A power distribution method, device and storage medium for a fully motorized gear-rack train

Abstract

The present invention belongs to the technical field of rack-rail trains, and provides a power distribution method, device and storage medium for a fully motorized rack-rail train. In the method, the traction force required for the rack-rail train to start on a rack-rail ramp is calculated, and according to the traction force provided by each adhesion bogie and the maximum traction force that each rack-rail bogie can provide, the configuration of the number of rack-rail bogies and the number of adhesion bogies that meet the traction force required for the start of the rack-rail train is calculated. On the rack-rail section, it is driven by both adhesion traction motors and rack-rail traction motors at the same time, and the vehicle can reasonably configure the vehicle power according to the actual line requirements to achieve the practicability and economy of the vehicle design.

Description

Technical Field

[0001] This application relates to the technical field of rack-rail trains, and particularly to a power distribution method, device, and storage medium for a fully motorized rack-rail train. Background Art

[0002] A rack-rail is a special type of track. Compared with ordinary railways, special racks are installed on the rack-rail track. Correspondingly, rack-rail vehicles are equipped with a gear that meshes with the track rack. Driven by the vehicle traction motor, it provides traction and electric braking force for the whole vehicle, pulling the train up a steep slope with a large gradient. There are two different driving forms for rack-rail vehicles: adhesion traction motors and rack-rail traction motors. The vehicle needs to reasonably configure the vehicle power according to the actual line requirements to achieve the practicality and economy of vehicle design. At present, rack-rail trains have just started in China, and the power distribution calculation method for rack-rail trains is still in a blank stage. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a power distribution method, device, and storage medium for a fully motorized rack-rail train, to solve the problem that there is no suitable configuration method for the power distribution of rack-rail trains, improve the rationality of the power configuration of rack-rail trains, and achieve the practicality and economy of vehicle design.

[0004] The embodiment of this application provides a power distribution method for a fully motorized rack-rail train, including the steps of:

[0005] Calculating the traction force F required for the rack-rail train to start on a rack-rail ramp, where R1 is the starting resistance of the train, R2 is the ramp resistance of the train, k2 is the train moment of inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, a is the starting acceleration of the train; R1 = k × m, where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; R2 = m × g × θ, where g is the acceleration due to gravity, and θ is the slope per mille at the maximum ramp of the rack-rail section; calculating the traction force F provided by each adhesion bogie 粘 , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; calculating the number N2 of rack-rail bogies and the number N1 of adhesion bogies = N - N2 that satisfy F 齿 × N2+(N - N2)× F 粘 ≥ F, where F 齿 is the maximum traction force that each rack-rail bogie can provide.

[0006] In some embodiments, each vehicle of the rack-rail train is equipped with two bogies.

[0007] In some embodiments, N2 takes the smallest natural number that satisfies .

[0008] In some embodiments, calculating the number N2 of rack bogies that satisfy F 齿 ×N2+(N - N2)×F 粘 ≥F includes the steps of: calculating the number N2 of rack bogies when all the rack bogies are single - gear rack bogies and determining whether N2≤N is satisfied; when N2 satisfies N2≤N, all the rack bogies being single - gear rack bogies can meet the traction force required for the rack train to start on the rack ramp; when N2 satisfies N2>N, all the rack bogies being single - gear rack bogies cannot meet the traction force required for the rack train to start on the rack ramp; calculating the number N2 of rack bogies when all the rack bogies are double - gear rack bogies and determining whether N2≤N is satisfied; when N2 satisfies N2≤N, all the rack bogies being double - gear rack bogies can meet the traction force required for the rack train to start on the rack ramp; when N2 satisfies N2>N, all the rack bogies being double - gear rack bogies still cannot meet the traction force required for the rack train to start on the rack ramp.

[0009] In some embodiments, the slope per mille θ at the maximum ramp of the rack section is 250‰.

[0010] In a second aspect, another power distribution method for an all - motorized rack train is provided in an embodiment of the present application, including the steps of: calculating the traction force F required for the rack train to start on the rack ramp, where R1 is the starting resistance of the train, R2 is the ramp resistance of the train, k2 is the train inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, and a is the starting acceleration of the train; R1 = k×m, where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; R2 = m×g×θ, where g is the acceleration due to gravity and θ is the slope per mille at the maximum ramp of the rack section; calculating the traction force F 粘 , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; calculating the number N 单齿 of single - gear rack bogies, the number N 2s of double - gear rack bogies, and the number N1 = N - N 双齿 that satisfy F 2d ×N 2s +F 2d )×F 粘 ≥F 2s and the number N 2d of adhesion bogies, where N1 = N - N 2s-N 2d , where F 单齿 is the maximum traction force that each single-gear rack-and-pinion bogie can provide, and F 双齿 is the maximum traction force that each double-gear rack-and-pinion bogie can provide.

