boom rotation, raised his skateboard on the framework and by pantograph uniform increase near the contact line when there is a slow stagnation, and then contact the contact line rapidly.
(2) bow down: Transmission of compressed air cylinder valve to withstand the rapid pantograph buffer row into the atmosphere, in the spring bow down under the arch or to overcome the spring force, so that the pantograph to drop rapidly from the catenary.
By the quality of load current flow through the contact line and pantograph slide plate surface fluency, and engagement with the slide-line contact between the pressure, the transition resistance of the contact area, depending on the pantograph and catenary between interaction.
In order to ensure the smooth flow of traction current, the pantograph and the contact line between the need to have a certain contact pressure. The actual contact pressure arch network consists of four parts: the pantograph or bow system imposed on the skateboard so that the vertical upward force of static contact pressure (usually 70N or 90N); as a result of contact with the hoisting of the flexibility inherent differences in the contact line uplift in the role of the pantograph will rise to varying degrees, so that the pantograph generated in the run up and down vibration, so that a pantograph count the quality of its own related to the alternating up and down the dynamic contact pressure; pantograph in the operation of the air flow generated by an increase in speed with the rapid increase in aerodynamic; pantograph bow of the joints in the process of lifting the damping force generated.
Bow net contact pressure can reflect the intuitive pantograph slide plate and the contact line between the contacts, it must comply with the law of normal distribution, to a certain range. If too small, will increase the off-line rate; if too big, skateboarding and will have a greater contact line between the mechanical wear. In order to ensure reliable pantograph flow of quality, should minimize the pantograph to the balance of quality, increased flexibility in contact with the hoisting of uniformity. The quality of skateboarding and the Electrical and Mechanical Properties of the quality of a great influence by the flow.
Hop off the catenary (overhead railway power network) sub-phase region, the brand often electrified railway in the next to see that the prohibition of double arch is designed to phase in through the insulation will not count the two-phase catenary electrical short circuit, caused by tripping substation generally 30-50 km each will have a phase insulation, which is due to the reduced voltage drop of the catenary, the maintenance of high voltage catenary, but the use of the autotransformer catenary section, the distance will be more than long, in fact, is the use of single-arch, as the existence of the two-phase short-circuit fault, too much of the time, if we do not bow down, then the pantograph in phase with one broken will be opened when the arc, the arc in the operation are likely to be stretched, pulled up another phase, the same will be short, so do not try to double-arch, and only in contact with bad weather adverse circumstances double bow, such as snow, that is, single-arch, in the paragraph should have insulation down, of course, this is too much trouble, so the technology is now in the roof plus a current sensing device, when the sensor failed to catenary current when, for example, too much of the time, automatic gates, we can solve this problem, the sensors of the current time, and then automatically switch on, of course, such a device, only a relatively new type of electric locomotive will have, such as , SS7 locomotive modular, SS9 modified "the prohibition of double-arch" of the signs, only to see both sides of electrified railway.
Electric locomotive which the bow is the part of phase with the electric wire, also known as the pantograph. There are two electric locomotive bow, usually only after the bow (bow after bow before the non-use of the reason for this is that in order to prevent the arch wire friction material may fall into the damaged locomotive locomotive); only in inclement weather such as rain and snow , bad only when the use of dual-arch.
?The use of electrified railway from the current three-phase generator, in order to prevent migraine generator set, from time to distance, about 30 ~ 50 km, it is necessary to replace a similar line. Replacement of the contact point near the line, the train passed by inertia. If the train using a dual-arch, the first point of contact through the arch, and then bow contact point has not yet adopted, it means that the occurrence of two-phase short-line access, which is to be avoided. Therefore, in the vicinity of contact point, there will be "the prohibition of double-arch" of the signs.
