Electric passenger and freight vehicles for rail transit

Abstract

The present invention provides a rail transit passenger and freight electric vehicle, comprising: a vehicle body; a stator, arranged at the lower end of the vehicle body, the stator can be energized to generate electromagnetic force; a rotor, located at the bottom of the vehicle body and spaced apart from the vehicle body, the rotor can rotate relative to the stator under the action of electromagnetic force. The beneficial effect of the present invention is that the embodiment of the present invention eliminates the axle and bogie in the prior art, adopts the magnetic drive form of the stator and the rotor, and the rotor is only subjected to positive pressure but not bending moment when working, thereby avoiding fatigue damage caused by alternating stress, and achieving the purpose of increasing the service life of the stator and the rotor.

Description

Technical Field

[0001] The invention relates to the field of rail transit, and in particular to a rail transit passenger and freight electric vehicle. Background Art

[0002] my country will focus on developing Chinese standard high-speed EMUs, 30t axle-load heavy-load electric locomotives, intercity fast EMUs, 100% low-floor modern trams, medium and low-speed magnetic levitation systems, and research and develop new vehicle body technology, high-performance bogie technology, a total of 7 key technologies, and focus on developing 7 key components such as high-speed EMU axles / wheels, train braking systems, gear transmission systems, and coupler buffer systems. These include developing lightweight bodies suitable for intercity EMUs and modern trams that meet the requirements of EN12663 standards, developing bogie series with high adhesive weight utilization, excellent dynamic performance, different axle series, and different machine model configurations, breaking through rail adaptability technology, axle / wheel steel quality control technology, and material heat treatment technology, developing high-speed EMU independent axles / wheels, and developing gear transmission systems for different platforms such as high-speed EMUs, intercity EMUs, and trams. New requirements have been put forward for the development of rail transportation equipment, including vehicles.

[0003] There are many types of existing urban public transportation vehicles, including subways, light rails, trams, straddle monorails, suspended monorails, smart rails, cloud rails, trolleybuses, and BRT buses. All of these existing types of transportation vehicles have large passenger capacity and long departure intervals. The structure of the vehicle itself is relatively complex, and rail transit vehicles all use bogies to adapt to the curves of the track lines.

[0004] The current rail transit vehicles have the following problems:

[0005] 1. The matching problem between the vehicle's transport capacity and passenger flow. If the vehicle has a large passenger capacity but few passengers on the platform, the vehicle will be overloaded and many passengers will not be able to get on the bus. On the contrary, if the passenger capacity is small but there are many passengers on the platform, the vehicle will run empty. During peak hours in the morning and evening, the vehicle's transport capacity is less than the passenger flow demand, resulting in vehicle overload and passengers not being able to get on the bus. During off-peak hours, the vehicle's transport capacity is much greater than the passenger flow demand, resulting in empty vehicles and empty running, wasting transport capacity. In addition, during off-peak hours, the departure interval is too large, such as the Beijing subway, which has a departure interval of 6 minutes. This causes passengers to wait too long for the bus. The freight system of modern logistics is also similar to the passenger transport system, which mainly coordinates the loading of single or batch goods on the bus in an organized and orderly manner and disperses them to each freight distribution point.

[0006] 2. The problem of high cost and high operating cost of vehicles. The full life cycle cost of urban rail transit vehicles includes vehicle procurement cost, vehicle operating cost, vehicle maintenance cost, and vehicle recycling and disposal cost. Reducing the manufacturing cost of vehicles can reduce the procurement cost of vehicle sections. When manufacturing vehicles, there are many and complex parts. On the one hand, it will increase the difficulty of manufacturing and increase manufacturing costs. On the other hand, it will cause high operating energy consumption and high maintenance costs. Among them, the vehicle's bogie parts are many and the force conditions are complex. In addition to tension and pressure, the parts of the bogie are also subject to torsion, shear, bending moment, and welding stress. Stress concentration occurs in local parts, resulting in a short life of parts. If the bogie is cancelled, the complexity of vehicle manufacturing can be reduced. In addition to reducing manufacturing costs, it can also reduce energy consumption. Research data shows that if the weight of the vehicle body is reduced by 10%, energy consumption can be reduced by 6% to 8%. Summary of the invention

[0007] The present invention provides a rail transit passenger and freight dual-purpose electric vehicle, so as to achieve the purpose of reducing the vehicle cost, reducing the vehicle weight and reducing the whole life cycle cost.

[0008] The technical solution adopted by the present invention to solve its technical problems is: a rail transit passenger and freight dual-purpose electric vehicle, comprising: a vehicle body; a stator, arranged at the lower end of the vehicle body, the stator can be energized to generate electromagnetic force; a rotor, located at the bottom of the vehicle body and spaced apart from the vehicle body, the rotor can rotate relative to the stator under the action of the electromagnetic force.

