Basic power unit for railway vehicle and railway vehicle marshalling

Abstract

The utility model provides a basic power unit for a railway vehicle and a railway vehicle marshalling, the basic power unit for the railway vehicle comprises a first vehicle and a second vehicle, and the first vehicle and the second vehicle are connected in sequence. Wherein the first vehicle is provided with a power bogie, and the second vehicle is provided with a power bogie and a non-power bogie. The railway vehicle marshalling comprises a plurality of basic power units which are arranged in sequence, and each basic power unit has the same dynamic drag ratio.

Description

Technical Field

[0001] At least one embodiment of the utility model relates to the field of rail transit technology, and more specifically, to a basic power unit for a rail vehicle and a rail vehicle formation. Background Art

[0002] In rail transit, the electric traction drive system of "AC (i.e. the contact network adopts AC power supply system)-DC (intermediate DC link)-AC (i.e. the transmission form of traction motor)" is commonly used. Therefore, it is necessary to configure traction transformers, pantographs, roof high-voltage equipment and converters on rail vehicles to meet the above-mentioned "AC-DC-AC" power transformation requirements.

[0003] However, the mass and / or volume of the above-mentioned traction transformers, pantographs, roof-mounted high-voltage equipment and converters are relatively large, so the above-mentioned equipment needs to be installed in the motor vehicle or trailer to meet the limited space and axle weight restrictions in the vehicle. However, this will limit the form of rail vehicle formation. For example, a rail vehicle formation configured as an 8-car formation (i.e., a rail vehicle formation includes 8 vehicles) cannot be changed into a 6-car formation or a 4-car formation by simply removing some vehicles, thereby limiting the flexibility of rail vehicle formation.

[0004] Therefore, how to provide a basic power unit for rail vehicles, which can realize the rearrangement of rail vehicle formation by simply adding or reducing basic power units when the formation needs to be changed, so as to meet the flexibility requirements of rail vehicle formation, has become a technical problem that needs to be solved urgently. Utility Model Content

[0005] In order to solve at least one of the above-mentioned and other technical problems in the prior art, the utility model provides a basic power unit for a rail vehicle and a rail vehicle formation. When the rail vehicle is formed, only the basic power unit needs to be added or reduced to achieve the reorganization of the rail vehicle formation.

[0006] The embodiment of the utility model provides a basic power unit for a rail vehicle, comprising a first vehicle and a second vehicle, wherein the first vehicle and the second vehicle are connected in sequence, wherein the first vehicle is equipped with a power bogie.

[0007] According to an embodiment of the utility model, the above-mentioned basic power unit is configured into an AC transmission form in response to the AC power supply system of the external contact network.

[0008] According to an embodiment of the utility model, a pantograph is arranged on the first vehicle to connect to an external contact network.

[0009] According to an embodiment of the present invention, a traction transformer electrically connected to the pantograph is disposed on the second vehicle, which is suitable for stepping down the single-phase alternating current input from the catenary.

[0010] According to an embodiment of the present invention, a first current conversion device electrically connected to the traction transformer is further disposed on the first vehicle, which is suitable for converting the single-phase alternating current into a three-phase alternating current to supply power to the traction motors configured on the power bogies of the first vehicle.

[0011] According to an embodiment of the present invention, a second current conversion device electrically connected to the traction transformer is further disposed on the second vehicle, which is suitable for converting the single-phase alternating current into a three-phase alternating current to supply power to the traction motors configured on the power bogies of the second vehicle.

[0012] According to an embodiment of the present invention, an auxiliary inverter electrically connected to the second current converter of the second current conversion device is further disposed on the second vehicle, which is suitable for converting the direct current output by the second current converter into a three-phase alternating current to supply power to the auxiliary systems on the first vehicle and / or the second vehicle.

[0013] An embodiment of the present invention further provides a rail vehicle formation, including a plurality of basic power units, the plurality of basic power units are arranged in sequence, and each of the basic power units has the same motor-trailer ratio.

