Composite wheeltrack train power switching device and control method

Abstract

The invention discloses a composite wheeltrack train power switching device and a control method.The train is composed of a plurality of carriages, each carriage comprises two bogies, each bogie comprises two wheel pairs, one wheel pair of each bogie is a composite power wheel pair, the other wheel pair of each bogie is a common wheel pair, and the other wheel pair of each bogie is a hybrid power wheel pair. The hybrid power wheel pair is provided with a first traction motor, the common wheel pair is provided with a second traction motor, each bogie is provided with the device, the device comprises two switches and a traction converter, the two switches are the first switch and the second switch respectively, the first traction motor is connected with the traction converter through the first switch, and the second traction motor is connected with the traction converter through the second switch. The second traction motor is connected with the traction converter through a second switch, and at any moment, only one of the first switch and the second switch is in a closed state. Only one traction converter is arranged, through switching of the switch, the number of the traction converters is reduced, the weight of the train is reduced, the space of the train is saved, the utilization of the traction converters is maximized, waste is reduced, economy and energy conservation are achieved, and practicability is good.

Description

Technical Field

[0001] The present invention relates to the technical field of rail traction and train control, and in particular to a power switching device and a control method for a composite wheel-rail train. Background Art

[0002] In sections with large slopes, there will be longitudinal slippage between the train's ordinary powered wheels and the running rails (steel rails). The longitudinal slippage will cause the train to lose traction and be unable to run normally, or cause the train to lose braking force and be unable to stop normally, affecting driving safety. In addition, the longitudinal slippage problem limits the slope of the line (track) and the traction weight and speed of the train, thus limiting the scope of application of ordinary wheels and rails.

[0003] In response to the above problems, a rack-and-rail structure was proposed. The rack-and-rail structure can solve the problem of wheel-rail transportation on steep slopes. Over the past 100 years, people have invented various rack-and-rail structures, many of which have been put into practice, making steep slope mountain tourism railways shine. However, rack-and-rails also have many disadvantages, such as low meshing accuracy and slow driving speed, which are not suitable for matching with faster wheel-rail vehicles; the conversion from wheel-rail to rack-and-rail requires tooth alignment, which has a complex tooth alignment mechanism and is prone to tooth collision, affecting normal operation and safety. At the same time, in order to increase power and traction, when gears are installed on more than two car bodies, the gap between the couplers will cause the gears and racks to lose synchronization, which is also prone to tooth collision and safety hazards.

[0004] In order to solve the above problems, the inventor proposed patent CN111775631A "A composite power wheelset, train, wheel-rail system and train control method" in 2020, but did not elaborate on the power switching topology and control method of this composite wheel-rail train. In this patent, ordinary wheelsets and composite power wheelsets are installed on different bogies respectively, which can be set on different bogies in the same car of the train or on different bogies in different cars. At the same time, the train control method adopts axle control, and one converter controls one motor. In addition, on a small slope section with a slope of <3%, there is no booster rail on the line, and the composite power wheelset does not provide traction, and the traction is provided by the ordinary wheelset. On a large slope section with a slope of ≥3%, a booster rail is set on the line, and the ordinary wheelset does not provide traction, and the traction is provided by the composite power wheelset. Only one of the two motors of the bogie provides traction at the same time, and both motors are equipped with converters, that is, only one converter is running at the same time, and the other converter is on standby, which causes waste. Summary of the invention

[0005] Based on the above situation, the present invention provides a power switching device and control method for a composite wheel-rail train, which changes the original topological structure in which ordinary wheelsets and composite power wheelsets are respectively installed on different bogies, and proposes a new power switching topology for the composite wheel-rail train. Composite power wheelsets and ordinary wheelsets are configured on each bogie of the composite wheel-rail train, and only one traction inverter is set. By switching the switch, the number of traction inverters is reduced, the weight of the train is reduced, the train space is saved, the utilization of the traction inverter is maximized, waste is reduced, economy and energy saving are achieved, and practicality is good.

[0006] A first aspect of the present invention provides a power switching device for a composite wheel-rail train, wherein the train is composed of a plurality of carriages, each carriage includes two bogies, each bogie includes two wheel pairs, one wheel pair of each bogie is a composite power wheel pair, and the other wheel pair is an ordinary wheel pair, the composite power wheel pair is equipped with traction motor one, and the ordinary wheel pair is equipped with traction motor two, each bogie is equipped with the device, and the device includes two switches and a traction inverter, the two switches are switch one and switch two, respectively, traction motor one is connected to the traction inverter through switch one, and traction motor two is connected to the traction inverter through switch two, and at any time, only one of switch one and switch two is in a closed state.

