A distributed high-pressure common rail system, comprising a fuel tank (1), a fuel delivery pump (2) and fuel injectors (24), wherein the fuel tank (1) is connected to the fuel delivery pump (2), the fuel delivery pump (2) is connected to the fuel injectors (24), the fuel delivery pump (2) is connected to a plurality of distributed high-pressure pumps (10), the plurality of distributed high-pressure pumps (10) are respectively connected to a plurality of distributed oil rails (19), each distributed high-pressure pump (10) is provided with an oil outlet valve (8) and an oil inlet valve (9), and each distributed oil rail (19) is connected to a plurality of fuel injectors (24). The common rail system is in a distributed arrangement, and by means of the high-pressure pumps (10), which are driven by a camshaft, and distributed common rail pipes, the modification cost of a diesel engine can be greatly reduced, and the universality of parts can also be ensured.
The present invention relates to a flywheel housing, in particular to a split-type flywheel housing integrating a heat dissipation air duct and an EGR support, comprising a flywheel housing. An engine support is provided on the external circumferential surface of the flywheel housing; a recessed positioning circle is provided in a flange end of the rear end of the flywheel housing, and a mounting port for abutting and mounting an output end of a crankcase is formed on the front end surface of the flywheel housing; a connecting port is formed in the top of the flywheel housing; the connecting port is connected to an EGR support mounting seat; a heat dissipation air duct opening for heat dissipation is formed in a side surface of the EGR support mounting seat, and an EGR cooler is provided on the top surface of the EGR support mounting seat. According to the present invention, an axial space of the flywheel housing is utilized, such that the EGR support mounting seat is integrated above the flywheel housing, and the characteristic that the EGR cooler is suitable for being mounted at a high position, such that the function of a generator heat dissipation air duct is integrated below the EGR support mounting seat, so as to facilitate the compactness and lightweight of the overall design of a generator set.
F16M 1/021 - Frames or casings of engines, machines, or apparatusFrames serving as machinery beds for reciprocating engines or similar machines for housing crankshafts
F02M 26/12 - Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems characterised by means for attaching parts of an EGR system to each other or to engine parts
A chassis assembly and welding method, which uses a chassis flexible assembly jig. The chassis flexible assembly jig is provided with a jig base (1) for mounting each assembly jig component unit, and further comprises: a supporting unit, a positioning unit, a side pressing unit, a top pressing unit, an aligning unit and a scribing unit. The welding method specifically comprises: assembling a first middle beam and a second middle beam, assembling two side beams, assembling a rear end beam, checking gaps, welding positioning welds, assembling a front end beam, welding positioning welds, and completing final welding.
B23K 31/02 - Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by any single one of main groups relating to soldering or welding
B23K 31/00 - Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by any single one of main groups
B23K 37/04 - Auxiliary devices or processes, not specially adapted for a procedure covered by only one of the other main groups of this subclass for holding or positioning work
4.
VEHICLE BODY FOR USE IN REMOTE-CONTROLLED DRIVING OF LOCOMOTIVE
The present invention relates to the field of locomotives, and in particular, to a vehicle body for use in remote-controlled driving of a locomotive. The locomotive comprises an end chamber 1, a cover shell, an end chamber 2, and a frame. The end chamber 1, the cover shell, and the end chamber 2 are sequentially mounted on the frame. A sealing strip is arranged between the cover shell and the end chamber 1, and a sealing strip is arranged between the cover shell and the end chamber 2. The frame is composed of end portions, a traction beam, middle beams, corridor side beams, an auxiliary weigh beam 1, an auxiliary weigh beam 2, and step ladders. Two end portions are fixed at two ends of two parallel middle beams, respectively, and the step ladders are provided at left and right sides of the end portions, respectively. The traction beam, the auxiliary weigh beam 1, and the auxiliary weigh beam 2 are sequentially disposed between the two middle beams, and the corridor side beams are disposed on the middle beams. The present invention improves sealing performance of the vehicle body by arranging sealing strips between the end chamber 1 and the cover shell, and between the cover shell and the end chamber 2. By means of the frame composed of the end portions, the traction beam, the middle beams, the corridor side beams, the auxiliary weigh beam 1, the auxiliary weigh beam 2, and the step ladders, the requirements of autonomous driving are met, and structural strength is improved.
