Power switching device of composite wheel-rail train
By configuring composite power wheelsets and ordinary wheelsets on each bogie of the composite wheel-rail train and using a traction converter for power switching, the longitudinal slippage problem of the composite wheel-rail train on steep gradient sections is solved, achieving stable traction supply and maximizing converter utilization, while reducing weight and space waste.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHENGDU SHANGHUA ELECTRIC CO LTD
- Filing Date
- 2024-12-26
- Publication Date
- 2026-05-15
AI Technical Summary
Existing hybrid wheel-rail trains suffer from longitudinal slippage on steep gradient sections, resulting in loss of traction and affecting driving safety and speed. Furthermore, existing power switching devices suffer from wasted converters and excessive weight.
Each bogie is equipped with a hybrid power wheelset and a conventional wheelset, and uses a traction converter. Power switching is controlled by a switch, which reduces the number of converters, optimizes the power topology, and saves space and weight.
It achieves stable traction supply in steep gradient sections, reduces converter waste, saves train weight and space, and improves economy and safety.
Smart Images
Figure CN224241009U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of track traction and train control technology, specifically to a composite wheel-rail train power switching device. Background Technology
[0002] On steep gradient sections, longitudinal slippage can occur between the conventional power wheels of a train and the running rails (steel rails). Longitudinal slippage can cause the train to lose traction and be unable to operate normally, or it can cause the train to lose braking force and be unable to stop normally, affecting driving safety. In addition, longitudinal slippage limits the gradient of the track and the traction weight and speed of the train, thus limiting the application of conventional wheel-rail systems.
[0003] To address the aforementioned problems, a rack and pinion structure was proposed. The rack and pinion structure can solve the problem of wheel-rail transportation on steep gradients. For over a century, people have practically invented various rack and pinion designs, many of which have been implemented, making mountain tourism railways on steep gradients incredibly successful. However, rack and pinion structures also have many drawbacks. For example, they have low meshing accuracy, slow operating speeds, and are not suitable for matching with faster wheel-rail trains. The conversion from wheel-rail to rack and pinion requires gear matching, which is complex and prone to gear collisions, affecting normal operation and safety. Furthermore, to increase power and traction, when gears are installed on two or more car bodies, the gap between the couplers can cause the gears and rack and pinion to lose synchronization, also easily leading to gear collisions and safety hazards.
[0004] To address the aforementioned issues, the inventors filed patent CN111775631A in 2020, entitled "A Composite Power Wheelset, Train, Wheel-Rail System, and Train Control Method." However, this patent did not elaborate on the power switching topology and control method for this composite wheel-rail train. In this patent, the ordinary wheelset and the composite power wheelset are installed on different bogies, which can be set on different bogies in the same car or on different bogies in different cars. The train control method uses axle control, with one converter controlling one motor. Furthermore, on sections with a gradient of less than 3%, no booster rails are installed on the track, and the composite power wheelset does not provide traction; the traction is provided by the ordinary wheelset. On sections with a gradient of 3% or more, booster rails are installed on the track, and the ordinary wheelset does not provide traction; the traction is provided by the composite power wheelset. Only one of the two motors on the bogie provides traction at any given time, and both motors are equipped with converters. This means that only one converter is operating at any given time, while the other is in standby, resulting in waste. Utility Model Content
[0005] Based on the above, this utility model provides a power switching device and control method for composite wheel-rail trains. It changes the original topology where ordinary wheelsets and composite power wheelsets are installed on different bogies, and proposes a new power switching topology for composite wheel-rail trains. Composite power wheelsets and ordinary wheelsets are configured on each bogie of the composite wheel-rail train, and only one traction converter is set. By switching the switch, the number of traction converters is reduced, the train weight is reduced, the train space is saved, the utilization of the traction converter is maximized, waste is reduced, and it is economical, energy-saving, and practical.