[0011] In some embodiments, it further includes the step of optimally allocating the number of single-gear rack-and-pinion bogies, the number of double-gear rack-and-pinion bogies, and the number of adhesion bogies according to the objective function of the power distribution of the rack-and-pinion train.

[0012] In some embodiments, it further includes the step of selecting the combination of the number of single-gear rack-and-pinion bogies, the number of double-gear rack-and-pinion bogies, and the number of adhesion bogies that minimizes the number of motors required for all rack-and-pinion bogies as the target power distribution scheme of the rack-and-pinion train. In some embodiments, it further includes the step of selecting the combination of the number of single-gear rack-and-pinion bogies, the number of double-gear rack-and-pinion bogies, and the number of adhesion bogies with the fewest number of rack-and-pinion bogies as the target power distribution scheme of the rack-and-pinion train.

[0013] On the other hand, in the embodiments of the present application, a power distribution device for a fully motorized rack-and-pinion train is provided. The rack-and-pinion train includes multiple vehicles. The train power distribution device includes a memory and a processor. The memory stores machine-readable instructions executable by the processor. The processor is connected to the memory. When the machine-readable instructions are executed by the processor, a power distribution method for a fully motorized rack-and-pinion train as described in any of the above embodiments is implemented.

[0014] On the other hand, in the embodiments of the present application, a computer-readable storage medium is further provided, on which computer instructions are stored. When the computer instructions are executed by a processor, a power distribution method for a fully motorized rack-and-pinion train as described in any of the above embodiments is implemented.

[0015] The beneficial effects that the present application can achieve.

[0016] The present application provides a power distribution method, device, and storage medium for a fully motorized rack-and-pinion train, calculates the traction force F required for the rack-and-pinion train to start on a rack-and-pinion ramp, and according to the traction force F 粘 provided by each adhesion bogie and the maximum traction force F<MASK 齿, calculate the configuration of the number of rack bogies and adhesion bogies that meet the traction force F required for the start of the rack train, where the traction force F takes into account the influence of starting resistance, ramp resistance, train moment of inertia, and starting acceleration. The considered influencing factors are more comprehensive, improving the rationality of the power configuration of the rack train. Moreover, the starting resistance is estimated by the product of the static mass m under the load of the train and the starting resistance coefficient k, which is more suitable for the actual starting resistance of the train when the speed is less than 3 km / h. This not only makes the estimation more accurate but also makes the calculation convenient, improving the calculation efficiency, saving computing resources, and alleviating the computing pressure on the train control system; the power distribution of the rack train in this application uses adhesion power and rack power on the rack section, and takes into account the influence of the gear drive of the rack bogie on the adhesion drive. According to the traction force F provided by each adhesion bogie 粘 and the maximum traction force F that each rack bogie can provide 齿 , calculate the configuration of the number of rack bogies and adhesion bogies that meet the traction force F required for the start of the rack train, improve the rationality of the power configuration of the rack train, and realize the practicality and economy of vehicle design.

[0017] To make the above objects, features, and advantages of the present application more obvious and understandable, the following specifically gives preferred embodiments and, in conjunction with the accompanying drawings, makes the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the embodiments. It should be understood that the following drawings only show some embodiments of the present application, so they should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0019] Figure 1 Shows a schematic flow chart of a power distribution method for a fully motorized rack train of the present application;

[0020] Figure 2 Shows a schematic flow chart of calculating the number of rack bogies and adhesion bogies that meet the starting traction force requirements of a rack train in a power distribution method for a fully motorized rack train of the present application;

[0021] Figure 3 Shows a schematic diagram of the power distribution result of a fully motorized rack train of the present application Figure 1 ;

[0022] Figure 4 Shows a schematic diagram of solving the simplified linear programming of a power distribution method for a fully motorized rack train of the present application;

[0023] Figure 5Shows the schematic diagram of the power distribution result of a fully motorized gear-rail train in this application Figure 2 ;

[0024] Figure 6 Shows the structural schematic diagram of a power distribution device for a fully motorized gear-rail train in this application;

[0025] Wherein: 1 - adhesion power bogie, 2 - double-gear gear-rail bogie, 3 - single-gear gear-rail bogie, 400 - power distribution device, 401 - processor, 402 - memory, 403 - bus. Specific embodiments

[0026] The terms "comprising", "including", "containing", or "characterized by" in the specification, claims, and drawings of this application are synonymous, and are inclusive of endpoints or open-ended, and do not exclude additional unrecited elements or method steps. "Comprising" is a technical term used in claim language, meaning that the element exists, but other elements can also be added and still form a structure or method within the scope of the claim.