[0007] Furthermore, the composite power wheelset includes a composite dynamic axle, two power-boosting wheels, and two supporting wheels. A supporting wheel is arranged at each end of the composite dynamic axle. The supporting wheels are connected to the composite dynamic axle through the inner ring of the bearing. A power-boosting wheel is arranged on the outer side of each supporting wheel. The power-boosting wheels are fixedly mounted on the composite dynamic axle. The radius of the power-boosting wheels is smaller than the radius of the supporting wheels. The power-boosting wheels match the laid power-boosting rails, and the supporting wheels match the laid running rails. The power-boosting rails are laid on both sides of the running rails.

[0008] Furthermore, the common wheel set includes a common driving axle and two common wheels, one common wheel is fixed at each end of the common driving axle, and the common wheels match the laid running rails.

[0009] Furthermore, the device also includes a train positioning device; the output end of the train positioning device and the status signal ends of switch one and switch two are connected to the input end of the traction inverter, and the output end of the traction inverter is connected to the control ends of switch one and switch two; the train positioning device obtains the train positioning signal in real time, and the traction inverter controls and switches switch one and switch two according to the train positioning signal.

[0010] Furthermore, the train positioning signal includes four different signals, respectively showing that the bogie is running on a line without a boost rail, a line with a boost rail, about to enter a line with a boost rail from a line without a boost rail, and about to enter a line without a boost rail from a line with a boost rail.

[0011] Furthermore, the device also includes a speed sensor and a current transformer; the speed sensor obtains the speed signals of the traction motor 1 and the traction motor 2 in real time, and the current transformer obtains the three-phase current I of the traction motor 1 in real time. a1 ,I b1 ,I c1 and the three-phase current I of the traction motor 2 a2 ,I b2 ,I c2 The output ends of the speed sensor and the current transformer are connected to the input end of the traction converter.

[0012] Furthermore, the control parameters of the traction motor 1 include the inherent parameters and the variable parameters of the traction motor 1, and the variable parameters of the traction motor 1 include the mechanical angle θ of the traction motor 1. 1 and mechanical angular velocity ω 1 And the three-phase current I a1 ,I b1 ,I c1 , wherein the traction converter calculates the mechanical angle θ of the traction motor 1 according to the speed signal of the traction motor 1 obtained in real time by the speed sensor 1 and mechanical angular velocity ω 1 The traction inverter performs torque control of traction motor one according to the control parameters of traction motor one and the train torque command.

[0013] Furthermore, the control parameters of the traction motor 2 include the inherent parameters and the variable parameters of the traction motor 2, and the variable parameters of the traction motor 2 include the mechanical angle θ of the traction motor 2. 2 and mechanical angular velocity ω 2 And the three-phase current I a2 ,I b2 ,I c2 , wherein the traction converter calculates the mechanical angle θ of the traction motor 2 according to the speed signal of the traction motor 2 obtained in real time by the speed sensor 2 and mechanical angular velocity ω 2 The traction inverter controls the torque of traction motor 2 according to the control parameters of traction motor 2 and the train torque command.

[0014] Furthermore, traction motor one may be a three-phase asynchronous motor or a permanent magnet synchronous motor; traction motor two may also be a three-phase asynchronous motor or a permanent magnet synchronous motor.

[0015] A second aspect of the present invention provides a control method for a composite wheel-rail train power switching device, which is applied to the composite wheel-rail train power switching device. Along the traveling direction of the train, the traction converters from the first bogie to the last bogie sequentially control and switch the switch 1 and the switch 2 according to the train positioning signal, and the steps are as follows:

[0016] When the train positioning signal shows that the bogie is about to enter the line with boost rail from the line without boost rail, the traction inverter controls the output torque of traction motor 2 to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch 2, and then closes switch 1. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor 1 and the train torque command, so as to realize the torque control of traction motor 1.

[0017] When the train positioning signal shows that the bogie is about to enter a line without a boost rail from a line with a boost rail, the traction inverter controls the output torque of traction motor one to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch one, and then closes switch two. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor two and the train torque command, thereby realizing torque control of traction motor two.

