The HXn3 locomotive wind source system has two motor-driven screw-type air compressors, which provide redundancy in a sense. The displacement of each air compressor is 2400 L/min. The air compressor is installed close to the locomotive. In the cooling room at both ends, below the upper plane of the chassis and below the diesel cooling water system. These two screw air compressors are air supply control systems for locomotives and trains and all other auxiliary air supply devices, including an integrated, highly efficient pressurized air aftercooler and oil cooler. The air compressor motor is powered by a separate inverter, and the EMDCA9 auxiliary generator supplies the inverter with a variable voltage, variable frequency power supply. The pressurized air generated by the air compressor is stored in three total air cylinders mounted below the undercarriage. The EMD EM2000 computer control system controls the operation of the two motor-driven screw air compressors.

Whether the air compressor can work normally will directly affect the normal operation of the locomotive online. The main fault of the current HXn3 locomotive air compressor is that the air compressor inverter is locked, resulting in the air compressor not working properly. According to the working principle of the air compressor and the starting performance of the AC motor, this paper summarizes and analyzes the main causes of the air compressor and proposes countermeasures.

2 The census of air compressors with locomotives As of mid-February 2012, the Tongliao locomotive section is equipped with 205 HXn3 locomotives. In the operation, the air compressor inverter lock failure, the air compressor under current, the air compressor inverter communication fault, the air compressor rectifier burning fault, etc., will cause the locomotive air compressor to not wind, in operation The total air cylinder pressure drops, and the automatic decompression of the train tube forces the train to stop, which has a great impact on the transportation production order. Since the 5th week of 2009 Guoqiang (1980*), male, Liaoning Chaoyang, engineer.

Since the beginning of the month, I have used the HXn3 locomotive, 36 cases due to the above-mentioned several kinds of faults, 97 pieces of temporary repair, and an average of 85 pieces per day.

There are two kinds of air compressors for HXn3 locomotives: the locomotives before No. 87 were equipped with air compressors produced by Jiaxiang, Shijiazhuang, and the No. 87 cars and later were screw-type air compressors produced by Knorr-Bremse. There are also two types of air compressor inverters installed: the 136 car was previously equipped with an inverter manufactured by EMD, and the 136 car and later used Changsha's general-purpose inverter.

3 Analysis of the cause of the failure Through the test of the air compressor faulty locomotive data and the on-line tracking and multiplication, the main causes of the fault are as follows.

(1) Air compressor inverter overvoltage lock. The input voltage of the air compressor inverter is provided by the locomotive auxiliary generator, and the three-phase AC output of the auxiliary generator is rectified and connected to the input end of the air compressor inverter. Normally, the auxiliary generator output voltage is 160~440V three-phase alternating current (changing with the diesel engine speed), after rectification, it becomes 760V DC, and the air compressor inverter working voltage is 160~780VDC. The excitation voltage is the charging voltage of the battery. When the outside temperature is low in winter, the charging voltage of the battery will rise automatically, causing the excitation of the secondary generator to increase the output voltage, causing the DC voltage input to the inverter of the air compressor to exceed 780V. The transformer overvoltage is locked.

(2) Air compressor inverter over current lock. When the diesel engine is idling at 325r/min, the output voltage of the auxiliary generator is lower. At this time, the current of the air compressor is higher when the air compressor starts. In addition, the ambient temperature in winter is low, and the air temperature of the air compressor is lower, which increases the viscosity and increases the air pressure. The starting torque of the machine motor, the overvoltage detected by the air compressor inverter will lock the protection.

(3) Air compressor inverter lock caused by electromagnetic interference. Through the test of the locomotive with frequent locking of the air compressor inverter, it is found that the locomotive is loaded in the diesel engine 1 000r/min. The DC compressor of the air compressor inverter: HXn3 locomotive air compressor failure cause analysis and countermeasure input voltage Very high (about 730V), and the instantaneous value will be higher (800V or more), exceeding the threshold value of the DC input voltage of the inverter, causing the inverter protection lock, and this phenomenon will be more obvious when loading, indicating There is electromagnetic interference.

(4) The influence of the high temperature of the air compressor oil on the air compressor. The temperature of the air compressor oil is too high. When it exceeds 105*C, it is transmitted to the host computer of the locomotive through the high temperature sensor. After receiving the high temperature signal, the host computer will automatically cut off the power supply circuit of the inverter of the air compressor to make the air compressor. Can't get electricity. The main reason for the high oil temperature is that the air compressor oil cooling radiator is blocked and the oil is not cooled. Second, the air compressor oil is dirty and the pipeline is blocked, which can not be properly circulated and cooled. The third is that the temperature sensor itself is falsely reported due to grounding short circuit. Warm high.