[0027] It should be noted that: Similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance. The term "about" in this application means including a small change (up to + / - 10%) of the value.

[0028] The gear-rail is a special track. Compared with ordinary railways, special racks are installed on the gear-rail track. Correspondingly, the gear-rail vehicle is configured with a gear that meshes with the track rack and is driven by the vehicle traction motor to provide traction and electric braking force for the whole vehicle, pulling the train up a steep slope with a large gradient. The gear-rail vehicle has two different driving forms: adhesion traction motor and gear-rail traction motor. The vehicle needs to reasonably configure the vehicle power according to the actual track requirements to achieve the practicality and economy of the vehicle design. However, at present, the gear-rail train has just started in China, and the power distribution calculation method of the gear-rail train is still in a blank stage. In the existing power distribution scheme, the influence of the moment of inertia on the traction force required for starting is often ignored, and in the process of calculating the power distribution scheme, the unit basic resistance is usually equal to a quadratic equation of the train running speed, that is, the Davis formula. This estimation method has a large error when the train speed is less than 3 km / h during starting, resulting in an inappropriate or not optimal power distribution scheme.

[0029] Based on this, an embodiment of the present application provides a power distribution method for a fully motorized gear-rail train, including the steps of calculating the traction force F required for the gear-rail train to start on a gear-rail ramp, where R1 is the starting resistance of the train, R2 is the ramp resistance of the train, k2 is the train moment of inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, a is the starting acceleration of the train; R1 = k×m, where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; R2 = m×g×θ, where g is the acceleration due to gravity, and θ is the slope per mille at the maximum ramp of the gear-rail section; calculating the traction force F provided by each adhesion bogie 粘 , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; calculating to satisfy F 齿 ×N2+(N - N2)×F 粘 ≥F, the number of gear-rail bogies N2 and the number of adhesion bogies N1 = N - N2, where F 齿 is the maximum traction force that each gear-rail bogie can provide.

[0030] The method in this embodiment includes calculating the traction force F required for the gear-rail train to start on a gear-rail ramp, and based on the traction force F provided by each adhesion bogie 粘 and the maximum traction force F that each gear-rail bogie can provide 齿 , calculating the configuration of the number of gear-rail bogies and the number of adhesion bogies that satisfy the traction force F required for the start of the gear-rail train. Among them, the traction force F takes into account the influence of starting resistance, ramp resistance, train moment of inertia, and starting acceleration, and the considered influencing factors are more comprehensive, improving the rationality of the power configuration of the gear-rail train. Moreover, the starting resistance is estimated by the product of the static mass m of the train under load and the starting resistance coefficient k, which is more suitable for the actual starting resistance of the train when the speed is less than 3 km / h. This not only makes the estimation more accurate, but also makes the calculation convenient, improves the calculation efficiency, saves computing resources, and alleviates the computing pressure on the train control system. In addition, the power distribution of the gear-rail train in this application uses adhesion power and gear-rail power on the gear-rail section, and considers the influence of the gear drive of the gear-rail bogie on the adhesion drive. Based on the traction force F provided by each adhesion bogie 粘 and the maximum traction force F that each gear-rail bogie can provide 齿 , calculating the configuration of the number of gear-rail bogies and the number of adhesion bogies that satisfy the traction force F required for the start of the gear-rail train, improving the rationality of the power configuration of the gear-rail train, and realizing the practicality and economy of vehicle design.

[0031] In some other embodiments, in order to achieve the practicality and economy of vehicle design, N2 is taken to satisfy The smallest natural number is such that the number N2 of the rack and pinion bogies obtained and the number N1 = N - N2 of the adhesion bogies can not only meet the traction force required for the start of the rack and pinion train, but also make the number of the rack and pinion bogies used as small as possible, reducing the manufacturing cost and the later maintenance cost of the train, and realizing the practicability and economy of the vehicle design.

[0032] In some other embodiments, the present application also provides a power distribution method for a fully motorized rack and pinion train, including the steps of: calculating the traction force F required for the rack and pinion train to start on a rack and pinion ramp, where R1 is the starting resistance of the train, R2 is the ramp resistance of the train, k2 is the train moment of inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, a is the starting acceleration of the train; R1 = k × m, where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; R2 = m × g × θ, where g is the acceleration due to gravity and θ is the slope per mille at the maximum ramp of the rack and pinion section; calculating the traction force F provided by each adhesion bogie 粘 , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; calculating the number N of single-gear rack and pinion bogies that satisfy F 单齿 ×N 2s +F 双齿 ×N 2d +(N - N 2s -N 2d )×F 粘 ≥F, the number N of double-gear rack and pinion bogies 2s and the number N1 = N - N 2d -N 2s -N 2d of adhesion bogies, where F 单齿 is the maximum traction force that each single-gear rack and pinion bogie can provide, and F 双齿 is the maximum traction force that each double-gear rack and pinion bogie can provide.