A novel engine oil adjusting valve, relating to the technical field of engine oil adjusting valves. The novel engine oil adjusting valve comprises a housing (1), the left side of the housing (1) being provided with an engine oil outlet (2), and the engine oil outlet (2) being communicated with a filtered engine oil cavity (3); an engine oil filter (4) being provided in the middle of the filtered engine oil cavity (3); the left side of the engine oil filter (4) being communicated with an unfiltered engine oil cavity (5); the left side of the unfiltered engine oil cavity (5) being provided with a first oil hole (6), and the lower portion of the unfiltered engine oil cavity (5) being provided with a main-oil-gallery oil inlet (7); the first oil hole (6) being communicated with a cavity to be subjected to discharge (8); a piston push rod (10) being provided in the cavity to be subjected to discharge (8), and a spring mounting cavity (11) being formed below the cavity to be subjected to discharge (8); and the spring mounting cavity (11) being internally provided with a spring (12), and being provided with a third oil hole (13) in the left side. The engine oil pressure behind the filter is directly adjusted by means of controlling the flow of engine oil in front of the filter, keeping the pressure of filtered engine oil in a stable state, achieving high adjustment accuracy, and prolonging the service life of engine oil filters.
A hybrid shunting locomotive traction control method. When a locomotive enters a traction working condition, a vehicle control unit calculates a target traction force according to a driver controller handle level, a power battery state, a generator set state, and a locomotive speed which are collected; the vehicle control unit sends the target traction force to a traction inverter control unit by means of a network, and a traction inverter of the traction inverter control unit generates a variable-frequency variable-voltage three-phase alternating current according to the target traction force to drive a traction motor, so as to realize output of the traction force of the locomotive.
An axle drive system lubricating and sealing structure, comprising an axle (1), wheels (2), a gear box (3), an axle box (4), and a traction motor (5); the torque outputted by the traction motor (5) is transmitted to the axle (1) and the wheels (2) by means of a driven gear (7) and a driving gear (13) in the gear box (3), and the bottom of the gear box (3) is equipped with lubricating oil for splash lubrication of the driven gear (7), the driving gear (13), and a motor bearing (16); the axle drive system lubricating and sealing structure has a reliable static sealing and dynamic sealing structure, and can effectively prevent gear oil leakage, thereby ensuring the amount of gear oil in the gear box (3) and ensuring the stability of lubrication of the gears and the bearing.
The present invention relates to the technical field of thin-walled electrical cables, and more particularly, relates to a low-halogen thin wall insulated electrical cable for a locomotive. The low-halogen thin wall insulated electrical cable comprises a conductor. The conductor is coated with a halogen-free flame retardant insulation layer, and an outer surface of the halogen-free flame retardant insulation layer is coated with a low-halogen flame retardant sheath layer. In the present low-halogen thin wall insulated electrical cable for a locomotive, a conductor is coated with a halogen-free flame retardant insulation layer and a low-halogen flame retardant sheath layer to form a thin-walled electrical cable, such that the flame retardant performance of the thin wall insulated electrical cable can be effectively improved. A high-temperature-resistant oil-resistant rubber is added to the halogen-free flame retardant insulation layer and the low-halogen flame retardant sheath layer, such that the electrical cable has improved oil resistance and flexibility and enhanced low-temperature resistance. Use of the low-halogen flame retardant sheath layer increases light transmittance of the thin-walled electrical cable, and ensures that the smoke density thereof is lower than 20%, thereby effectively improving performance of the electrical cable.
H01B 7/295 - Protection against damage caused by external factors, e.g. sheaths or armouring by extremes of temperature or by flame using material resistant to flame
An internal combustion locomotive cab having a multistage collision protection function, the internal combustion locomotive cab comprising a cab upper top cover (1), a cab lower fence (2), a vehicle body underframe (3) and a cab rear end wall (4), wherein the cab lower fence (2) is composed of a front end wall (5), a side wall (6) and a rear end wall (7), a buffer and energy absorption device I (8) is arranged at the front end of the vehicle body underframe (3), and a buffer and energy absorption device II (9) is arranged at the front end of the front end wall (5). The buffer and energy absorption devices are arranged at the front end of the vehicle body underframe and the lower portion of the front end of the cab, and the structure of the lower portion of the cab is designed as an integral frame structure, thereby constructing multistage safety protection measures for the internal combustion locomotive cab. The buffer and energy absorption devices are arranged at the front end of the vehicle body underframe and the lower portion of the front end of the cab in a relatively independent rectangular array manner, thereby giving full play to the protection effect of the buffer and energy absorption devices on the structure of the cab in a collision process, and fully utilizing locomotive space.