There is no special air check valve designed and installed between the air compressor of the locomotive and the total air cylinder. The air pressure maintenance valve is used to isolate the air outlet of the total air cylinder and the air compressor. The pressure maintaining valve apron is often subjected to high-pressure air from the total air cylinder. After a long time, the rubber ring breaks and leaks air, and the air pressure of the total air cylinder cannot be isolated and enters the pressure chamber of the air compressor, resulting in high air pressure of the air compressor, resulting in oil and gas. The separator pressure is high and the air compressor automatically protects the machine from stopping.

(6) The influence of the Knorr air compressor no-load starter valve on the air compressor. Knoll air compressor no-load starting device is controlled by mechanical air cylinder. Due to design reasons, the card is often broken. When the air compressor is blowing, the air passage cannot be automatically closed. The air compressor often turns but does not supply to the total air cylinder. Wind, long-term operation caused the air compressor undercurrent operation failure.

(7) The influence of the inverter communication board produced by Changsha in general on the air compressor. The communication between the communication board and the computer host often fails. The main reason is that the communication interface of the communication board does not match the communication CAN bus. Although the air compressor can work normally, the computer host does not detect the signal and will automatically remove it. The working power of the air compressor inverter keeps the air compressor from hitting the air.

The first reason is that the air compressor rectification device is insured and the quality of the diode is poor. Secondly, the cooling fan is insured and the contactor is burnt out due to poor quality of the cooling fan. The fan does not turn, and the oil temperature on the line is high and the locomotive stops unloading. When the cooling fan is burned out, there may be a joint failure. At the moment of the burnout of the fuse, the air compressor rectifying device adjacent to it is burned by the arc.

4 Countermeasures (1) By installing the 39 version software modification, the input voltage threshold of the air compressor inverter is increased from 780V to 850V, which can meet the requirements of the air compressor inverter hardware voltage of 1 200V. Modifications from the software only prevent overvoltages caused by transient fluctuations in voltage and do not affect the performance of the air compressor inverter hardware. On the other hand, a 0.08n resistor is connected in series with the secondary generator field winding to alleviate the voltage spike caused by the increase in field current.

(2) By installing the 39 version software modification, the air compressor no-load starting time is extended, and the original set 3s is changed to the current 9s. In this respect, the air compressor is completely started under no-load, avoiding the current at the instant start. Too large; the other side also preheats the lubricating oil to ensure that the starting current of the air compressor motor rises smoothly, preventing the air compressor from starting overcurrent, causing the air compressor current protection to stop.

Covering and installing terminal resistors for locomotives without CAN bus terminating resistors, reducing external interference of the circuit and preventing communication failure or other influence of the air compressor inverter caused by electromagnetic interference of the main circuit AC system to the air compressor control circuit.

(4) Focusing on the problem of high temperature of air compressor oil, it is mainly to solve the three problems: it is to use the time of annual repair and spring and autumn locomotive refurbishment, to get the air compressor oil radiator to get off the car, to reload after purging, In the daily operation, it is found that there is a blockage phenomenon according to this repair process; the second is to regularly replace the air compressor oil and oil filter to ensure the quality of the air compressor oil; the third is the air compressor temperature in each regular maintenance The sensor is disassembled and inspected and sealed with a special sealant to ensure that it does not contain water and remains dry.

(5) The relevant technical personnel on the segment and the air compressor manufacturer jointly determine the installation of the air compressor check valve, and report this plan to the Ministry of Railways Locomotive Joint Office, EMD Company and Dalian Locomotive and Rolling Stock Co., Ltd. (hereinafter referred to as Dalian) The factory has filed a special check valve between the air compressor pressure maintenance valve and the locomotive total air cylinder.

(6) Co-investigate the structure of the air compressor no-load starting device with the Knorr-Air compressor production agent Nankou Air Compressor Factory, and finally conclude that the air-loaded diaphragm of the no-load starter valve can not be properly closed, and the inside of the valve plate will be closed. After the hole diameter expansion and transformation, the loading test was normal.