[0018] Furthermore, when the train positioning signal shows that the bogie is running on a line without a boost rail, the traction inverter control switch 2 remains in a closed state and the control switch 1 remains in an open state. At the same time, the traction inverter adjusts the machine-side pulse of the traction inverter according to the control parameters of the traction motor 2 and the train torque command to achieve torque control of the traction motor 2.

[0019] Furthermore, when the train positioning signal shows that the bogie is running on a line with a boost rail, the traction inverter control switch 1 remains in a closed state and the control switch 2 remains in an open state. At the same time, the traction inverter adjusts the machine-side pulse of the traction inverter according to the control parameters of the traction motor 1 and the train torque command to achieve torque control of the traction motor 1.

[0020] Compared with the prior art, the present invention has the following beneficial effects: a new power switching topology is proposed for a composite wheel-rail train, a composite power wheelset and a common wheelset are arranged on each bogie of the composite wheel-rail train, only one traction inverter is arranged, a traction motor 1 of the composite power wheelset is connected to the traction inverter through a switch 1, and a traction motor 2 of the common wheelset is connected to the traction inverter through a switch 2; at any time, only one of the switch 1 and the switch 2 is in a closed state, ensuring that only one of the switch 1 and the switch 2 is closed and the other is open; by switching the switches, the number of traction inverters is reduced, the weight of the train is reduced, the space of the train is saved, the utilization of the traction inverter is maximized, waste is reduced, the economy and energy saving are achieved, and the practicability is good.

[0021] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of a power switching device for a composite wheel-rail train of the present invention. DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described below in conjunction with the accompanying drawings and specific implementation methods.

[0024] like Figure 1 As shown, a power switching device for a composite wheel-rail train is shown, the train is composed of multiple carriages, each carriage includes two bogies, each bogie includes two wheel pairs, one wheel pair of each bogie is a composite power wheel pair, and the other wheel pair is a common wheel pair, the composite power wheel pair is equipped with traction motor one, and the common wheel pair is equipped with traction motor two, each bogie is equipped with the device, the device includes two switches and a traction inverter, the two switches are switch one and switch two, the traction motor one is connected to the traction inverter through switch one, and the traction motor two is connected to the traction inverter through switch two, at any time, only one of switch one and switch two is in a closed state, ensuring that only one of switch one and switch two is closed and the other is open.

[0025] As an optional embodiment, the composite power wheelset includes a composite drive axle, two power-enhancing wheels, and two supporting wheels. A supporting wheel is arranged at each end of the composite drive axle. The supporting wheels are connected to the composite drive axle through the inner ring of the bearing. A power-enhancing wheel is arranged on the outer side of each supporting wheel. The power-enhancing wheel is fixedly mounted on the composite drive axle. The radius of the power-enhancing wheel is smaller than the radius of the supporting wheel. The power-enhancing wheel matches the laid power-enhancing rail, and the supporting wheel matches the laid running rail. The power-enhancing rail is laid on both sides of the running rail. For the detailed structure of the composite power wheelset, see the description in patent CN111775631A.

[0026] As an optional embodiment, the common wheel set includes a common driving axle and two common wheels, one common wheel is fixed at each end of the common driving axle, and the common wheels match the laid running rails.

[0027] As an optional embodiment, the device also includes a train positioning device; the output end of the train positioning device and the status signal ends of switch one and switch two are connected to the input end of the traction inverter, and the output end of the traction inverter is connected to the control ends of switch one and switch two; the train positioning device obtains the train positioning signal in real time, and the traction inverter controls and switches switch one and switch two according to the train positioning signal.

[0028] As an optional embodiment, the train positioning signal includes four different signals, respectively showing that the bogie is running on a line without a boost rail, a line with a boost rail, about to enter a line with a boost rail from a line without a boost rail, and about to enter a line without a boost rail from a line with a boost rail.

[0029] As an optional embodiment, the device further includes a speed sensor and a current transformer; the speed sensor obtains the speed signals of the traction motor 1 and the traction motor 2 in real time, and the current transformer obtains the three-phase current I of the traction motor 1 in real time. a1 ,I b1 ,I c1 and the three-phase current I of the traction motor 2 a2 ,I b2 ,I c2 The output ends of the speed sensor and the current transformer are connected to the input end of the traction converter.