Electrical (electricity workflow): Catenary -> pantograph -> main transformer -> traction motor -> return lines
Mechanical principle (power transmission): traction motor -> wheel -> car -> traction bar -> body -> Couplers
電力機(jī)車簡述
電力機(jī)車本身不帶原動(dòng)機(jī)，靠接受接觸網(wǎng)送來的電流作為能源，由牽引電動(dòng)機(jī)驅(qū)動(dòng)機(jī)車的車輪。電力機(jī)車具有功率大、熱效率高、速度快、過載能力強(qiáng)和運(yùn)行可靠等主要優(yōu)點(diǎn)，而且不污染環(huán)境，特別適用于運(yùn)輸繁忙的鐵路干線和隧道多，坡度大的山區(qū)鐵路。
電力機(jī)車是從接觸網(wǎng)上獲取電能的，接觸網(wǎng)供給電力機(jī)車的電流有直流和交流兩種。由于電流制不同，所用的電力機(jī)車也不一樣，基本上可以分為直-直流電力機(jī)車、交-直流電力機(jī)車、交-直-交流電力機(jī)車三類。
直-直流電力機(jī)車采用直流制供電，牽引變電所內(nèi)設(shè)有整流裝置，它將三相交流電變成直流電后，再送到接觸網(wǎng)上。因此，電力機(jī)車可直接從接觸網(wǎng)上取得直流電供給直流串勵(lì)牽引電動(dòng)機(jī)使用，簡化了機(jī)車上的設(shè)備。直流制的缺點(diǎn)是接觸網(wǎng)的電壓低，一般為l500V或3000 V，接觸導(dǎo)線要求很粗，要消耗大量的
有色金屬，加大了建設(shè)投資。
交-直流電力機(jī)車采用交流制供電，目前世界上大多數(shù)國家都采用工頻（50Hz）交流制，或25 Hz低頻交流制。在這種供電制下，牽引變電所將三相交流電改變成25 kV工業(yè)頻率單相交流電后送到接觸網(wǎng)上。但是在電力機(jī)車上采用的仍然是直流串勵(lì)電動(dòng)機(jī)（這種電動(dòng)機(jī)最大優(yōu)點(diǎn)是調(diào)速簡單，只要改變電動(dòng)機(jī)的端電壓，就能很方便地在較大范圍內(nèi)實(shí)現(xiàn)對(duì)機(jī)車的調(diào)速。但是這種電機(jī)由于帶有整流子，使制造和維修都很復(fù)雜，體積也較大），把交流電變?yōu)橹绷麟姷娜蝿?wù)在機(jī)車上完成。由于接觸網(wǎng)電壓比直流制時(shí)提高了很多，接觸導(dǎo)線的直徑可以相對(duì)減小，減少了有色金屬的消耗和建沒投資。因此，工頻交流制得到了廣泛采用，世界上絕大多數(shù)電力機(jī)車也是交-直流電力機(jī)車。
交-直-交流電力機(jī)車采用交流無整流子牽引電動(dòng)機(jī)（即三相異步電動(dòng)機(jī)），這種電動(dòng)機(jī)在制造、性能、功能，體積、重量、成本、維護(hù)及可靠性等方面遠(yuǎn)比整流子電機(jī)優(yōu)越得多。它之所以遲遲不能在電力機(jī)車上應(yīng)用，主要原因是調(diào)速比較困難。這種機(jī)車具有優(yōu)良的牽引能力，很有發(fā)展前途。德國制造的E120型電力機(jī)車就是這種機(jī)車。
電力機(jī)車的工作原理，接觸導(dǎo)線上的電流，經(jīng)受電弓進(jìn)入機(jī)車后經(jīng)過主斷路器再進(jìn)入主變壓器，交流電從主變壓器的牽引繞組經(jīng)過硅機(jī)組整流后，向六臺(tái)分兩組并聯(lián)的牽引電動(dòng)機(jī)集中供應(yīng)直流電，使?fàn)恳妱?dòng)機(jī)產(chǎn)生轉(zhuǎn)矩，將電能轉(zhuǎn)變?yōu)闄C(jī)械能，經(jīng)過齒輪的傳遞驅(qū)動(dòng)機(jī)車動(dòng)輪轉(zhuǎn)動(dòng)。
