Study on the End Correction of the Oil-free Lubricated Vortex Air Compressor Line of the Urban Rail Transit Train in U City Yin Long 1 Ge Yang 2 Yuan Fucai 3 (1. Tongji University Maglev Transportation Engineering Technology Research Center, 201804, Shanghai; 2. Harbin Engineering College of Mechanical and Electrical Engineering, 150001, Harbin; 3. College of Mechanical and Electrical Engineering, Henan University of Technology, 45007, Zhengzhou / / first author, senior engineer) Analytical method to discuss the interference phenomenon of the tooth end, the correction condition of the tool circle interference, exhaust leakage Coefficient and exhaust smoothness. The minimum correction area of ​​the compressor is analyzed, and the calculation formulas of the disengagement angle, the exhaust angle and the spread angle at the end of the profile are given. The correction results of the tooth end are consistent with the sampling results of the prototype, which verifies the correctness of the analysis. The complexity of the localization research of the oil-free lubricating scroll compressor in the maglev train is reflected in the determination of the profile parameters and the correction of the end of the profile. The working medium of the oil-free lubricating scroll compressor is atmospheric air. Since the air compressor has no oil-assisted sealing, the gas sealing is completely controlled by the precision of the dynamic and fixed scroll, and the precision of the profile is extremely high; The air adiabatic compression process will cause the temperature of the central exhaust chamber to rise by more than 200 ° C. The thermal coupling deformation caused by such high temperature will seriously damage the dimensional accuracy of the tooth end. Therefore, in the correction of the tooth end of the oil-free lubricating scroll air compressor, the clearance correction of the tooth end disengagement is adopted to adapt to the actual working condition. The problem of excessive EA-SA or EA area with clearance correction is introduced, which weakens the strength of the tooth end. The exhaust angle and the leak angle are distinguished, but the effect of the leak is not considered. In this paper, by analyzing the characteristics of the tooth end interference, the disengagement condition of the tooth end correction process under the condition of the actual total leakage coefficient is given. The correction method of the end of the vehicle vortex air compressor type line is proposed and applied to the maglev. The line correction of the oil-free lubrication scroll air compressor of the train. 1 Arc cut correction method with clearance When the vortex air compressor is working, the line end correction of the dynamic and fixed scroll should follow the following three conditions: (1) After the end correction, the static and dynamic scroll has no geometric space. Interference, at the same time should minimize the strength of the weakened tooth end; (2) ensure that the final exhaust chamber pressure is not lower than the rated exhaust pressure; (3) does not interfere with the movement path of the cutting tool. The air compressor line end correction method is as shown. The radius of the base of the fixed scroll is rb, and the angle of the vortex is ". First determine the geometric interference point, namely: the angle of inclination of the minimum radius of curvature (―=/rb) point L, the determined angle of disengagement (exhaust angle) is, 'the static wall of the static scroll curve meshing point JV, the fixed scroll Corresponding meshing point M of the outer wall of the curve, the interference zone LBC of the outer mesh curve of the movable scroll corresponding to the meshing point, the minimum circular cutting point of the tool P. The correction inner wall correction area of ​​the air compressor type end is limited to the vortex line where the PLB is located. For the internal meshing point, in order to reduce excessive correction of the opposite end portions, only the correction points are successively 1 step. That is, the center of the corrected arc should be at the normal line of the vortex line at the tangent point. For external meshing points, geometrically continuous correction is performed while avoiding sharp points. On the static vortex curve, the L, JV, and P points are respectively made to be tangent to the base circle, and the intersection is rounded at the JV and P' points, and the corresponding angles are respectively ZX0! /, ZXON' and ZXOP'. at ZX0! /, ZXON', take the larger value to correct the basic corner; in ZXO! /, ZXOJV' and ZXOP', take the maximum value as the disengagement angle 0*. Take a point Q on the PP' line as the center, use the radius of the tool as the radius of the arc PS, pay PP' at point P, and the static vortex The outer ring intersects at point S; the arc with the radius of + is the center of the Q point, and the arc with the radius of the point M is the circle, the two arcs intersect at the point T; the radius is the center of the point T. The circular arc of the arc is at the U point, and the outer ring of the fixed scroll is at the M point. Arc P! 7 and LM are the arcs sought. The circular arc NIM is tangent to the fixed scroll at point P. The LMSABP curve area is the corrected cut end region. The trajectory of the point M' on the moving scroll curve is indicated by a two-dot chain line. The corrected air compressor suction and exhaust work diagram is as shown. The corrected air compressor suction and exhaust work shows that the motion relationship between the geometrically constrained vortex air compressor and the fixed scroll is corrected by the crank linkage mechanism. The length of the crank is equal to the eccentric distance between the base circle of the stationary and fixed scroll, only OT, and the center of rotation is the center of the base circle of the fixed scroll. At the meshing end, the geometric relationship between the dynamic and static disks cannot meet the required size of the crank-link mechanism. When the relationship is made, mesh interference will occur. 2.1 The initial angle and the tooth end interference relationship establish a Cartesian coordinate system with the center of the static vortex base circle. The static vortex equation curve is 77 (8) and the subsequent cr train continues to follow the moving occlusion tracking operation. It should be noted that when there is one column of C1T on the NC1Th side, the initial range of the NCO is that the NC1T loses the last reported position before communication to the end of the C1T. Since the NC1T cannot report the position, the MAU will not be able to predict its movement, so the range of the NCO will gradually increase with the movement of the front cir. When err leaves the axle section, the end of the NCO is the end of the section. At this time, the NCO is no longer changed until the subsequent C1T is cleaned. 4 Conclusion Car-to-ground communication is very important for the operation safety of CB1TC lines. When there is a situation such as loss of vehicle-to-ground communication, in addition to relying on the protection of existing signal equipment, the control center dispatcher and train driver need to cooperate closely, strictly in accordance with the driving organization. The rule and the vehicle-to-ground communication loss emergency plan restore the line operation. Especially when the train needs to be converted to RM mode or ATP (train automatic protection), the dispatcher should confirm that the line in front of the train is idle, and then inform the driver that the conversion mode continues to run; the on-duty driver should display the operation according to the dispatcher command and the signal, Ensure the safety of the entire line.
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