[0014] According to an embodiment of the present invention, the second vehicles in the basic power units are disposed at both ends of the rail vehicle formation; wherein, driver's cabs are configured on the second vehicles located at both ends of the rail vehicle formation.

[0015] According to an embodiment of the present invention, the first vehicles of at least two of the basic power units are adjacent to each other.

[0016] According to the basic power unit for rail vehicles and the rail vehicle formation provided by the present invention, the first vehicle configured with a power bogie forms a motor car form; while the second vehicle configured with both a power bogie and a non-power bogie forms a semi-motor and semi-trailer form. In this way, the vehicles in the basic power unit can form a power configuration similar to a fully distributed mode, so as to reduce the power burden of each vehicle and reduce the restrictions on other equipment arranged on the first vehicle and the second vehicle. Since the motor-trailer ratio of the basic power unit is balanced, when the rail vehicle formation formed by a plurality of basic power units is reorganized, only an appropriate number of basic power units need to be added or reduced. Description of the Drawings

[0017] Figure 1 is a module schematic diagram of a basic power unit according to a schematic embodiment of the present invention;

[0018] Figure 2 It is a schematic diagram of a 4 - formation rail train formation formed based on the basic power unit of the illustrative embodiment of the present utility model;

[0019] Figure 3 It is a schematic diagram of a 6 - formation rail train formation formed based on the basic power unit of the illustrative embodiment of the present utility model; and

[0020] Figure 4 It is a schematic diagram of an 8 - formation rail train formation formed based on the basic power unit of the illustrative embodiment of the present utility model.

[0021] In the said drawings, the meanings of the reference numerals are specifically as follows:

[0022] 1. Basic power unit;

[0023] 11. First vehicle;

[0024] 111. Pantograph;

[0025] 112. First converter;

[0026] 113. Battery;

[0027] 12. Second vehicle;

[0028] 121. Traction transformer;

[0029] 122. Second converter;

[0030] 123. Auxiliary inverter;

[0031] 13. Power bogie; and

[0032] 14. Non - power bogie. Detailed implementation manners

[0033] In order to make the objectives, technical solutions and advantages of the present utility model clearer and more understandable, the following further elaborates on the present utility model in detail with reference to specific embodiments and the attached drawings.

[0034] The terms used herein are only for describing specific embodiments and are not intended to limit the present utility model. The terms "including", "comprising", etc. used herein indicate the presence of the described features, steps, operations and / or components, but do not exclude the presence or addition of one or more other features, steps, operations or components.

[0035] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those of ordinary skill in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification, and should not be interpreted in an idealized or overly rigid manner.

[0036] In cases where expressions similar to "at least one of A, B, and C, etc." are used, generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, a "system having at least one of A, B, and C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc. In cases where expressions similar to "at least one of A, B, or C, etc." are used, generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, a "system having at least one of A, B, or C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.

[0037] In rail transit, an "AC - DC - AC" electric traction drive system is often adopted. For this purpose, equipment such as a traction transformer, a pantograph, roof high - voltage equipment, and an inverter need to be configured on the rail vehicle to meet the above - mentioned "AC - DC - AC" power conversion requirements.

[0038] However, the quality and / or volume of the above - mentioned equipment such as the traction transformer, pantograph, roof high - voltage equipment, and inverter are relatively large. Therefore, the formation of the rail vehicle formation is restricted.

[0039] For example, a rail vehicle formation configured as 8 - car formation (that is, the rail vehicle formation includes 8 vehicles) is currently often configured as a 4 - motor 4 - trailer (that is, 4 motor cars and 4 trailer cars) or 6 - motor 2 - trailer (that is, 6 motor cars and 2 trailer cars) rail vehicle formation.

[0040] The formation of the 4 - motor 4 - trailer rail vehicle formation is "+Tc - M - Tp - M - M - Tp - M - Tc+"; where Tc represents a trailer with a driver's cab, M represents a motor car, and Tp represents a trailer with a pantograph. Considering the axle load of the vehicle and the equipment installation space, the traction transformer and the traction inverter need to be arranged separately. The TP car is equipped with a traction transformer, a pantograph, and high - voltage equipment, and the M car is equipped with a traction inverter.