A bridge inspection vehicle bogie having an instability prevention function comprising a frame (1) and a wheel set (2) mounted at the bottom of the frame (1). The frame (1) is H-shaped, and comprises a first side beam (1-1), a second side beam (1-2), and a cross beam (1-3). A power device (3) is mounted on the cross beam (1-3). The power device (3) is connected to an axle of the wheel set (2). A brake device (4) is mounted at the bottom of the frame (1). The brake device (4) is connected to a wheel of the wheel set (2). Side bearings (5) for supporting a vehicle body are provided on the first side beam (1-1) and the second side beam (1-2). A traction device (6) is fixed to a middle portion of the cross beam (1-3). A locking device (7) is fixed between the frame (1) and the vehicle body. The locking device (7) comprises a hook structure (8) and a lifting cylinder (9) for locking the hook structure (8). The bogie counteracts deflection torque caused by shifting of the center of gravity of a load borne by the bogie, thereby preventing the bogie and the vehicle body from becoming unstable relative to each other.
B60P 3/00 - Vehicles adapted to transport, to carry or to comprise special loads or objects
B62D 21/02 - Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
B60K 1/00 - Arrangement or mounting of electrical propulsion units
11.
AIR DUCT SYSTEM FOR INTERNAL COMBUSTION ENGINE LOCOMOTIVE
An air duct system for an internal combustion engine locomotive, comprising an air duct body (1). One end of the air duct body (1) is provided with an air inlet (2), and three lower air outlets (3, 4, 5) and an upper air outlet (6) are formed on the air duct body (1) in sequence. A buffer (7) is provided at the air inlet (2) of the air duct body (1), and the air inlet (2) is connected to the buffer (7) by means of a first flow guide plate (8). The tail end of the buffer (7) is provided with two lateral flow guide plates (9). The two lateral flow guide plates (9) are perpendicular to the bottom end face of the air duct body (1), and the inner cavity of the air duct body (1) is divided by the two lateral flow guide plates (9) into three channels. According to the air duct system for an internal combustion engine locomotive, the first flow guide plate (8) is provided to reduce the resistance at the air inlet (2), air at the air outlets is effectively buffered and homogenized by the buffer (7), the lateral flow guide plates (9) evenly distribute and guide the air effectively, an arc-shaped flow guide plate (10) guides the air at the air outlets to effectively reduce air resistance; the air volume error of each air outlet can be accurately adjusted by an air volume correcting and adjusting plate (12), and the air volumes and air pressures of the air outlets are effectively homogenized by a grid plate (11).
A liquid dual-fuel medium-speed diesel engine system and a speed governing control method therefor. The liquid dual-fuel medium-speed diesel engine system comprises a microcomputer, a diesel supply and control loop, and a methanol supply and control loop. The microcomputer is separately connected to the diesel supply and control loop and the methanol supply and control loop. The diesel supply and control loop and the methanol supply and control loop are independent of each other. The liquid dual-fuel medium-speed diesel engine system uses methanol as a liquid fuel, which can be stored and used for refueling under normal temperature and pressure and is convenient and does not leak easily. Moreover, methanol has a flash point of about 10°C, which is much higher than that of a gaseous fuel, and therefore is safer; an engine controlled by the speed governing control method has stable rotational speed and output power during operation, and the speed governing process is stable.
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
13.
POWER BATTERY ENERGY STORAGE-TYPE TRAMCAR CHARGING SYSTEM AND CHARGING METHOD THEREFOR
A power battery energy storage-type tramcar charging system and a charging method therefor, the system comprising: a tramcar (3) that extracts power from a contact rail (2) by using a pantograph (1); a charging control system used for supplying energy; a vehicle-mounted energy storage management system disposed within the tramcar (3); and a ground signal machine (8) disposed within a platform (7). The charging control system consists of a charger (4) and a ground charger controller (5); the contact rail (2) is connected to the charger (4) by means of a cable; and the charging control system and the tramcar (3) are both provided with a WIFI-AP. WIFI-AP technology is used to solve the difficult problem in which a large amount of data is transmitted in real time when a lithium battery is charged. Considering a situation in which uplink and downlink vehicles simultaneously enter a station, because wireless transmission has no directionality, the vehicle-mounted energy storage management system helps the charging control system to distinguish corresponding vehicles by obtaining current platform number information from a signal system, thereby solving the difficult problem of charging vehicle recognition.
