Analysis and Treatment of the Fault of the Control Line of the Air Compressor Contactor of DF8B Locomotive on the Diesel Locomotive Li Hua\Wei Zhenpeng 2 (1. After-sales Service Department of Ziyang Locomotive Co., Ltd., Ziyang, Sichuan 641300, China; 2. Technical Section of Daban Locomotive Division of Inner Mongolia Jitong Railway Co., Ltd. , Inner Mongolia Chifeng 025150 works normally.
1 The problem arises that a new DF8B locomotive associated with a locomotive section is in operation. The air compressor does not hit the wind. The flight attendant reported that the contactors of the two air compressors were stuck, causing the two air compressors to not work, almost causing The machine is broken. Later, the flight attendants used the way of holding the contactor to maintain the locomotive operation. After the locomotive returned to the section, the maintenance personnel boarded the vehicle to check, the wind was normal, and there was no fault. The flight attendant reflected that the fault phenomenon was unstable and required to directly replace the two contactors.
2 Finding the problem Firstly, the two compressors of the air compressor 1YC and YC are in normal operation, and the main contacts are in good condition. Since the locomotive is equipped with the S1001/06-DB-33 contactor of Xi'an Schaltbau, the quality is relatively reliable, and it is unlikely that the two contactors will be stuck at the same time.
After the locomotive passed the transfer line, the maintenance personnel reported that the fault that did not hit the wind appeared again. The technicians from both sides of the plant jointly boarded the vehicle to check. After closing the air compressor switch, the working signal indicator of the air compressor on the console was bright, but no air pressure was heard. The sound of the machine work, according to the electric circuit only after the 2YC contactor is sucked, the normally open auxiliary contact between the line numbers 584 and 576 is closed, and the line of the signal light can be connected, indicating 2YC Wei Zhenpeng (1972-), male, Tongliao, Inner Mongolia ,technician.
The contactor has been sucked, check the two contactors in the electrical cabinet, 2YC has been sucked, but the 1YC contactor has no action. At this time, there should be an air compressor working, and check the working condition of the air compressor in the cooling room. It was found that the piston air compressor NPT5 originally controlled by the 2YC contactor did not work, but the screw air pressure -330A controlled by 1YC was working at the wind, and the control lines of the two air compressors were reversed. Moreover, due to the small operation sound of the screw air compressor, the driver and passengers could hardly hear the working sound of the air compressor under the influence of the noise of the diesel engine, which caused an illusion that both air compressors did not work.
Since the blower valve coil PWF of the air dryer is controlled by the air compressor contactor 1YC, and the 1YC is not electrically connected at this time, the normally closed auxiliary contact between the line numbers 606 and 607 is closed and the electromagnetic blowdown valve is closed. The wind blown by the screw air compressor leaks into the atmosphere through the drain valve, so the total air cylinder pressure is not increased, thereby exposing the design defects, and the other air pump cannot work normally when 1YC is not working.
Because the 1YC contactor is controlled by the screw air compressor, it is also controlled by its own temperature switch and safety pressure switch. If one of the two switches is in the protection state, the 1YC circuit will also be cut off to protect the air compressor. Damaged. First check the temperature and pressure relay between the input and output lines k02 and k04, and then check that the short-wired wiring screw between the temperature relay and the pressure relay is loose, showing the good and bad state under the vibration of the locomotive. The work of the press is correspondingly good and bad. At this point, the working fault of the air compressor of the diesel locomotive is basically checked. We tightened the loose wiring screws and corrected the control of the 1YC and YC contactors on the piston air compressor and the screw air compressor. The locomotive was restored. normal.
3 Fault analysis and improvement measures (1) Because the screw air compressor adopts the continuous air supply mode, the working performance is stable. At present, the diesel locomotive adopts the screw air compressor + piston air compressor mode. In order to protect the screw air compressor, a temperature switch WJ and a safety protection pressure switch YJ are installed on the screw air compressor, and a separate junction box is set up for the installation wiring.
When the oil temperature is higher than 11 °C, the temperature switch acts, the circuit is disconnected, and when the host rotates in the wrong direction or the main body does not completely relieve pressure, the safety pressure protection switch cuts off the air compressor contactor 1YC circuit to stop the air pressure. The unit prevents damage to the screw air compressor.
The schematic is as shown.
It can be seen from the control circuit of the air compressor contactor that the 1YC contactor is controlled by the temperature switch and the pressure protection switch respectively, and the main contact controls the motor of the screw air compressor; the main contact of the 2YC controls the piston type air press. In this failure, just the control lines of the two air compressors are reversed. There have been cases where the locomotive equipped with two screw air compressors was reversed because of the control of the contactor. The unit with no problem was stopped, and the unit with the problem continued to work, causing damage to the unit. Therefore, the locomotive manufacturing unit must pay attention to such problems, strictly implement the process documents in the production process, increase the correct control points of the air compressor in the inspection test, and control the problem before the locomotive leaves the factory.
(2) In the wind source purification device, an electromagnetic blowdown valve PWF is provided. When the air compressor is working, the drain valve is de-energized, and the valve port is closed; when the air compressor stops working, the drain valve is energized, the valve port is opened, and the pump is discharged. The oil-water mixture produced by the wind to ensure the quality of the compressed air.
The internal wiring of the screw air compressor junction box of the vehicle is loosely connected, resulting in no power of the 1YC coil and no suction, so that the sewage valve is in the state of the original sewage valve control circuit, so that although the screw air compressor is running, the total air cylinder cannot When the air is filled, the flight attendant does not accurately identify the fault. Only emergency measures are taken to maintain the locomotive operation. This failure also exposes circuit design flaws.
Partial changes to the circuit are required to solve the above problem: When one of the two air compressor contactors has a working, the electromagnetic blowdown valve should be closed. The modified circuit uses the normally closed interlock of two contactors of 2YC and 1YC to control the power generation of the blowdown valve, as shown.
The improved drain valve control circuit changes the PWF circuit. As long as the air compressor is working, the blowdown valve coil loses power, and the compressed air generated by the other air compressor does not discharge with the drain valve.
(3) The screw connection of the temperature and pressure relay of the screw air compressor is the direct cause of this failure. The aspect is that the manufacturing process is not fastened in place, and on the other hand, the vibration screw is gradually loosened as the locomotive is used. Eliminating similar problems requires the joint efforts of the factory and the application units to improve the quality of the products, improve the professional quality of the passengers and maintenance personnel, and improve the ability to temporarily dispose of the problems. If the flight attendant on the way sees that the air compressor signal light on the console is on, it means that the air compressor contactor 2YC has been activated. In this fault, only two YC contactors are replaced and put into operation. The fault will not be eliminated and will definitely affect. Normal railway transportation order.
4 Conclusion The seemingly simple air compressor work failure includes the reasons for design, manufacturing, and maintenance. Therefore, the manufacturing unit has inspected and rectified the locomotives in the factory and added inspection items. The unit used DF8B locomotives. The sewage pumping circuit of the wind source purification device has been simplified and practically modified; the passengers and maintenance personnel have further improved their skills and gained experience and lessons. At present, domestic locomotive manufacturers are entering the international market more and more, and the number of export locomotives is increasing rapidly. As long as there are reliable product quality and high technology content, domestic locomotives can gain a foothold in the international market and further increase the international market share. In the international stage, it will be a show.
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