[0006] The first aspect of this utility model provides a composite wheel-rail train power switching device. The train consists of multiple carriages, each carriage includes two bogies, each bogie includes two wheelsets, one wheelset of each bogie is a composite power wheelset, and the other wheelset is a conventional wheelset. The composite power wheelset is equipped with a traction motor one, and the conventional wheelset is equipped with a traction motor two. Each bogie is equipped with the device. The device includes two switches and a traction converter. The two switches are switch one and switch two. Traction motor one is connected to the traction converter through switch one, and traction motor two is connected to the traction converter through switch two. At any given time, only one of switches one and switch two is in a closed state.
[0007] Furthermore, the composite power wheelset includes a composite drive shaft, two booster wheels, and two support wheels. Each end of the composite drive shaft has a support wheel, which is connected to the composite drive shaft via the inner ring of a bearing. A booster wheel is provided on the outer side of each support wheel and is fixedly installed on the composite drive shaft. The radius of the booster wheel is smaller than that of the support wheel. The booster wheel is matched with the laid booster rail, and the support wheel is matched with the laid running rail. The booster rail is laid on both sides of the running rail.
[0008] Furthermore, the ordinary wheelset includes an ordinary drive shaft and two ordinary wheels. One ordinary wheel is fixed to each end of the ordinary drive shaft, and the ordinary wheels are matched with the laid running rail.
[0009] Furthermore, the device also includes a train positioning device; the output terminal of the train positioning device and the status signal terminals of switch one and switch two are connected to the input terminal of the traction converter, and the output terminal of the traction converter is connected to the control terminals of switch one and switch two; the train positioning device acquires the train positioning signal in real time, and the traction converter controls and switches one and two according to the train positioning signal.
[0010] Furthermore, the train positioning signal includes four different signals, respectively indicating that the bogie is running on a track without a booster rail, on a track with a booster rail, about to enter a track with a booster rail from a track without a booster rail, and about to enter a track without a booster rail from a track with a booster rail.
[0011] Furthermore, the device also includes a speed sensor and a current transformer; the speed sensor acquires the rotational speed signals of traction motor one and traction motor two in real time, and the current transformer acquires the three-phase current I of traction motor one in real time. a1 I b1 I c1 and the three-phase current I of traction motor two a2 I b2 I c2 The output terminals of the speed sensor and current transformer are connected to the input terminal of the traction converter.
[0012] Furthermore, the control parameters of traction motor one include the inherent parameters and variable parameters of traction motor one. The variable parameters of traction motor one include the mechanical angle θ1 and mechanical angular velocity ω1 of traction motor one, as well as the three-phase current I. a1 I b1 I c1 The traction converter calculates the mechanical angle θ1 and mechanical angular velocity ω1 of the traction motor one based on the speed signal of the traction motor one obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor one based on the control parameters of the traction motor one and the train torque command.
[0013] Furthermore, the control parameters of traction motor two include its inherent parameters and variable parameters. The variable parameters of traction motor two include its mechanical angle θ2 and mechanical angular velocity ω2, as well as its three-phase current I. a2 I b2 I c2 The traction converter calculates the mechanical angle θ2 and mechanical angular velocity ω2 of the traction motor 2 based on the speed signal of the traction motor 2 obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor 2 based on the control parameters of the traction motor 2 and the train torque command.
[0014] Furthermore, traction motor one is a three-phase asynchronous motor or a permanent magnet synchronous motor; traction motor two is a three-phase asynchronous motor or a permanent magnet synchronous motor.
[0015] Furthermore, along the train's direction of travel, the traction converters from the first bogie to the last bogie sequentially control and switch between switch one and switch two based on the train positioning signal. When the train positioning signal indicates that the bogie is running on a track without a booster rail, switch two remains closed and switch one remains open; when the train positioning signal indicates that the bogie is running on a track with a booster rail, switch one remains closed and switch two remains open; when the train positioning signal indicates that the bogie is about to enter a track with a booster rail from a track without a booster rail, switch two is opened and switch one is closed; when the train positioning signal indicates that the bogie is about to enter a track without a booster rail from a track with a booster rail, switch one is opened and switch two is closed.