[0030] As an optional embodiment, the control parameters of the traction motor 1 include the inherent parameters and the variable parameters of the traction motor 1, and the variable parameters of the traction motor 1 include the mechanical angle θ of the traction motor 1. 1 and mechanical angular velocity ω 1 And the three-phase current I a1 ,I b1 ,I c1 , wherein the traction converter calculates the mechanical angle θ of the traction motor 1 according to the speed signal of the traction motor 1 obtained in real time by the speed sensor 1 and mechanical angular velocity ω 1 The traction inverter performs torque control of traction motor one according to the control parameters of traction motor one and the train torque command.

[0031] As an optional embodiment, the control parameters of the traction motor 2 include the inherent parameters and the variable parameters of the traction motor 2, and the variable parameters of the traction motor 2 include the mechanical angle θ of the traction motor 2. 2 and mechanical angular velocity ω 2 And the three-phase current I a2 ,I b2 ,I c2 , wherein the traction converter calculates the mechanical angle θ of the traction motor 2 according to the speed signal of the traction motor 2 obtained in real time by the speed sensor 2 and mechanical angular velocity ω 2 The traction inverter controls the torque of traction motor 2 according to the control parameters of traction motor 2 and the train torque command.

[0032] As an optional embodiment, traction motor one can be a three-phase asynchronous motor or a permanent magnet synchronous motor; traction motor two can also be a three-phase asynchronous motor or a permanent magnet synchronous motor.

[0033] A second aspect of the present invention provides a control method for a composite wheel-rail train power switching device, which is applied to the composite wheel-rail train power switching device. Along the traveling direction of the train, the traction converters from the first bogie to the last bogie sequentially control and switch the switch 1 and the switch 2 according to the train positioning signal, and the steps are as follows:

[0034] When the train positioning signal shows that the bogie is about to enter the line with boost rail from the line without boost rail, the traction inverter controls the output torque of traction motor 2 to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch 2, and then closes switch 1. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor 1 and the train torque command, so as to realize the torque control of traction motor 1.

[0035] When the train positioning signal shows that the bogie is about to enter a line without a boost rail from a line with a boost rail, the traction inverter controls the output torque of traction motor one to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch one, and then closes switch two. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor two and the train torque command, thereby realizing torque control of traction motor two.

[0036] As an optional embodiment, when the train positioning signal shows that the bogie is running on a line without a boost rail, the traction inverter control switch 2 remains in a closed state and control switch 1 remains in an open state. At the same time, the traction inverter adjusts the machine-side pulse of the traction inverter according to the control parameters of the traction motor 2 and the train torque command to achieve torque control of the traction motor 2.

[0037] As an optional embodiment, when the train positioning signal shows that the bogie is running on a line with a boost rail, the traction inverter controls switch 1 to remain in a closed state and control switch 2 to remain in an open state. At the same time, the traction inverter adjusts the machine-side pulse of the traction inverter according to the control parameters of traction motor 1 and the train torque command to achieve torque control of traction motor 1.

[0038] The above are only preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be regarded as limiting the present invention, and the protection scope of the present invention should be based on the scope defined by the claims. For ordinary technicians in this technical field, several improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A power switching device for a composite wheel-rail train, wherein the train is composed of multiple carriages, each carriage comprising two bogies, characterized in that: Each bogie includes two wheel pairs, one of which is a composite power wheel pair and the other is a common wheel pair. The composite power wheel pair is equipped with traction motor 1 and the common wheel pair is equipped with traction motor 2. Each bogie is equipped with the device, which includes two switches and a traction inverter. The two switches are switch 1 and switch 2. Traction motor 1 is connected to the traction inverter through switch 1, and traction motor 2 is connected to the traction inverter through switch 2. At any time, only one of switch 1 and switch 2 is in a closed state.

2. A power switching device for a composite wheel-rail train according to claim 1, characterized in that: The composite power wheelset comprises a composite dynamic axle, two power-enhancing wheels and two supporting wheels. A supporting wheel is arranged at each end of the composite dynamic axle. The supporting wheels are connected to the composite dynamic axle through the inner ring of the bearing. A power-enhancing wheel is arranged on the outer side of each supporting wheel. The power-enhancing wheels are fixedly mounted on the composite dynamic axle. The radius of the power-enhancing wheels is smaller than the radius of the supporting wheels. The power-enhancing wheels match the laid power-enhancing rails, the supporting wheels match the laid running rails, and the power-enhancing rails are laid on both sides of the running rails.