[0009] Furthermore, the vehicle body includes: a ground beam, which is detachably arranged on the stator; a column, the lower end of which is fixedly arranged on the ground beam, and the upper end of the column extends upward in the vertical direction; a sky beam, which is connected to the upper end of the column; and a car body, which has a hexahedral structure, the column and the sky beam are arranged in the car body, and the ground beam is arranged outside the bottom of the car body.

[0010] Furthermore, the vehicle body also includes end beams, which are arranged at two ends of the vehicle body, and two ends of the end beams are respectively connected to the top beam and the ground beam.

[0011] Furthermore, the carriage has four carriage sides connected in sequence, and the vehicle body also includes a circumferential frame arranged on the carriage sides.

[0012] Furthermore, the bottom surface of the carriage is a floor, and a shock-absorbing corrugated spring steel sheet is arranged between the floor and the side surface of the carriage.

[0013] Furthermore, the height between the lower surface of the floor and the bottom surface is less than 10CM.

[0014] Furthermore, the floor and the shock-absorbing corrugated spring steel sheets are both micro-perforated plates.

[0015] Furthermore, the top surface of the carriage is a roof plate, on which air conditioning and communication equipment are arranged.

[0016] Furthermore, the top plate is a micro-perforated plate.

[0017] Furthermore, the length of the vehicle body is less than 10 m.

[0018] The beneficial effect of the present invention is that the embodiment of the present invention eliminates the axle and bogie in the prior art, and adopts the magnetic drive form of the stator and the rotor. When the rotor is working, it is only subjected to positive pressure but not to bending moment, thereby avoiding fatigue damage caused by alternating stress, thereby achieving the purpose of increasing the service life of the stator and the rotor. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0020] Figure 1 It is a structural schematic diagram of an embodiment of the present invention;

[0021] Figure 2 for Figure 1 Longitudinal section view;

[0022] Figure 3 for Figure 1 AA section view;

[0023] Figure 4 for Figure 1 BB section view;

[0024] Figure 5 for Figure 1 CC section view.

[0025] Reference numerals in the figure: 10, car body; 11, ground beam; 12, column; 13, roof beam; 14, car body; 141, floor; 142, roof; 15, end beam; 16, circumferential frame; 20, stator; 30, rotor; 40, air conditioning and communication equipment; 51, door; 52, window; 60, sleeper. DETAILED DESCRIPTION

[0026] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0027] like Figures 1 to 5As shown, an embodiment of the present invention provides a rail transit passenger and cargo electric vehicle, including a vehicle body 10, a stator 20 and a rotor 30. The stator 20 is arranged at the lower end of the vehicle body 10, and the stator 20 is connected to a power source and can generate electromagnetic force. The rotor 30 is located at the bottom of the vehicle body 10 and is sleeved on the stator 20. The rotor 30 is spaced apart from the vehicle body 10, and the rotor 30 can rotate relative to the stator 20 under the action of the electromagnetic force.

[0028] The axles of traditional rail transit vehicles are subjected to complex forces: the weight of the locomotive and the vertical dynamic additional load are pressed on the axle neck by the axle box, the torque of the traction motor is transmitted to the axle through the driven gear, and the traction force acting on the wheel circumference and the lateral pressure when passing through the curve all produce bending moments on the axle. As the axle rotates, the above loads produce alternating stresses in the axle, causing fatigue damage to the axle. Therefore, the intersections of different diameters on the axles of traditional wheelsets all use arc transitions, and the arc radius should be as large as possible; the surface roughness of the axle must be guaranteed, and all mating parts of the axle must be polished or rolled. This leads to high costs.

[0029] The embodiment of the present invention eliminates the axle and bogie in the prior art and adopts the magnetic drive form of the stator 20 and the rotor 30. The rotor 30 is only subjected to positive pressure but not bending moment when working, thereby avoiding fatigue damage caused by alternating stress, thereby achieving the purpose of increasing the service life of the stator 20 and the rotor 30.

[0030] It should be noted that in this embodiment, the stator 20 can be equipped with a built-in battery or connected to a power supply. The rotor 30 and the stator 20 are in contact through the ball bearings. The electromagnetic force generated by the stator 20 drives the rotor 30 to rotate. When the rotor 30 rotates, the friction between the rotor 30 and the sleeper 60 generates the driving force of the vehicle. By changing the direction of the rotating magnetic field, the rotor 30 can generate a driving force or a braking force.