[0033] In this embodiment, a power distribution method for a fully motorized rack and pinion train is simplified into a linear programming problem, and the optimal distribution of the number of single-gear rack and pinion bogies, the number of double-gear rack and pinion bogies, and the number of adhesion bogies is carried out according to the goal (or linear objective function) of the power distribution of the rack and pinion train, further improving the rationality of the power configuration of the rack and pinion train and realizing the practicability and economy of the vehicle design.

[0034] In some embodiments of the present application, a power distribution device for a fully motorized rack-rail train is further provided. The rack-rail train includes multiple carriages. The train power distribution device includes a memory and a processor. The memory stores machine-readable instructions executable by the processor. The processor is connected to the memory. When the machine-readable instructions are executed by the processor, a power distribution method for a fully motorized rack-rail train as described in any of the above embodiments is implemented.

[0035] In addition, in some embodiments of the present application, a computer-readable storage medium is further provided, on which computer instructions are stored. When the computer instructions are executed by a processor, a power distribution method for a fully motorized rack-rail train as described in any of the above embodiments is implemented.

[0036] Next, the technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts fall within the protection scope of the present application.

[0037] Referring to "embodiments" herein means that specific features, structures, or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0038] Embodiment 1

[0039] The rack-rail train needs to operate on adhesion tracks and rack tracks. On the adhesion section, the rack-rail train is driven by adhesion motors. On the rack track section, the rack-rail train is driven by adhesion motors and rack motors simultaneously. The traction force of the rack-rail train on the rack track section is mainly contributed by the rack motors. Therefore, for train power distribution, it is necessary to first calculate the traction force requirement of the train on the rack track section to determine the number of rack motors, and further determine the number of adhesion motors. In this embodiment, to adapt to the operation of the rack-rail train on a ramp with a maximum gradient of 250‰ and a conventional ramp of 30‰, a fully motorized configuration needs to be adopted.

[0040] In this Embodiment 1, a power distribution method for a fully motorized rack-rail train is provided. This method can determine the traction force of the train on the rack track section according to the actual line requirements of the train, and configure the rack power bogies and adhesion power bogies according to the traction force required by the rack-rail train, the traction force that the adhesion power bogies can exert, and the traction force that the rack power bogies can exert.

[0041] A power distribution method for a fully motorized gear-rail train in Embodiment 1 is as follows Figure 1 As shown in , it includes the following steps. It should be noted that there is no sequence between step S01 and step S02 in this application. Some of the operations can be parallel or can be interchanged in sequence, and the same technical effect can be achieved. The step numbers are only for facilitating the distinction of steps and do not limit the sequence of steps.

[0042] Step S01: Calculate the starting resistance R1 of the gear-rail train, the gradient resistance R2 of the gear-rail train, and the traction force F required for the gear-rail train to start on the gear-rail ramp.

[0043] When the vehicle speed is greater than 3 km / h, the basic resistance of the train generally adopts the standard Davis resistance formula:

[0044] R = 6.4m + 130n + 0.14mv + [0.046 + 0.0065×(N 车厢 -1)]×A×V 2 (N),

[0045] where m = the static mass under the train load, n = the number of axles, V = the speed (km / h), N 车厢 = the number of carriages, A = the cross-sectional area of the train (m 2 ).

[0046] For the convenience of calculation, when the train speed is less than 3 km / h, the starting resistance of the train takes a fixed value. In this embodiment, the starting resistance R1 of the gear-rail train = k×m (v≤3 km / h), where k is the starting resistance coefficient of the gear-rail train when the speed is less than 3 km / h, and generally k = 5×9.8×10 -3 kN / t.

[0047] m is the static mass under the train load. For example, it can be divided into seated passenger load m aw1 , normal load m aw2 during non-peak hours, full load m aw3 during peak hours, peak load m aw4 , maximum load m aw5 as shown in the following table. In this embodiment, according to the rated load, that is, the aw2 load (full seats + 6 people / m 2 ), m aw2 = 45.51×N 车厢 (unit: t).

[0048]

[0049]

[0050] Calculate the grade resistance R2 of the rack railway train, where R2 = m × g × θ, g is the acceleration due to gravity, taken as 9.8 m / s 2 , θ is the permillage of the slope at the maximum grade section of the rack railway section. In this application, θ = 250‰.

[0051] Calculate the traction force F required for the rack railway train to start on the rack railway grade where R1 is the starting resistance of the train, R2 is the grade resistance of the train, k2 is the train moment of inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, and a is the starting acceleration of the train. In this embodiment, the unloaded mass m of the train aw0 = 39 × N 车厢 (unit: t). Since the vehicle is configured with all motor cars, the train moment of inertia coefficient k2 is taken as 0.1. The starting acceleration a of the train is taken as the average acceleration (the train running speed is 0 - 18 km / h, going uphill on a 250‰ grade) greater than or equal to 0.4 m / s 2 .