3. A power switching device for a composite wheel-rail train according to claim 2, characterized in that: The common wheel set comprises a common moving axle and two common wheels. One common wheel is fixed to each end of the common moving axle, and the common wheels match the laid running rails.

4. A power switching device for a composite wheel-rail train according to claim 3, characterized in that: The device also includes a train positioning device; the output end of the train positioning device and the status signal ends of switch one and switch two are connected to the input end of the traction inverter, and the output end of the traction inverter is connected to the control ends of switch one and switch two; the train positioning device obtains the train positioning signal in real time, and the traction inverter controls and switches switch one and switch two according to the train positioning signal.

5. A power switching device for a composite wheel-rail train according to claim 4, characterized in that: The train positioning signal includes four different signals, which respectively show that the bogie is running on a line without a boost rail, a line with a boost rail, is about to enter a line with a boost rail from a line without a boost rail, and is about to enter a line without a boost rail from a line with a boost rail.

6. A power switching device for a composite wheel-rail train according to claim 1, characterized in that: The device also includes a speed sensor and a current transformer; the speed sensor obtains the speed signals of the traction motor 1 and the traction motor 2 in real time, and the current transformer obtains the three-phase current I of the traction motor 1 in real time. a1 ,I b1 ,I c1 and the three-phase current I of the traction motor 2 a2 ,I b2 ,I c2 The output ends of the speed sensor and the current transformer are connected to the input end of the traction converter.

7. A power switching device for a composite wheel-rail train according to claim 6, characterized in that: The control parameters of the traction motor 1 include the inherent parameters and variable parameters of the traction motor 1. The variable parameters of the traction motor 1 include the mechanical angle θ1 and the mechanical angular velocity ω1 of the traction motor 1 and the three-phase current I a1 ,I b1 ,I c1 , wherein the traction inverter calculates the mechanical angle θ1 and mechanical angular velocity ω1 of the traction motor 1 according to the speed signal of the traction motor 1 obtained in real time by the speed sensor; the traction inverter performs torque control of the traction motor 1 according to the control parameters of the traction motor 1 and the train torque command.

8. A power switching device for a composite wheel-rail train according to claim 7, characterized in that: The control parameters of the traction motor 2 include the inherent parameters and variable parameters of the traction motor 2. The variable parameters of the traction motor 2 include the mechanical angle θ2 and the mechanical angular velocity ω2 of the traction motor 2 and the three-phase current I a2 ,I b2 ,I c2 , wherein the traction inverter calculates the mechanical angle θ2 and the mechanical angular velocity ω2 of the traction motor 2 according to the speed signal of the traction motor 2 obtained in real time by the speed sensor; the traction inverter performs torque control of the traction motor 2 according to the control parameters of the traction motor 2 and the train torque command.

9. A power switching device for a composite wheel-rail train according to any one of claims 1 to 8, characterized in that: The first traction motor can be a three-phase asynchronous motor or a permanent magnet synchronous motor; the second traction motor can also be a three-phase asynchronous motor or a permanent magnet synchronous motor.

10. A control method for a power switching device of a composite wheel-rail train, applied to the power switching device of a composite wheel-rail train according to any one of claims 1 to 9, characterized in that: Along the direction of train travel, the traction converters from the first bogie to the last bogie control and switch switch 1 and switch 2 in turn according to the train positioning signal. The steps are as follows: When the train positioning signal shows that the bogie is about to enter the line with boost rail from the line without boost rail, the traction inverter controls the output torque of traction motor 2 to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch 2, and then closes switch 1. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor 1 and the train torque command, so as to realize the torque control of traction motor 1. When the train positioning signal shows that the bogie is about to enter a line without a boost rail from a line with a boost rail, the traction inverter controls the output torque of traction motor one to gradually decrease to zero, blocks the machine side pulse of the traction inverter, disconnects switch one, and then closes switch two. At the same time, the traction inverter enables and adjusts the machine side pulse of the traction inverter according to the control parameters of traction motor two and the train torque command, thereby realizing torque control of traction motor two.

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