[0031] In the embodiment of the present invention, the vehicle body 10 includes a ground beam 11, a column 12, a top beam 13 and a carriage 14. The ground beam 11 is detachably arranged on the stator 20; the lower end of the column 12 is fixedly arranged on the ground beam 11, and the upper end of the column 12 extends upward in the vertical direction; the top beam 13 is connected to the upper end of the column 12; the carriage 14 is a hexahedral structure, the column 12 and the top beam 13 are arranged in the carriage 14, and the ground beam 11 is arranged outside the bottom of the carriage 14.

[0032] The ground beam 11, the pillars 12 and the top beam 13 form the frame of the vehicle body 10, which is used to support the carriage 14, so that the load on the carriage 14 is distributed to each supporting frame and transmitted to the ground. The carriage 14 is an integral hexahedral box, and the doors 51, air conditioners and communication equipment 40 and windows 52 are embedded in the carriage 14.

[0033] The ground beam 11 is sleeved on the stator 20 through a semicircle, and there is no relative sliding between the ground beam 11 and the stator 20, and the ground beam 11 and the stator 20 are detachable. The lower end of the column 12 is located on the upper part of the stator 20 and is fixedly connected to the ground beam 11. The upper end of the column 12 is connected to the sky beam 13. The sky beam 13 is placed on the top of the carriage 14, and the sky beam 13 is connected to the upper end of the column 12.

[0034] The vehicle body 10 further includes end beams 15, which are arranged at both ends of the vehicle body 14, and the two ends of the end beams 15 are respectively connected to the top beam 13 and the ground beam 11. The end beams 15 are connected to the top beam 13 and the ground beam 11 to form an overall spatial force system and increase the strength of the vehicle body 10.

[0035] Preferably, the carriage 14 has four sides connected in sequence, and the car body 10 further includes a circumferential frame 16 disposed on the side of the carriage. The circumferential frame 16 forms a spatial three-dimensional force-bearing structure together with the floor beam 11, the column 12 and the ceiling beam 13 of the carriage 14, which can further increase the strength of the car body 10.

[0036] The bottom surface of the carriage 14 is a floor 141, which is placed at the bottom of the box of the carriage 14. A shock-absorbing device is arranged between the box and the box of the carriage 14 to bear the load of passengers and cargo and transmit the load to the box of the carriage 14. In the embodiment of the present invention, a shock-absorbing corrugated spring steel sheet is arranged between the floor 141 and the side of the carriage of the carriage 14. The shock-absorbing corrugated spring steel sheet can absorb the vibration and sound of the floor 141, thereby reducing the vibration and noise of the vehicle body 10.

[0037] Preferably, the ground beam 11 can also be set as a curved structure (same as the prior art, the specific structure is not repeated here) to achieve the effect of shock absorption. The column ends of the ground beam 11, the column 12, the top beam 13 and the end beam 15 can also be provided with flexible materials to achieve the effect of shock absorption.

[0038] like Figure 1 and Figure 5 As shown, the top surface of the carriage 14 is a roof 142, and an air conditioner and communication device 40 is arranged on the roof 142. The air conditioner and communication device 40 is connected to the air intake and exhaust system in the vehicle, and is provided with a communication device to identify road information, receive wireless signals, and realize the communication and control functions of the vehicle.

[0039] It should be noted that in the embodiment of the present invention, the air conditioner takes in air from the front of the vehicle and the top plate 142, and exhausts air from the rear of the vehicle and the floor 141. The air flow lines are uniform, ensuring uniform wind speed and ensuring that each passenger breathes fresh air with a short air age.

[0040] By providing air conditioning and communication equipment 40, vehicles can be connected seamlessly through wireless communication, and the safety distance is zero, that is, vehicles can be dispatched individually, or two or more vehicles can be automatically connected and formed into a train for dispatch. The signal system can control the power and brake systems to ensure that each train of vehicles can be in zero-distance contact without collision. By providing air conditioning and communication equipment 40, the automatic marshaling function of vehicles with a departure interval of zero can be realized. The vehicle can identify the signal signs beside the track to realize automatic parking and automatic door opening at the station. After passengers or goods get on the bus, the door can be automatically closed and automatically started for fully automatic operation.

[0041] Preferably, the inner surface of the top plate 142 is a micro-perforated plate, which can deliver air and absorb sound while reducing noise. The upper surface of the floor 141 and the shock-absorbing corrugated spring steel sheet are also micro-perforated plates, which can exhaust air and absorb sound while reducing noise.

[0042] The above-mentioned micro-perforated plate is generally made of a pure metal sheet with a thickness of less than 1 mm. The pure metal sheet is perforated with a drill bit with a hole diameter of less than 1 mm, and the perforation rate is 1% to 5%.