[0052] Step S02: Calculate the traction force F provided by each adhesion bogie 粘 . where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity. μ is the adhesion utilization coefficient. Since gear drive will have a certain impact on adhesion drive, in order to ensure that the adhesion bogie will not frequently experience wheel spin and slip, the adhesion utilization of the adhesion bogie needs to be derated. In this embodiment, μ takes the value of 0.13 on the rack railway line.

[0053] Step S03: Calculate the number N2 of rack railway bogies and the number N1 of adhesion bogies = N - N2 that satisfy F 齿 × N2 + (N - N2) × F 粘 ≥ F, where F 齿 is the maximum traction force that each rack railway bogie can provide.

[0054] In this embodiment, each carriage of the rack railway train is configured with two bogies. The total number of bogies N = 2N 车厢 . The number N2 of rack railway bogies satisfies to be able to meet the traction force required for the rack railway train to start.

[0055] To achieve the practicality and economy of vehicle design, in some embodiments, N2 takes the value that satisfies The smallest natural number is such that the number N2 of the rack-and-pinion bogies and the number N1 = N - N2 of the adhesion bogies obtained can not only meet the traction force required for the start of the rack-and-pinion train, but also minimize the number of the rack-and-pinion bogies used, reduce the manufacturing cost and the later maintenance cost of the train, and realize the practicability and economy of the vehicle design.

[0056] Each gear is driven by 1 traction motor. To ensure the service life of the gear, the single-rack traction force should not be greater than 60 kN. Considering the gear life, the maximum traction force that the gear of the rack-and-pinion bogie can exert is 60 kN / gear. At the same time, according to different climbing abilities, the rack-and-pinion bogie can be equipped with single teeth or double teeth. Therefore, the maximum traction force that the rack-and-pinion bogie can exert is 60 kN / unit or 120 kN / unit.

[0057] For the calculation of the rack-and-pinion power distribution, to simplify the design of the vehicle bogie, let the number of the rack-and-pinion bogies of the vehicle be N2. First, verify whether the single-rack rack-and-pinion bogie can provide the traction force required by the vehicle. The traction force that the vehicle can exert needs to satisfy the following formula: 60 kN × N2 + (N - N2) × F 粘 ≥ F. If the single-rack rack-and-pinion bogie cannot meet the traction force requirement of the vehicle, then consider the double-gear rack-and-pinion bogie: 120 kN × N2 + (N - N2) × F 粘 ≥ F. Finally, determine the number of the gears of the rack-and-pinion bogies and the number of the adhesion bogies of the vehicle according to the above formula.

[0058] Specifically, as Figure 2 shown, step S03 further includes the following steps:

[0059] Step S0301: Calculate the number N2 of the rack-and-pinion bogies when all the rack-and-pinion bogies are single-gear rack-and-pinion bogies;

[0060] Step S0302: Judge whether N2 ≤ N is satisfied; when N2 satisfies N2 ≤ N, then all the rack-and-pinion bogies being single-gear rack-and-pinion bogies can meet the traction force required for the rack-and-pinion train to start on the rack-and-pinion ramp; when N2 satisfies N2 > N, then all the rack-and-pinion bogies being single-gear rack-and-pinion bogies cannot meet the traction force required for the rack-and-pinion train to start on the rack-and-pinion ramp, and enter step S0303;

[0061] Step S0303: Calculate the number N2 of the rack-and-pinion bogies when all the rack-and-pinion bogies are double-gear rack-and-pinion bogies;

[0062] Step S0304: Determine whether N2 ≤ N is satisfied; when N2 satisfies N2 ≤ N, all the rack and pinion bogies are double-gear rack and pinion bogies, which can meet the traction required for the rack and pinion train to start on the rack and pinion ramp; when N2 satisfies N2 > N, all the rack and pinion bogies are still unable to meet the traction required for the rack and pinion train to start on the rack and pinion ramp.

[0063] For example, the rack and pinion train in this embodiment includes a 4-car formation train, N 车厢 = 4. The aw2 load (full occupancy + 6 people / m 2 ), m aw2 = 45.51 × 4 = 182.04 (t). When the acceleration needs to reach 0.4 m / s 2 on a 250‰ ramp, determine the number of gears of the train's rack and pinion bogies and the number of adhesion bogies.

[0064] Train basic resistance:

[0065] R = 6.4 m + 130n + 0.14mv + [0.046 + 0.0065 × (N 车厢 - 1)] × A × V 2 (N),

[0066] where m = 182.04 t, n = 8, V = 0 - 30 (km / h), N 车厢 = 4, A = 9 (m 2 );

[0067] R = 2.2 - 3.5 kN.