(7) The communication failure of the domestically produced air compressor inverter is fed back to the Changsha Generalized Inverter Factory. After the factory focuses on adjusting the internal terminal resistance of the communication board, the loading test results show that the communication failure rate is significantly reduced, but There is still a communication failure, and the Changsha Generalized Inverter Factory is also exploring the next step of the transformation.

Good quality air compressor rectification device fuses and diodes to reduce the damage caused by the air compressor rectification device burning. The locomotive section should strengthen communication with EMD and Dalian plants, and take measures to reduce the damage caused by the air compressor rectification device, including the census of the cooling fan safety mounting plate and the bracket for grinding, and the use of good quality fan motor. (Feedback information to Dalian Plant, Xi'an Xima Motor Factory, Weihai Diesel Engine Factory).

5 Emergency treatment method for air compressor failure during operation on the line HXn3 locomotive often has air compressor failure during operation. In order to ensure air compressor failure during locomotive operation without affecting transportation efficiency, the organization uses a high level of workshop technology. The flight attendants, the after-sales service personnel of EMD company and Dalian factory, the technical engineers of the technical department of the locomotive section and the technical backbone of the inspection workshop jointly studied the emergency treatment methods for the failure of the air compressor series, and sent people to practice on the line to finalize the air compressor. Emergency troubleshooting method for faults.

(1) If an air compressor fails, it can be maintained without operation.

(2) If two air compressors fail at the same time, or an air compressor can not meet the operational needs, the following reset operations can be performed: main handle idle position, reversing handle neutral position, disconnecting air compressor circuit breaker and computer After controlling the circuit breaker 608, the air compressor circuit breaker is closed first, then the computer control circuit breaker is closed, and the operation of the air compressor after the reset is observed. Calculate multibody system dynamics. Beijing: Higher Education Press, State. If the air compressor can work normally, it can maintain the operation; if it still can't work normally, it should check the oil level and oil temperature of the air compressor. When the oil level is too low, the oil should be added to maintain the operation. If the oil temperature is high, it can be protected. Disassemble the radiator cover and simply handle the foreign matter blocked by the radiator.

(3) When the sub-class driver handles the fault, the driver must be in the control position, always pay attention to the FIRE display alarm message, and the alarm countdown immediately presses the FIRE display to cancel the alarm to prevent the penalty brake.

(4) If the double-seat driver has this fault, there is no need to stop the treatment, and the single-seat driver must stop to handle the fault.

6 Implementation effect By adopting the above-mentioned series of measures, the HXn3 locomotive running on the line is obviously due to the main failure of the air compressor, and the repair and expansion rate are obviously reduced. The parts greatly improve the normal use efficiency of the HXn3 locomotive and improve the transportation production efficiency.

2邬 Pingbo, Xue Shihai, Yang Chenhui. Dynamic response of high-speed passenger car based on elastic car body model J. Journal of Transportation Engineering, 2005, 5(2): 5-8. 4 Yan Yan, Fu Maohai. The third edition of the vehicle engineering. Beijing: China Railway Publishing 5 SingiresuS.Rao, Li Xinye, Zhang Minglu. Mechanical vibration version 4. Beijing: Tsinghua University Press, 2009. 6 Zhang Xiong. Computational Dynamics M. Beijing: Tsinghua University Press, 2007. 7 Wang Yucheng. Finite Element Method M. Beijing: Tsinghua University Press, 2003. 8 Hu Yongsheng. Modern rail vehicle dynamics M. Beijing: China Railway Publishing House, speed electric air valve 16DKF electric pickup, locomotive realizes braking deceleration, while Y042 (locomotive overspeed indication, alarm signal) is powered, the status display LCD on the console XSQ displays the "locomotive overspeed" alarm and the buzzer sounds.

When the locomotive speed drops below 40km/h, Y024 and Y042 lose power, 16DKF stops exhausting, and the overspeed alarm disappears.

0 The vehicle speed signal simulation test bench schematic shows that the signal detected by the locomotive speed sensor is instantaneous speed. If the debugging equipment does not meet the requirements during the field operation, the human power simulation speed signal can be used to roughly judge whether the overspeed protection circuit works.

5 Conclusion Through systematic improvement, the application stability of GK locomotive components and the safety and reliability of the control system have been greatly improved, the locomotive operation failure rate has been effectively reduced, the frequent burning of components has been avoided, and the maintenance cost has been saved. The research on the inspection and debugging process has greatly improved the safety and reliability of the GK locomotive during large and medium repairs.

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