受電弓
功能：電力牽引機(jī)車從接觸網(wǎng)取得電能的電氣設(shè)備，安裝在機(jī)車或動(dòng)車車頂上。
構(gòu)造：受電弓可分單臂弓和雙臂弓兩種，均由滑板、上框架、下臂桿（雙臂弓用下框架）、底架、升弓彈簧、傳動(dòng)氣缸、支持絕緣子等部件組成。近年來多采用單臂弓。
動(dòng)作原理：
?。?）升弓：壓縮空氣經(jīng)電空閥均勻進(jìn)入傳動(dòng)氣缸，氣缸活塞壓縮氣缸內(nèi)的降弓彈簧，此時(shí)升弓彈簧使下臂桿轉(zhuǎn)動(dòng)，抬起上框架和滑板，受電弓勻速上升，在接近接觸線時(shí)有一緩慢停滯，然后訊速接觸接觸線。
?。?）降弓：傳動(dòng)氣缸內(nèi)壓縮空氣經(jīng)受電弓緩沖閥迅速排向大氣，在降弓彈簧作用下，克服升弓彈簧的作用力，使受電弓迅速下降，脫離接觸網(wǎng)。
受流質(zhì)量負(fù)荷電流通過接觸線和受電弓滑板接觸面的流暢程度，它與滑板與接觸線間的接觸壓力、過渡電阻、接觸面積有關(guān)，取決于受電弓和接觸網(wǎng)之間的相互作用。
為保證牽引電流的順利流通，受電弓和接觸線之間必須有一定的接觸壓力。弓網(wǎng)實(shí)際接觸壓力由四部分組成：受電弓升弓系統(tǒng)施加于滑板，使之向上的垂直力為靜態(tài)接觸壓力（一般為70N或90N）；由于接觸懸掛本身存在彈性差異，接觸線在受電弓抬升作用下會(huì)產(chǎn)生不同程度的上升，從而使受電弓在運(yùn)行中產(chǎn)生
上下振動(dòng)，使受電弓產(chǎn)生一個(gè)與其本身歸算質(zhì)量相關(guān)的上下交變的動(dòng)態(tài)接觸壓力；受電弓在運(yùn)行中受空氣流作用產(chǎn)生的一個(gè)隨速度增加而迅速增加的氣動(dòng)力；受電弓各關(guān)節(jié)在升降弓過程中產(chǎn)生的阻尼力。
弓網(wǎng)接觸壓力能直觀的反映受電弓滑板和接觸線間的接觸情況，它必須符合正態(tài)分布規(guī)律，在一定范圍內(nèi)波動(dòng)。如果太小，會(huì)增加離線率；如果太大，會(huì)使滑板和接觸線間產(chǎn)生較大的機(jī)械磨耗。為保證受電弓具有可靠的受流質(zhì)量，應(yīng)盡量減小受電弓的歸算質(zhì)量，增加接觸懸掛的彈性均勻性?；宓馁|(zhì)量和機(jī)電
性能對(duì)受流質(zhì)量影響很大。
合斷是接觸網(wǎng)（火車頭頂?shù)碾娋W(wǎng)）的分相區(qū)，這種牌子經(jīng)常會(huì)在電氣化鐵路旁看到, 禁止雙弓的目的是為了在通過絕緣分相時(shí), 不會(huì)將接觸網(wǎng)的兩相電短路,造成變電所跳閘, 一般每30-50公里就會(huì)有一個(gè)絕緣分相, 這是因?yàn)橐獪p小接觸網(wǎng)的電壓降,維持較高的接觸網(wǎng)電壓,但在采用自耦變壓器的接觸網(wǎng)區(qū)段,這個(gè)距離就要長的多,其實(shí)就是使用單弓,也一樣存在使兩相電短路的情況,過分相時(shí),如果不降弓,那么受電弓在與其中一相電斷開的時(shí)候會(huì)產(chǎn)生電弧,在運(yùn)行中這個(gè)電弧有可能被拉長,拉到另一相電上去,同樣會(huì)短路,所以,盡量不用雙弓,只有在天氣不良接觸不好的情況下才用雙弓,比如下雪,就是單弓,在過絕緣段時(shí)也要降下來,當(dāng)然,這比較麻煩,所以,現(xiàn)在的技術(shù)是,在車頂上加一個(gè)電流感應(yīng)裝置,當(dāng)感應(yīng)到接觸網(wǎng)沒電流時(shí),比如過分相的時(shí)候,自動(dòng)分閘,就可以解決這一問題,感應(yīng)到有電流了的時(shí)候,再自動(dòng)合閘,當(dāng)然,這種裝置只有比較新形的電力機(jī)車上才會(huì)有,比如,SS7模塊化機(jī)車,SS9改型 “禁止雙弓”的標(biāo)志牌，只有在電氣化鐵路兩旁才能看到。