[0016] The second aspect of this utility model provides a control method for a hybrid wheel-rail train power switching device, applied to the aforementioned hybrid wheel-rail train power switching device. Along the train's direction of travel, the traction converters from the first bogie to the last bogie sequentially control and switch between switch one and switch two according to the train positioning signal. The steps are as follows:
[0017] When the train positioning signal indicates that the bogie is about to enter the track with a booster rail from the track without a booster rail, the traction converter controls the output torque of traction motor 2 to gradually reduce to zero, then blocks the machine-side pulse of the traction converter, opens switch 2, and then closes switch 1. At the same time, the traction converter enables and adjusts the machine-side pulse of the traction converter 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.
[0018] When the train positioning signal indicates that the bogie is about to enter a track without a booster rail from a track with a booster rail, the traction converter controls the output torque of traction motor one to gradually reduce to zero, then blocks the machine-side pulse of the traction converter, opens switch one, and then closes switch two. At the same time, the traction converter enables and adjusts the machine-side pulse of the traction converter according to the control parameters of traction motor two and the train torque command, thereby realizing torque control of traction motor two.
[0019] Furthermore, when the train positioning signal indicates that the bogie is running on a track without a booster rail, the traction converter control switch two remains closed and the control switch one remains open. At the same time, the traction converter adjusts the machine-side pulse of the traction converter according to the control parameters of the traction motor two and the train torque command to achieve torque control of the traction motor two.
[0020] Furthermore, when the train positioning signal indicates that the bogie is running on a track with a booster rail, traction converter control switch one remains closed and control switch two remains open. At the same time, the traction converter adjusts the machine-side pulse of the traction converter according to the control parameters of traction motor one and the train torque command to achieve torque control of traction motor one.
[0021] The advantages of this invention compared to existing technologies are as follows: It proposes a new power switching topology for composite wheel-rail trains. Each bogie of the composite wheel-rail train is equipped with a composite power wheelset and a regular wheelset. Only one traction converter is installed. The traction motor of the composite power wheelset is connected to the traction converter via switch one, and the traction motor of the regular wheelset is connected to the traction converter via switch two. At any given time, only one of switches is closed, ensuring that only one of switches is closed while the other is open. By switching the switches, the number of traction converters is reduced, the train weight is reduced, train space is saved, the utilization of the traction converter is maximized, waste is reduced, and the system is economical, energy-saving, and highly practical.
[0022] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description
[0023] Figure 1 This is a schematic diagram of the structure of a composite wheel-rail train power switching device according to this utility model. Detailed Implementation
[0024] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described below in conjunction with the accompanying drawings and specific embodiments.
[0025] like Figure 1 As shown, a composite wheel-rail train power switching device is disclosed. The train consists of multiple carriages, each carriage includes two bogies, and each bogie includes two wheelsets. One wheelset of each bogie is a composite power wheelset, and the other wheelset is a conventional wheelset. The composite power wheelset is equipped with a traction motor one, and the conventional wheelset is equipped with a traction motor two. Each bogie is equipped with the device, which includes two switches and a traction converter. The two switches are switch one and switch two. Traction motor one is connected to the traction converter through switch one, and traction motor two is connected to the traction converter through switch two. At any given time, only one of switches one and switch two is in a closed state, ensuring that only one of switches one and switch two is closed while the other is open.
[0026] As an optional embodiment, the composite power wheelset includes a composite drive shaft, two booster wheels, and two support wheels. A support wheel is provided at each end of the composite drive shaft, and the support wheels are connected to the composite drive shaft via the inner ring of a bearing. A booster wheel is provided on the outer side of each support wheel, and the booster wheel is fixedly installed on the composite drive shaft. The radius of the booster wheel is smaller than the radius of the support wheel. The booster wheel matches a laid booster rail, and the support wheels match a laid running rail. The booster rail is laid on both sides of the running rail. For a detailed description of the composite power wheelset structure, please refer to patent CN111775631A.
[0027] As an optional embodiment, the ordinary wheelset includes an ordinary drive shaft and two ordinary wheels, with one ordinary wheel fixed at each end of the ordinary drive shaft, and the ordinary wheels are matched with the laid running rail.