[0041] Although this formation can be changed to a 4 - car formation (+Tc - Mp - Mp - Tc+) or a 6 - car formation (+Tc - Mp - M - M - Mp - Tc+), where Mp represents a motor car with a pantograph, the motor - to - trailer ratio is smaller than that of the 8 - car formation. Therefore, the acceleration performance of the train is low and cannot meet the passenger transport requirements.

[0042] The formation of the 6 - powered and 2 - trailed rail vehicle formation is “+Mc - M - Tp - M - M - Tp - M - Mc+”; among them, Mc represents a motor car with a driver's cab, M represents a motor car, and Tp represents a trailer with a pantograph. Similarly, considering the axle load of the vehicle and the equipment installation space, the TP vehicle is equipped with a main transformer, a pantograph and high - voltage equipment, the M motor car is equipped with a traction converter with auxiliary equipment, the Mc contains a driver's cab, is heavier than the M car, and is configured with a traction converter without an auxiliary inverter.

[0043] This formation has a larger powered - to - trailed ratio than the 4 - powered and 4 - trailed formation, but cannot be directly changed to a 4 - car formation. And changing to a 6 - car formation (such as 4 - powered and 2 - trailed, i.e., +Mc - Tp - M - M - Tp - Mc+) will reduce the powered - to - trailed ratio and requires adjusting the capacity of the traction transformer, resulting in non - universal equipment. Moreover, the axle - load difference between the Mc car and other cars is large, resulting in poor balance of the rail vehicle formation and inability to flexibly re - configure the rail vehicle formation.

[0044] Therefore, how to provide a basic power unit for rail vehicles, which can realize the re - configuration of the rail vehicle formation by simply adding or reducing the basic power unit when the formation needs to be changed, to meet the flexibility requirements of the rail vehicle formation, has become an urgent technical problem to be solved.

[0045] In view of this, based on the same inventive concept, the present utility model provides a basic power unit for rail vehicles and a rail vehicle formation.

[0046] Figure 1 It is a schematic module diagram of the basic power unit according to an exemplary embodiment of the present utility model.

[0047] According to the basic power unit for rail vehicles provided by the present utility model, as Figure 1 shown, it includes a first vehicle 11 and a second vehicle 12, and the first vehicle 11 and the second vehicle 12 are connected in sequence. Among them, the first vehicle 11 is configured with a powered bogie 13, and the second vehicle 12 is configured with a powered bogie 13 and a non - powered bogie 14.

[0048] In an exemplary embodiment, as Figure 1 shown, the basic power unit for rail vehicles includes one first vehicle 11 and one second vehicle 12. Among them, the first vehicle 11 includes, but is not limited to, two powered bogies 13. Specifically, the powered bogie 13 includes, but is not limited to, wheelsets, axle - box spring suspension devices, frames, secondary spring suspension devices, drive devices and foundation braking devices (not shown in the figure).

[0049] In an illustrative embodiment, not shown in the figure, the frame includes but is not limited to being configured in an "H-shape", "日-shape", "Ⅱ-shape" or any other shape. In detail, the frame is used as a mounting base for the power bogie 13, and other devices (i.e., wheelsets, axle box spring suspension devices, frame, secondary spring suspension devices, drive devices and basic brake devices) can be directly or indirectly mounted on the frame.

[0050] In an illustrative embodiment, not shown in the figure, a frame includes but is not limited to two wheelsets. Specifically, the wheelsets are formed by interference fit (such as cold pressing or hot pressing) between the wheels and the axles. The wheels include but are not limited to integrally rolled steel wheels; the axles include but are not limited to hollow axles to reduce the dead weight of the wheelsets.

[0051] In an illustrative embodiment, not shown in the figure, the axle box spring suspension device includes but is not limited to an axle box device, a series of spring buffer devices and an axle box positioning device. In detail, the wheelset is installed on the axle box spring suspension device. It is suitable for buffering wheel-rail vibration caused by track unevenness and positioning the wheelset relative to the frame in the lateral and / or longitudinal direction.