電力機(jī)車的弓是指它與電線相接的部分，又稱受電弓。電力機(jī)車共有兩個(gè)弓，通常只使用后弓（使用后弓不使用前弓的原因，是為了防止弓與電線摩擦可能掉落的物質(zhì)落到機(jī)車上損壞機(jī)車）；只有在雨雪等惡劣天氣，接觸不良時(shí)，才使用雙弓。
電氣化鐵路使用的電流來自三相發(fā)電機(jī)，為了防止發(fā)電機(jī)偏載，每隔一段距離，大約30~50公里，就要更換一條相線。在更換相線的接觸點(diǎn)附近，列車靠慣性通過。如果此時(shí)列車使用雙弓，在前弓通過接觸點(diǎn)，而后弓還沒有通過接觸點(diǎn)時(shí)，就意味著兩根相線發(fā)生短接，這是必須避免的。因此，在接觸點(diǎn)附近，會(huì)有“禁止雙弓”的標(biāo)志牌。
電氣原理（電的工作流程）：接觸網(wǎng)->受電弓->主變壓器->牽引電動(dòng)機(jī)->回流線
機(jī)械原理（力的傳遞過程）：牽引電動(dòng)機(jī)->輪對(duì)->轉(zhuǎn)向架->牽引桿->車體->車鉤
參考文獻(xiàn)
[1] Wright R T.Processes of Manufacturing.The Coodheart-Willcox Company lnc，1987.
[2] Amstead BH,Ostwald Phillip E,Begeman Myron L.Manufacturing Processes.John Wiely & Sons,1987.
[3] Wakil Sherif D E1.Processes and Design for Manufacturing.Prentice Hall，1989.
[4] Chemov N.Machine Tools.Mir Publishers,1984.
[5] Spotts M F.Design of Machine Elements,1971.
[6] Ametead B H.Manufacturing Process,1987.
[7] Hewitt D E.Engineering Drawing and Design for Mechanical Techinicians,1975.
閱讀書目
[1]Wright R T.Processes of Manufacturing.The Coodheart-Willcox Company lnc，1987.
[2]Amstead BH,Ostwald Phillip E,Begeman Myron L.Manufacturing Processes.John Wiely & Sons,1987.
[3] Wakil Sherif D E1.Processes and Design for Manufacturing.Prentice Hall，1989.
[4] Chemov N.Machine Tools.Mir Publishers,1984.
[5] Spotts M F.Design of Machine Elements,1971.
[6] Ametead B H.Manufacturing Process,1987.
[7]Hewitt D E.Engineering Drawing and Design for Mechanical Techinicians,1975.
[8]機(jī)械制造工程英語選讀，東南大學(xué)，1987.
[9]機(jī)制專業(yè)英語，山東工業(yè)大學(xué)，1986.
[10]Bonetto R.FMS in Practice.North Oxford Academic,1988.
[11]Metalforming Digest.ASM International,1993.
[12]Tannock J D T.Automating Quality Systems.Chapman&Hall,1992.
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