[0043] The floor of the current rail transit low-floor vehicle is 35 cm to 38 cm above the ground. In the embodiment of the present invention, the height between the lower surface of the floor 141 and the ground is less than 10 cm. The lower the height between the floor and the ground, the lower the height of the leg when the passenger lifts his legs to get on the vehicle, making it more convenient to get on the vehicle. Therefore, low-floor vehicles do not require stations to set up special platforms for passengers, allowing passengers to get on the vehicle directly from the ground, thereby saving the cost of platform construction.

[0044] In this embodiment, the length of the vehicle body 10 is less than 10m. Since for the same curve radius, the longer the vehicle body is, the more the vehicle body protrudes from the limit, so the embodiment of the present invention adopts a short vehicle body structure to avoid the vehicle body 10 protruding too much from the limit and causing a scratch accident.

[0045] It should be further explained that, in order to adapt to curves, current rail transit vehicles are equipped with bogies, but the bogie itself is also a four-wheeled vehicle. There is also a distance between the front and rear wheels, such as the front and rear wheelbase of the bogie of the subway type A vehicle is 2500mm. Therefore, the embodiment of the present invention adopts a short wheelbase, such as a wheelbase less than 2500mm, so that the vehicle itself can adapt to the requirements of the curve. Therefore, although there is no bogie, because its own wheelbase is smaller than the wheelbase of the bogie of the traditional rail transit vehicle, this ensures that the present invention can adapt to any line that the traditional rail transit vehicle can adapt to.

[0046] From the above description, it can be seen that the above-mentioned embodiments of the present invention achieve the following technical effects: the embodiments of the present invention eliminate the axle and the bogie in the prior art, and adopt the magnetic drive form of the stator 20 and the rotor 30. When the rotor 30 is working, it is only subjected to positive pressure but not to bending moment, thereby avoiding fatigue damage caused by alternating stress, thereby achieving the purpose of increasing the service life of the stator 20 and the rotor 30.

[0047] The above is only a specific embodiment of the present invention, and cannot be used to limit the scope of the invention. Therefore, the replacement of equivalent components, or equivalent changes and modifications made according to the scope of protection of the patent of the present invention, should still fall within the scope of this patent. In addition, the technical features of the present invention can be freely combined with each other, with each other, and with each other.

Claims

1. A rail transit passenger and freight electric vehicle, characterized in that: include: Body (10); A stator (20) is arranged at the lower end of the vehicle body (10), and the stator (20) can be energized to generate electromagnetic force; A rotor (30) is located at the bottom of the vehicle body (10) and is spaced apart from the vehicle body (10). The rotor (30) is capable of rotating relative to the stator (20) under the action of the electromagnetic force. The vehicle body (10) comprises: A ground beam (11) detachably arranged on the stator (20); A column (12), the lower end of which is fixedly arranged on the ground beam (11), and the upper end of which extends upward in a vertical direction; A top beam (13) connected to the upper end of the column (12); The carriage (14) is in a hexahedral structure, the upright column (12) and the top beam (13) are arranged in the carriage (14), and the ground beam (11) is arranged outside the bottom of the carriage (14); the length of the vehicle body (10) is less than 10m; the bottom surface of the carriage (14) is a floor (141), and the height between the lower surface of the floor (141) and the ground is less than 10cm; the wheelbase between the front and rear wheels of the rail transit passenger and cargo dual-purpose electric vehicle is less than 2500mm; The rail transit passenger and cargo electric vehicle does not include an axle and a bogie.

2. The rail transit passenger and cargo electric vehicle according to claim 1, characterized in that: The vehicle body (10) further comprises an end beam (15) which is arranged at two ends of the vehicle compartment (14), and two ends of the end beam (15) are respectively connected to the top beam (13) and the ground beam (11).

3. The rail transit passenger and cargo electric vehicle according to claim 1, characterized in that: The carriage (14) has four carriage side faces which are connected in sequence, and the vehicle body (10) further comprises an annular frame (16), wherein the annular frame (16) is arranged on the carriage side faces.

4. The rail transit passenger and cargo electric vehicle according to claim 1, characterized in that: A shock-absorbing corrugated spring steel sheet is arranged between the floor (141) and the side surface of the carriage (14).

5. The rail transit passenger and cargo electric vehicle according to claim 4, characterized in that: The floor (141) and the shock-absorbing corrugated spring steel sheet are both micro-perforated plates.

6. The rail transit passenger and cargo electric vehicle according to claim 1, characterized in that: The top surface of the carriage (14) is a top plate (142), and an air conditioner and a communication device (40) are arranged on the top plate (142).

7. The rail transit passenger and cargo electric vehicle according to claim 6, characterized in that: The top plate (142) is a micro-perforated plate.

Images