[0052] In an illustrative embodiment, not shown in the figure, the secondary spring suspension device includes but is not limited to an air spring device, a traction device and an axial shock absorber. In detail, the secondary spring suspension device is connected between the car body and the frame of the first vehicle 11, and is suitable for transmitting the vertical force, longitudinal force and lateral force between the car body and the power bogie 13 (including the frame) to buffer the rail relative to the car body.

[0053] In an illustrative embodiment, not shown in the figure, the drive device includes but is not limited to a traction motor, a gear box and a drive mechanism. In detail, the traction motor includes but is not limited to any one of a DC traction motor, an AC traction motor and a linear traction motor. In response to the currently commonly used 25kV single-phase AC overhead line, the drive device preferably uses an AC traction motor (such as a three-phase asynchronous AC traction motor).

[0054] Furthermore, the traction motor can be any one of axle suspension (i.e. half of the traction motor is supported on the axle and the other half is suspended on the frame), frame suspension (i.e. the traction motor is supported on the frame) and body suspension (i.e. the traction motor is installed on the vehicle body) according to actual use requirements. In response to the power-distributed EMU, it is preferred to use a frame suspension traction motor.

[0055] In a schematic embodiment, the basic braking device includes, but is not limited to, adopting a compound braking method, which is applicable to converting the kinetic energy of the train into electrical energy through the traction motor of the driving device when braking air is exhausted, and then further converting it into heat energy for consumption or feedback to the external catenary (including power grid) to decelerate the train. Further, the basic braking device is also configured to brake the wheel disc and / or axle disc through mechanical braking to further decelerate the train. It should be understood that the embodiments of the present invention are not limited thereto.

[0056] It should be noted that any power bogie 13 that can be used in the art to be assembled at the bottom of the vehicle body to drive the vehicle to move relative to the track can be selected and applied, and no specific expansion will be carried out.

[0057] In a schematic embodiment, as Figure 1 shown, the second vehicle 12 includes, but is not limited to, one power bogie 13 and one non-power bogie 14. The power bogie 13 and the non-power bogie 14 are respectively arranged at both ends of the bottom of the vehicle body of the second vehicle 12. Among them, the power bogie 13 on the second vehicle 12 can adopt the same power bogie 13 as the first vehicle 11; the non-power bogie 14 can adopt a structure similar to that of the power bogie 13, but without a driving device.

[0058] In such an embodiment, the first vehicle 11 equipped with a power bogie forms a motor car form; while the second vehicle 12 equipped with both a power bogie and a non-power bogie forms a semi-motor semi-trailer form. In this way, the vehicles in the basic power unit can form a power configuration similar to a fully distributed mode, so as to reduce the power burden of each vehicle and reduce the restrictions on other equipment arranged on the first vehicle 11 and the second vehicle 12. Since the motor-trailer ratio of the basic power unit is balanced, the overall motor-trailer ratio of the rail vehicle formation remains unchanged. Therefore, there is no need to readjust the capacity of the traction transformer configured for the vehicle, so that the basic power unit can be modularized and generalized. When reorganizing the rail vehicle formation formed by adjusting the basic power unit, only the appropriate number of basic power units need to be added or reduced. This can simplify the design, manufacture, inspection and maintenance of the vehicle and achieve rapid formation.

[0059] According to the embodiment of the present invention, as Figure 1 shown, the basic power unit is configured in an AC drive form in response to the AC power supply system of the external catenary.

[0060] In a schematic embodiment, not shown in the figure, the external catenary is electrically connected to the substation. Specifically, the rated voltage of the catenary includes but is not limited to a single-phase AC power supply system configured to 25 kV. Further, the rated voltage of the substation feeder line includes but is not limited to being configured to 27.55 kV. This can compensate for the voltage and / or power losses generated in the transmission line and the catenary due to long-distance power supply, so as to prevent the voltage at the end of the catenary from being lower than the minimum operating voltage of the rail vehicle formation.

[0061] In a schematic embodiment, not shown in the figure, the catenary and the basic power unit are configured as an AC (i.e., the catenary uses an AC power supply system) - DC (intermediate DC link) - AC (i.e., the drive form of the traction motor) electric traction drive system.