Disclosed is a locomotive four-axle bogie, comprising a framework (1). The framework (1) comprises a middle beam (11), a cross beam (12) and side beams (13), wherein at least one cross beam (12) is arranged at intervals on a bottom face of the middle beam (11), and the side beams (13) are arranged on two sides of the cross beam (12); the side beams (13) are provided with axle boxes (2) for being connected to wheel sets (4), and secondary suspension devices (3) are arranged on top faces of the side beams (13); each of the wheel sets (4) comprises two wheels (42) connected via an axle (41); and electric motor suspension devices (5) arranged in the same direction are arranged between the wheels (42), and traction electric motors on the four axles (41) are arranged in the same direction. The framework (1) is of a multifunctional longitudinal beam structure, and the bogie can rotate by a large angle relative to a vehicle body, and has a simple structure, is lightweight, suitable for the operation of locomotives in small-radius curves, has a high small-radius curve passage capacity, low rim abrasion and a long wheel service life. The total height of the bogie is comparable to that of common bogies, and the overall arrangement of locomotives is facilitated.
A bogie adapted to a small radius curve. The bogie comprises a bogie frame body (1), driving motors (6), wheel bodies (7), fork heads (8), traction rod bodies (9), and end heads (10). The wheel bodies (7) are fixedly connected to axles; the axles are rotatably connected to the bogie frame body (1); the bodies of the driving motors (6) are fixed to the bogie frame body (1), and an output shaft end of the driving motor (6) is fixed to the end head of the axle; the fork head (8) is fixed to one end of the traction rod body (9), and the end head (10) is fixed to the other end of the traction rod body (9); the fork heads (8) are fixedly connected to the bogie frame body (1); assembling frames (2) are fixed to the bogie frame body (1); top plates (3) are connected to the openings of the assembling frames (2) in a sliding matching manner; the top plate (3) is fixed to one end of a rubber stack (4); and a roller sliding mechanism (5) is mounted between the assembling frame (2) and the top plate (3). According to the bogie, the roller sliding mechanism can match the assembling frame and the top plate to share most of the horizontal displacement on the rubber stack, so that the rubber stack does not need to be deformed frequently in a large angle, and the service life of the rubber stack is greatly prolonged. Also disclosed is a locomotive.
Disclosed is a transition coupler of a CA-3 type coupler. The transition coupler of the CA-3 type coupler comprises a locked-state CA-3 type coupler coupling structure (1) and a locked-state automatic coupler coupling structure (2), wherein the locked-state CA-3 type coupler coupling structure (1) and the locked-state automatic coupler coupling structure (2) are connected by means of an intermediate connecting portion (3), the locked-state CA-3 type coupler coupling structure (1) comprises a simulated coupler lock (1-1) and a simulated coupler body head (1-2), the locked-state automatic coupler coupling structure (2) comprises a simulated coupler knuckle nose (2-1) and a simulated coupler body head, the simulated coupler body head is composed of a coupler wrist (2-2) and a coupler head impacted surface (2-3), and the connecting portion (3) is composed of an intermediate connecting portion body (3-1) and reinforcing ribs (3-2), wherein the intermediate connecting portion body is used for enabling the locked-state CA-3 type coupler coupling structure (1) and the locked-state automatic coupler coupling structure (2) to be connected and cast into a whole. When the transition coupler of the CA-3 type coupler is used in a locomotive vehicle provided with the CA-3 type coupler for transit, a coupler draft gear does not need to be detached and replaced, and transfer and transition can be achieved as long as the CA-3 type transition coupler is used; and in the process of transfer and transition of the locomotive vehicle, the transition coupler can reduce the working load of detaching and replacing the coupler draft gear, and the time used for transfer and transition can be shortened.