[0068] Train starting resistance:

[0069] R1 = k × m (v ≤ 3 km / h), where k = 5 × 9.8 × 10 -3 kN / t;

[0070] R1 = 8.92 kN.

[0071] Train ramp resistance:

[0072] R2 = m × g × θ, where g = 9.8 m / s 2 , m = 182.04 t, θ = 250‰;

[0073] R2 = 446 kN.

[0074] The traction force F required for the rack and pinion train to start on the rack and pinion ramp:

[0075] Considering that the resistance is the largest when the train starts, calculate the traction force required by the train at the start moment, where k2 = 0.1, m aw0= 156 t, m = 182.04 t, a = 0.4 m / s 2 ;

[0076] F = 534 kN.

[0077] The tractive force that the adhesion bogie can provide:

[0078] where N = 8, μ = 0.13, m = 182.04 t, g = 9.8 m / s 2 ;

[0079] F 粘 = 29 kN.

[0080] First, verify whether the single - gear rack - and - pinion bogie can provide the tractive force required by the vehicle. The tractive force that the vehicle can exert needs to satisfy the following formula: 60 kN×N2+(N - N2)×F 粘 ≥F,

[0081] It can be obtained that N2≥9.74. The number N2 of single - gear rack - and - pinion bogies required is a natural number greater than or equal to 10. Even if all 8 bogies are single - gear rack - and - pinion bogies, the tractive force requirement cannot be met.

[0082] Then, consider whether the double - gear rack - and - pinion bogie can provide the tractive force required by the vehicle. The tractive force that the vehicle can exert needs to satisfy the following formula: 120 kN×N2+(N - N2)×F 粘 ≥F,

[0083] It can be obtained that N2≥3.32. The number N2 of double - gear rack - and - pinion bogies required is a natural number greater than or equal to 4. When N2≥4, the tractive force requirement can be met.

[0084] The rack - and - pinion bogie is costly. To reduce costs, it is preferred that N2 = 4, that is, a combination of 4 adhesion - powered bogies and 4 double - gear rack - and - pinion bogies is adopted. In other cases, such as N2 = 5, N2 = 6, N2 = 7, N2 = 8, the tractive force requirement can also be met.

[0085] Therefore, the power distribution scheme of the rack - and - pinion train is selected as 4 adhesion - powered bogies + 4 double - gear rack - and - pinion bogies. The tractive force provided can meet the tractive force requirement of the train, as Figure 3 shown, where each vehicle includes an adhesion - powered bogie 1 and a double - gear rack - and - pinion bogie 2.

[0086] In this embodiment 1, a power distribution method for a fully - motorized rack - and - pinion train is provided. In the method, the tractive force F required for the rack - and - pinion train to start on a rack - and - pinion ramp is calculated, and according to the tractive force F provided by each adhesion bogie 粘and the maximum traction force F that each rack bogie can provide 齿 , calculate the configuration of the number of rack bogies and the number of adhesion bogies required to meet the traction force F for the start of the rack train. On the rack section, it is driven by both adhesion traction motors and rack traction motors simultaneously, and the vehicle can reasonably allocate the vehicle power according to the actual line requirements to achieve the practicality and economy of the vehicle design.

[0087] Embodiment 2:

[0088] The difference between Embodiment 2 and Embodiment 1 is that: the rack bogies in Embodiment 2 can adopt a combination of single-gear rack bogies and double-gear rack bogies. Other contents are the same as those in Embodiment 1 and will not be repeated here. Refer to Embodiment 1.

[0089] Specifically, in step S03: calculate to satisfy F 单齿 ×N 2s +F 双齿 ×N 2d +(N - N 2s -N 2d )×F 粘 ≥F, the number N 2s of single-gear rack bogies, the number N 2d of double-gear rack bogies, and the number N1 = N - N 2s -N 2d of adhesion bogies, and perform the optimal allocation of the number of single-gear rack bogies, the number of double-gear rack bogies, and the number of adhesion bogies according to the goal (or linear objective function) of the power distribution of the rack train, where F 单齿 is the maximum traction force that each single-gear rack bogie can provide, and F 双齿 is the maximum traction force that each double-gear rack bogie can provide.

[0090] The traction force required to provide for the vehicle needs to satisfy the following formula: 60kN×N 2s +120kN×N 2d +(N - N 2s -N 2d )×F 粘 ≥F.