[0062] According to an embodiment of the present invention, as Figure 1 shown, a pantograph 111 is configured on the first vehicle 11 to connect to the external catenary.

[0063] According to an embodiment of the present invention, as Figure 1 shown, a traction transformer 121 electrically connected to the pantograph 111 is configured on the second vehicle 12, which is suitable for stepping down the single-phase AC power input from the catenary.

[0064] According to an embodiment of the present invention, as Figure 1 shown, a first converter device 112 electrically connected to the traction transformer 121 is further configured on the first vehicle 11, which is suitable for converting the single-phase AC power into three-phase AC power to supply power to the traction motor configured on the power bogie 13 of the first vehicle 11.

[0065] According to an embodiment of the present invention, as Figure 1 shown, a second converter device 122 electrically connected to the traction transformer 121 is further configured on the second vehicle 12, which is suitable for converting the single-phase AC power into three-phase AC power to supply power to the traction motor configured on the power bogie 13 of the second vehicle 12.

[0066] According to an embodiment of the present invention, as Figure 1 shown, an auxiliary inverter 123 electrically connected to the second converter of the second converter device 122 is further configured on the second vehicle 12, which is suitable for converting the DC power output by the second converter into three-phase AC power to supply power to the auxiliary system on the first vehicle 11 and / or the second vehicle 12.

[0067] In a schematic embodiment (not shown in the figure), the first power conversion device 112 includes a first converter and a first inverter. Specifically, the first converter is electrically connected to the traction transformer 121 to convert the single-phase alternating current stepped down by the traction transformer 121 into direct current to form an intermediate DC link. Further, the first inverter is electrically connected to the first converter to convert the direct current into three-phase alternating current suitable for driving the traction motor of the powered bogie 13 of the first vehicle 11.

[0068] In a schematic embodiment, a storage battery 113 is also arranged on the first vehicle 11. Specifically, the storage battery 113 is adapted to be electrically connected to the first converter to store a part of the electric energy output by the first converter.

[0069] In a schematic embodiment (not shown in the figure), the second power conversion device 122 includes a second converter and a second inverter. Specifically, the second converter is electrically connected to the traction transformer 121 to convert the single-phase alternating current stepped down by the traction transformer 121 into direct current to form an intermediate DC link. Further, the second inverter is electrically connected to the second converter to convert the direct current into three-phase alternating current suitable for driving the traction motor of the powered bogie 13 of the second vehicle 12.

[0070] The above-mentioned first converter and / or second converter includes, but is not limited to, a four-quadrant converter.

[0071] In a schematic embodiment, based on the devices arranged on the first vehicle 11 and the second vehicle 12 (that is, two powered bogies 13, a pantograph 111, a first power conversion device 112 and a storage battery 113 are arranged on the first vehicle 11; a traction transformer 121, a second power conversion device 122 and an auxiliary inverter 123 are arranged on the second vehicle 12), the masses of the main equipment arranged on the first vehicle 11 and the second vehicle 12 can be made close to each other.

[0072] Specifically, the following table can be referred to:

[0073] Table 1, Mass difference of main equipment of the first vehicle and the second vehicle

[0074]

[0075] Based on the above table, the mass difference between the main equipment arranged on the first vehicle 11 and the second vehicle 12 is 0.4 tons.

[0076] In an actual usage scenario, the total weight of the first vehicle and the second vehicle configured based on the above device configuration method (including the above main equipment, vehicle body self-weight, auxiliary equipment, etc.) is about 45.5 tons. And the mass difference of the above main equipment is 0.4 tons. Therefore, based on the above implementation manner, the axle weight difference between the first vehicle 11 and the second vehicle 12 can be controlled within 2%, so that the balance between the first vehicle 11 and the second vehicle 12 is better.