B61G 3/10 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
A novel front-end box of a diesel engine, comprising a box body (1). A supercharge mounting part (3), an oil-gas separator mounting part (5) and a centrifugal oil filter mounting part (4) are provided on the top of the box body (1); an intercooler mounting part (6), a composite cooling water jacket (7), a self-cleaning oil filter mounting part (8), a fuel filter mounting part (9), a center hole (10) for mounting a crankshaft center cover, a high-temperature water pump mounting part (11), an intercooling water pump mounting part (12), a main oil pump mounting part (13), and a common rail fuel pump mounting part (14) are mounted on the box body (1); and an air outlet (15), an oil outlet (16), a high-temperature water outlet (17) and an oil pressure regulating valve mounting part (18) are provided on a back face (2) of the box body. The novel front-end box of the diesel engine has a design of highly integrating a plurality of functions, and oil, water and gas connection and communication between various components and the diesel engine are realized by means of internal casting and processing, avoiding a lot of pipe connections, effectively reducing the occurrence of escaping, bursting, dripping and leaking, and improving the operation reliability of the diesel engine.
A tram drive and traction system employing a pure lithium battery comprises high-power ground chargers (1), a pantograph (2), a high-power pure lithium battery (3), a traction converter (4), a traction motor (5), and a main contactor (6). The high-power pure lithium battery (3) serves as the sole power source of a tram, thereby preventing the aesthetic appearance of a city from being affected by overhead lines, while also avoiding high infrastructure costs. The high-power ground chargers (1) need only be provided at the first and last station among ground stations of the tram in order to rapidly charge the tram and meet power requirements of the entire tram route. Electric energy stored in the high-power pure lithium battery (3) further enables a tram operating on a main line to perform a rescue mission, thereby eliminating the need for a dedicated rescue vehicle, reducing costs, and improving efficiency.
A modularized light-weight internal combustion locomotive body. The locomotive body is composed of a vehicle underframe (1), a fuel tank (4), a steel framework (2) and a modularized casing (3), wherein the vehicle underframe is welded by a fish belly box-type longitudinal beam (5) and a cross beam (6); the fuel tank is mounted in the middle of the underframe; a steel frame mounting base (7) is welded to the upper portion of the fish belly box-type longitudinal beam; a partition wall mounting base (8) is welded to the upper portion of the cross beam; the steel framework is welded by a steel frame (9) and a partition wall (10); the steel frame mounting base, the partition wall mounting base, the bottom end of the steel frame and the bottom end of the partition wall are all provided with bolt holes (18); the vehicle underframe and the steel framework are connected by means of bolts (19); the modularized casing is welded from a sheet steel (11) and a profile (12); a threaded block (13) is welded to the profile; and the modularized casing is connected to the steel framework by means of the bolts. By means of the internal combustion locomotive body, the weight of the locomotive body is greatly reduced, and the production and maintenance are more convenient and economical.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
20.
WIDE-RAIL ALTERNATING AND DIRECT CURRENT TRANSMISSION INTERNAL COMBUSTION LOCOMOTIVE
A wide-rail alternating and direct current transmission internal combustion locomotive, relating to the technical field of internal combustion locomotives. The wide-rail alternating and direct current transmission internal combustion locomotive comprises a locomotive body, an upper part comprising devices installed on the locomotive body, and a lower part comprising a bogie (13), a detachable fuel tank (15) located in a middle portion, and a main air reservoir. The upper part is provided at an upper end of a train carriage (14), and comprises a cab (22), an electric room, a transmission room, a power room, a cooling room, and an auxiliary room. A rear end of the cab (22) is connected to the electric room. A rear end of the electric room is connected to the transmission room. A rear end of the transmission room is connected to the power room. A rear end of the power room is connected to the cooling room. A rear end of the cooling room is connected to the auxiliary room. The lower part is provided at a lower end of the carriage (14) and comprises the bogie (13), the fuel tank (15), and a first main air reservoir (16). The wide-rail alternating and direct current transmission internal combustion locomotive features a highly adaptable structure used for cargo transportation on the Belgrano wide rail line of Argentine National Railways.
mnnmnmm/2 degrees working cycle. When the method is applied to a working cycle of a normal four-stroke diesel engine, half of the cylinders stop working, thereby improving combustion, reducing fuel consumption, and preventing a supercharger exhaust pipe from spraying oil. When a diesel engine is running in an idle state, by disabling some of the cylinders such that the amount of diesel injected into a single working cylinder is increased, diesel injection control precision and atomization performance of a single cylinder is improved, thereby improving combustion, reducing fuel consumption and emissions, and solving the problem of exhaust pipes spraying oil.