[0091] A solution set can be obtained: where N 2s and N 2d are natural numbers. The power distribution method of a fully motorized rack train in this application is simplified into a linear programming problem. As shown in Figure 4 , the points of N 2s , N 2d included in the shaded area in the figure that are all natural numbers are the points that meet the constraint conditions of the above solution set, that is, N2s 、N 2d ,NN 2s -N 2d The configuration of the three can meet the traction force required for the starting of the rack railway train.

[0092] 1. When the goal of a power distribution method for a fully powered rack train is to achieve economical vehicle design, the objective function of the linear programming is the number of motors n required for the rack bogie. 电机 The value of is the smallest, that is:

[0093] Seeking satisfaction n 电机 =N 2s +2N 2d The minimum value of .

[0094] After solving (N 2s =1, N 2d =3), n 电机 =N 2s +2N 2d =1+2×3=7, and the minimum value is obtained. At this time, NN 2s -N 2d =4.

[0095] The power distribution scheme of the rack train is a combination of 4 adhesive power bogies + 1 single pinion rack bogie + 3 single pinion rack bogies. The traction force provided can meet the traction force requirements of the train and the total number of motors required for the rack bogies is n. 电机 Minimum, such as Figure 5 As shown in , each vehicle section includes a bonding power bogie 1 and a rack bogie, wherein the rack bogie in one vehicle section is a single-pinion rack bogie 3, and the rack bogies in the other three vehicles are double-pinion rack bogies 2.

[0096] 2. When the goal of a power distribution method for an all-electric rack train is to use the least rack bogies to provide stronger adhesion driving force in low-slope areas, the objective function of the linear programming is the number of rack bogies n 齿轨转向架 The value of is the smallest, that is:

[0097] Seeking satisfaction n 齿轨转向架 =N 2s +N 2d The minimum value of .

[0098] At this time①(N 2s =1, N 2d =3), n 齿轨转向架 =N 2s +N 2d =1+3=4, get the minimum value, NN2s -N 2d = 4; or ② (N 2s = 0, N 2d = 4), when n 齿轨转向架 = N 2s + N 2d = 0 + 4 = 4, obtaining the minimum value, N - N 2s - N 2d = 4.

[0099] The power distribution scheme of the rack railway train is selected as ① the combination of 4 adhesion power bogies + 1 single - gear rack bogie + 3 single - gear rack bogies, or ② the combination of 4 adhesion power bogies + 0 single - gear rack bogies + 4 single - gear rack bogies. The traction force provided can meet the traction force requirements of the train and minimize the number of rack bogies used.

[0100] Embodiment 3

[0101] In this embodiment, a power distribution device for a fully - motorized rack railway train is also provided. As shown in Figure 6 , the rack railway train includes multiple cars. The power distribution device 400 of the fully - motorized rack railway train includes a processor 401, a memory 402, and a bus 403. The processor 401 and the memory 402 communicate with each other through the bus 403. The memory 402 stores machine - readable instructions executable by the processor 401. The processor 401 is connected to the memory 402. When the machine - readable instructions are executed by the processor 401, a power distribution method for a fully - motorized rack railway train as described in any of the above embodiments is implemented.

[0102] The processor may be a central processing unit (CPU), a digital signal processor (DSP), or other forms of processing units with data processing capabilities and / or program execution capabilities, such as a field - programmable gate array (FPGA), a programmable logic device (PLD), etc. The central processing unit (CPU) may be of the X86 or ARM architecture, etc. The processor may be a general - purpose processor, a dedicated processor, or an application - specific integrated circuit (ASIC), and can control the implementation of a power distribution method for a fully - motorized rack railway train as described in any of the above embodiments.

[0103] The memory may include a read-only memory and a random access memory. The memory stores machine-readable instructions executable by the processor and provides instructions and data to the processor. The memory may be a volatile memory, for example, it may include a random access memory (RAM) and / or a cache memory, etc. The memory may be a non-volatile memory, for example, it may include a read-only memory (ROM), a hard disk, an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, a flash memory, a non-volatile random access memory (NVRAM), etc. One or more application program modules may be stored on the memory, and the processor may run one or more application program modules to implement a full-powered motorized gear-rail train power distribution method described in any of the above embodiments. Various application programs, various data, and various data used and / or generated by the application programs may also be stored in the memory.

[0104] Embodiment 4

[0105] This application also provides a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is run by a processor, it executes a full-powered motorized gear-rail train power distribution method described in any of the above embodiments. Specifically, the storage medium can be a general storage medium, such as a mobile disk, a hard disk, a USB flash drive, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk, or an optical disc, etc., which are various media that can store program codes. When the computer program on the storage medium is run, it can execute a full-powered motorized gear-rail train power distribution method described in any of the above embodiments.

[0106] The above has introduced the embodiments of this application in detail. Specific examples are used in this article to elaborate on the principle and implementation manner of this application. The description of the above embodiments is only used to help understand the method and its core idea of this application; at the same time, for those of ordinary skill in the art, according to the idea of this application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to this application.