[0077] Figure 2 It is a schematic diagram of a 4 - formation rail train formation formed based on the basic power unit of the schematic embodiment of the present invention. Figure 3 It is a schematic diagram of a 6 - formation rail train formation formed based on the basic power unit of the schematic embodiment of the present invention. Figure 4 It is a schematic diagram of an 8 - formation rail train formation formed based on the basic power unit of the schematic embodiment of the present invention.

[0078] According to the rail vehicle formation provided by the present invention, as Figures 2 to 4 shown, it includes a plurality of basic power units 1, and the plurality of basic power units 1 are arranged in sequence. Among them, each basic power unit 1 has the same motor - trailer ratio.

[0079] According to an embodiment of the present invention, as Figures 2 to 4 shown, the second vehicle 12 in the basic power unit is arranged at both ends of the rail vehicle formation. Among them, the second vehicle 12 located at both ends of the rail vehicle formation is configured with a driver's cab.

[0080] According to an embodiment of the present invention, as Figures 2 to 4 shown, at least two first vehicles 11 of the basic power units are arranged adjacent to each other.

[0081] In a schematic embodiment, as Figure 2 shown, the rail vehicle formation includes two basic power units 1. Specifically, the two basic power units 1 are arranged in sequence from left to right as Figure 2 shown. Further, the first vehicles 11 of the two basic power units 1 are arranged opposite to each other and are connected adjacent to each other. Furthermore, the second vehicle 12 is used as the A - end and B - end of the rail vehicle formation, and among them, cab equipment is provided to be used as the cab of the rail vehicle formation.

[0082] In another schematic embodiment, as Figure 3 shown, the rail vehicle formation includes three basic power units 1. Specifically, the three basic power units 1 are arranged along Figure 2They are arranged in the order from left to right as shown. Further, the first vehicle 11 of the basic motor unit 1 located in the middle faces the first vehicle 11 of the basic motor unit 1 located on the left, and the adjacent ones are connected together. Further still, the second vehicles 12 located on the left and right are used as the A end and B end of the rail vehicle formation, respectively, and cab equipment is provided therein to be used as the cab of the rail vehicle formation.

[0083] In yet another exemplary embodiment, as Figure 4 shown, the rail vehicle formation includes four basic power units 1. Specifically, the four basic power units 1 are arranged in the order from left to right as Figure 2 shown. Further, two basic power units 1 on the same side (i.e., the left and right sides) of the four basic power units 1 can be arranged with reference to the 4 - formation rail vehicle formation.

[0084] In an exemplary embodiment, as Figure 4 shown, the 8 - formation rail train formation is formed by sequentially reconnecting two 4 - formation rail trains (as Figure 2 shown) to increase the transport capacity of the rail train formation. In this state, it is necessary to configure the rail train formation to operate with two pantographs collecting current simultaneously.

[0085] For example, current can be collected from the pantographs of the first vehicle 11 counted from the left and the third vehicle 11 counted from the left as Figure 4 shown.

[0086] Again, for example, current can be collected from the pantographs of the second vehicle 11 counted from the left and the fourth vehicle 11 counted from the left as Figure 4 shown.

[0087] When collecting current, the pantograph makes sliding contact with the catenary through the carbon slide plate. However, during the current collection process, it will cause wear and even breakage of the carbon slide plate, resulting in different wear degrees of the pantographs in the rail train formation. Therefore, it is necessary to switch different pantographs to collect current according to certain rules to maintain the wear degrees of the carbon slide plates of different pantographs to be approximately uniform. Among them, a relatively common rule is to switch on single - and double - days. For example, on single days, the pantographs of the first and third vehicles counted from the left are used to collect current, and on double days, the pantographs of the second and fourth vehicles counted from the left are used to collect current.

[0088] When the rail train formation uses two pantographs to collect current, there will be an impact between the two pantographs. Among them, a relatively significant one is that the vibration wave generated by the front pantograph (i.e., the pantograph upstream in the running direction) during operation will act on the rear pantograph (i.e., the pantograph downstream in the running direction), resulting in a decrease in the current collection quality of the rear pantograph. Therefore, it is necessary to design this distance according to certain factors, such as the propagation law of the vibration wave, resonance and vibration damping mechanism, etc., so that the front pantograph and the rear pantograph maintain a relatively favorable distance.