A traction control circuit for double-headed locomotives employed upon a failure of one locomotive. The double-headed locomotives comprise a controlled locomotive and a controlling locomotive; the controlled locomotive comprises an adjustable-speed drive WTQ; the controlling locomotive comprises an adjustable-speed drive WTQ, an adjustable-speed drive speed adjustment circuit, an adjustable-speed drive power supply circuit, and a locomotive loading circuit, the adjustable-speed drive speed adjustment circuit comprising a driver controller KZ, and the locomotive loading circuit comprising an excitation contactor LC; the adjustable-speed drive WTQ of the controlled locomotive is connected to the adjustable-speed drive WTQ of the controlling locomotive via a double-heading switch CK, and a local idling switch BDK is connected between the adjustable-speed drive WTQ and the adjustable-speed drive power supply circuit of the controlling locomotive. One end of the local idling switch BDK is connected to a connection line between the adjustable-speed drive WTQ and an adjustable-speed drive power supply of the controlling locomotive, and the other end of the local idling switch BDK is connected to a connection line between a 110 V DC positive power supply and the excitation contactor LC of the locomotive.
B61C 17/12 - Control gearArrangements for controlling locomotives from remote points in the train or when operating in multiple units
H02J 9/02 - Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which an auxiliary distribution system and its associated lamps are brought into service
23.
CIRCUIT FOR ACHIEVING VARIABLE FREQUENCY STARTING OF AC DIESEL LOCOMOTIVE ENGINE BASED ON FOUR-QUADRANT CONVERTER
Provided is a circuit for achieving variable frequency starting of an AC diesel locomotive engine based on a four-quadrant converter, which relates to the technical field of the electric drive system of a diesel locomotive. A four-quadrant converter (31) rectifies and outputs a three-phase alternating current from a main generator (1) to an intermediate DC link, and inverts and outputs an intermediate DC link voltage to the main generator (1) for start-up. A 3-way chopping bridge arm in a traction converter module (32) drives a traction motor (51) to operate. Fourth chopping bridge arms of traction converter modules (32) 2, 3 and 6 regulate a voltage and current to output to a power battery (4) for charging. Fourth chopping bridge arms of traction converter modules (32) 1, 4 and 5 regulate power consumption with respect to a braking resistor (52). A smoothing reactor L1, a precharge resistor R1, and contactors K2, K3, and K4 are arranged between the power battery (4) and the traction converter module (32). The circuit for achieving variable frequency starting of an AC diesel locomotive engine based on a four-quadrant converter does not require a conversion device such as a starting change-over switch and a high-power contactor, and starting of a high-voltage machine through a power battery is faster and easier.
A wireless locomotive double-heading test device comprises a double-heading terminal control box and a remote control, wherein the double-heading terminal control box and the remote control are connected to each other via two wireless modules. The double-heading terminal control box is connected, using a standard 27-pin double-heading connector, to a locomotive. The double-heading terminal control box is directly attached to a tail part of the standard 27-pin double-heading connector. The double-heading terminal control box comprises 27 channel selection switches, 24 digital data isolating and sampling channel, 1 resistive brake simulation data sampling and driving channel, a first single-chip microcontroller, an IO expansion module 1, and an IO expansion module 2. The IO expansion module 1 and the IO expansion module 2 are connected to and arranged on the first single-chip microcontroller. The device is universally compatible to various types of locomotives, requires a small number of operators during a test, has short preparation time and little limitation in testing location, and is simple to coordinate a test.
The present invention relates to the field of internal combustion locomotives, and discloses a ground detection device for a locomotive control loop, and control method thereof. The device comprises a microcontroller unit (MCU), a power supply module, an attenuator circuit, an LED indicator, a protocol converter, and an isolated output. The ground detection device for a locomotive control loop of the present invention has a simple structure, and is applicable to ground detection and balance detection for the voltage of all control loops within the range of 45-120 V.
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