Claims

1. A power distribution method for a fully motorized gear-rack train, characterized in that, Including the steps of: Calculating the traction force F required for the rack railway train to start on the rack ramp, , where R1 is the starting resistance of the train, R2 is the gradient resistance of the train, k2 is the train moment of inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, and a is the starting acceleration of the train; , where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; , where g is the acceleration due to gravity and θ is the gradient per mille at the maximum gradient section of the rack rail section; Calculate the traction force F provided by each adhesion bogie 粘 , , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; Calculate to satisfy the number N2 of the rack bogies and the number N1 = N - N2 of the adhesion bogies, where F 齿 is the maximum tractive force that each rack bogie can provide.

2. The power distribution method of a fully motorized gear-rack train according to claim 1, wherein Each vehicle of the rack railway train is equipped with two bogies.

3. A power distribution method for a fully motorized gear-rack train according to claim 1, characterized in that Let N2 be the smallest natural number that satisfies .

4. A power distribution method for a fully motorized gear-rack train according to claim 1, characterized in that, Calculate the number N2 of rack bogies that satisfy , including the steps: Calculate the number N2 of the rack and pinion bogies when all the rack and pinion bogies are single-gear rack and pinion bogies, and determine whether it satisfies ; when N2 satisfies , then all the rack and pinion bogies being single-gear rack and pinion bogies can satisfy the traction force required for the rack and pinion train to start on the rack and pinion ramp; when N2 satisfies , then all the rack and pinion bogies being single-gear rack and pinion bogies cannot satisfy the traction force required for the rack and pinion train to start on the rack and pinion ramp; Calculate the number N2 of the rack and pinion bogies when all the rack and pinion bogies are double-gear rack and pinion bogies, and determine whether it meets ; when N2 meets , then all the rack and pinion bogies are double-gear rack and pinion bogies, that is, it can meet the traction required for the rack and pinion train to start on the rack and pinion ramp; when N2 meets , then all the rack and pinion bogies are double-gear rack and pinion bogies and still cannot meet the traction required for the rack and pinion train to start on the rack and pinion ramp.

5. A power distribution method for a fully motorized gear-rack train according to any one of claims 1-4, characterized in that The slope per mille θ at the maximum ramp of the rack section is 250‰.

6. A power distribution method for a fully motorized gear-rack train, characterized in that, Including the steps of: Calculating the traction force F required for the rack railway train to start on the rack ramp, , where R1 is the starting resistance of the train, R2 is the gradient resistance of the train, k2 is the train inertia coefficient, m aw0 is the unloaded mass of the train, m is the static mass of the train under load, and a is the starting acceleration of the train; , where k is the starting resistance coefficient of the train when the speed is less than 3 km / h; , where g is the acceleration due to gravity and θ is the gradient per mille at the maximum gradient of the rack rail section; Calculate the tractive force F provided by each adhesion bogie 粘 , , where μ is the adhesion utilization coefficient, N is the total number of bogies, and g is the acceleration due to gravity; Calculate the number N of single-gear rack bogies that satisfy and the number N of double-gear rack bogies 2s and the number N1 = N - N of adhesion bogies 2d - N 2s - N 2d where F 单齿 is the maximum traction force that each single-gear rack bogie can provide, and F 双齿 is the maximum traction force that each double-gear rack bogie can provide.

7. A power distribution method for a fully motorized gear-rack train according to claim 6, characterized in that, It further includes the step of: performing an optimal allocation of the number of single-gear rack bogies, the number of double-gear rack bogies, and the number of adhesion bogies according to the objective function of the power distribution of the rack railway train.

8. A power distribution method for a fully motorized gear-rack train according to claim 6, characterized in that It further includes the step of: selecting the combination of the number of single-gear rack bogies, the number of double-gear rack bogies, and the number of adhesion bogies that minimizes the number of motors required for all rack bogies as the target power distribution scheme of the rack railway train; or selecting the combination of the number of single-gear rack bogies, the number of double-gear rack bogies, and the number of adhesion bogies that minimizes the number of rack bogies as the target power distribution scheme of the rack railway train.

9. A power distribution device for a fully motorized gear-rack train, characterized in that, The rack railway train includes multiple vehicles, and the train power distribution device includes a memory and a processor. The memory stores machine-readable instructions executable by the processor, and the processor is connected to the memory. When the machine-readable instructions are executed by the processor, a power distribution method for a fully motorized rack railway train as described in any one of claims 1-8 is implemented.

10. A computer-readable storage medium having computer instructions stored thereon, characterized in that, When the computer instructions are executed by the processor, a power distribution method for a fully motorized rack railway train as described in any one of claims 1 to 8 is implemented.

Images