[0089] On this basis, based on the above basic power unit, when switching between different double pantographs, the distance between the double pantographs can be made the same (i.e., L1 = L2) so as to match the length of the power supply split-phase zone.

[0090] Furthermore, when configuring a train formation of 8 cars or more, dual-current power supply may also be adopted, that is, two different current systems are used in the power supply system.

[0091] For example, in some rail transit systems, differences in power supply systems and vehicle gauges may be encountered, resulting in trains being unable to operate across lines.

[0092] Therefore, it is necessary to add pantographs to switch different pantographs according to the needs of the corresponding sections to adapt to the corresponding power supply systems. On this basis, based on the above basic power unit, when increasing the number of pantographs, the train formation of the rail vehicle can be maintained unchanged.

[0093] It should also be noted that the directional terms mentioned in the embodiments, such as "up", "down", "front", "back", "left", "right", etc., are only references to the directions in the attached drawings and are not used to limit the protection scope of the present invention. Throughout the drawings, the same elements are denoted by the same or similar reference numerals. Conventional structures or configurations will be omitted when they may cause confusion in the understanding of the present invention.

[0094] The embodiments of the present invention have been described above. However, these embodiments are only for illustrative purposes and not for limiting the scope of the present invention. Although the embodiments have been described separately above, this does not mean that the measures in each embodiment cannot be used in combination advantageously. The scope of the present invention is defined by the appended claims and their equivalents. Without departing from the scope of the present invention, those skilled in the art can make various substitutions and modifications, and these substitutions and modifications should all fall within the scope of the present invention.

Claims

1. A basic power unit for a rail vehicle, characterized in that: The invention comprises a first vehicle (11) and a second vehicle (12), wherein the first vehicle (11) and the second vehicle (12) are connected in sequence; The first vehicle (11) is equipped with a power bogie (13), and the second vehicle (12) is equipped with a power bogie (13) and a non-power bogie (14).

2. The basic power unit according to claim 1, characterized in that: The basic power unit is configured in an AC transmission form in response to the AC power supply system of the external contact network.

3. The basic power unit according to claim 1 or 2, characterized in that: The first vehicle (11) is provided with a pantograph (111) for connecting to an external contact network.

4. The basic power unit according to claim 3, characterized in that: The second vehicle (12) is provided with a traction transformer (121) electrically connected to the pantograph (111) and is suitable for reducing the voltage of the single-phase alternating current input from the overhead contact network.

5. The basic power unit according to claim 4, characterized in that: The first vehicle (11) is also provided with a first converter (112) electrically connected to the traction transformer (121), which is suitable for converting single-phase alternating current into three-phase alternating current to supply power to a traction motor provided on the power bogie (13) of the first vehicle (11).

6. The basic power unit according to claim 4, characterized in that: The second vehicle (12) is also provided with a second converter (122) electrically connected to the traction transformer (121), which is suitable for converting single-phase alternating current into three-phase alternating current to supply power to a traction motor provided on the power bogie (13) of the second vehicle (12).

7. The basic power unit according to claim 6, characterized in that: The second vehicle (12) is also provided with an auxiliary inverter (123) electrically connected to the second converter of the second converter device (122), and is suitable for converting the direct current output by the second converter into three-phase alternating current to supply power to the auxiliary systems on the first vehicle (11) and / or the second vehicle (12).

8. A rail vehicle marshaling, characterized in that: Comprising a plurality of basic power units (1) as claimed in any one of claims 1 to 7, wherein the plurality of basic power units (1) are arranged in sequence; Wherein, each of the basic power units (1) has the same power-to-drag ratio.

9. The rail vehicle marshaling according to claim 8, characterized in that: The second vehicle (12) in the basic power unit is arranged at both ends of the rail vehicle formation; Wherein, the second vehicles (12) located at both ends of the rail vehicle formation are equipped with driver cabs.

10. The rail vehicle marshaling according to claim 8 or 9, characterized in that: At least two first vehicles (11) of the basic power units are arranged adjacent to each other.

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