[0028] As an optional embodiment, the device further includes a train positioning device; the output terminal of the train positioning device and the status signal terminals of switch one and switch two are connected to the input terminal of the traction converter, and the output terminal of the traction converter is connected to the control terminals of switch one and switch two; the train positioning device acquires the train positioning signal in real time, and the traction converter controls and switches one and two according to the train positioning signal.
[0029] As an optional embodiment, the train positioning signal includes four different signals, respectively indicating that the bogie is running on a track without a booster rail, on a track with a booster rail, about to enter a track with a booster rail from a track without a booster rail, and about to enter a track without a booster rail from a track with a booster rail.
[0030] As an optional embodiment, the device further includes a speed sensor and a current transformer; the speed sensor acquires the rotational speed signals of traction motor one and traction motor two in real time, and the current transformer acquires the three-phase current I of traction motor one in real time. a1 I b1 I c1 and the three-phase current I of traction motor two a2 I b2 I c2 The output terminals of the speed sensor and current transformer are connected to the input terminal of the traction converter.
[0031] As an optional embodiment, the control parameters of traction motor one include inherent parameters and variable parameters of traction motor one. The variable parameters of traction motor one include the mechanical angle θ1 and mechanical angular velocity ω1 of traction motor one, as well as the three-phase current I. a1 I b1 I c1 The traction converter calculates the mechanical angle θ1 and mechanical angular velocity ω1 of the traction motor one based on the speed signal of the traction motor one obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor one based on the control parameters of the traction motor one and the train torque command.
[0032] As an optional embodiment, the control parameters of the second traction motor include inherent parameters and variable parameters of the second traction motor. The variable parameters of the second traction motor include the mechanical angle θ2 and mechanical angular velocity ω2 of the second traction motor, as well as the three-phase current I. a2 I b2 I c2The traction converter calculates the mechanical angle θ2 and mechanical angular velocity ω2 of the traction motor 2 based on the speed signal of the traction motor 2 obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor 2 based on the control parameters of the traction motor 2 and the train torque command.
[0033] As an optional embodiment, traction motor one is a three-phase asynchronous motor or a permanent magnet synchronous motor; traction motor two is a three-phase asynchronous motor or a permanent magnet synchronous motor.
[0034] As an optional embodiment, along the train's direction of travel, the traction converters from the first bogie to the last bogie sequentially control and switch between switch one and switch two according to the train positioning signal. When the train positioning signal indicates that the bogie is running on a track without a booster rail, switch two remains closed and switch one remains open; when the train positioning signal indicates that the bogie is running on a track with a booster rail, switch one remains closed and switch two remains open; when the train positioning signal indicates that the bogie is about to enter a track with a booster rail from a track without a booster rail, switch two is opened and switch one is closed; when the train positioning signal indicates that the bogie is about to enter a track without a booster rail from a track with a booster rail, switch one is opened and switch two is closed.
[0035] The second aspect of this utility model provides a control method for a hybrid wheel-rail train power switching device, applied to the aforementioned hybrid wheel-rail train power switching device. Along the train's direction of travel, the traction converters from the first bogie to the last bogie sequentially control and switch between switch one and switch two according to the train positioning signal. The steps are as follows:
[0036] When the train positioning signal indicates that the bogie is about to enter the track with a booster rail from the track without a booster rail, the traction converter controls the output torque of traction motor 2 to gradually reduce to zero, then blocks the machine-side pulse of the traction converter, opens switch 2, and then closes switch 1. At the same time, the traction converter enables and adjusts the machine-side pulse of the traction converter 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.
[0037] When the train positioning signal indicates that the bogie is about to enter a track without a booster rail from a track with a booster rail, the traction converter controls the output torque of traction motor one to gradually reduce to zero, then blocks the machine-side pulse of the traction converter, opens switch one, and then closes switch two. At the same time, the traction converter enables and adjusts the machine-side pulse of the traction converter according to the control parameters of traction motor two and the train torque command, thereby realizing torque control of traction motor two.
[0038] As an optional embodiment, when the train positioning signal indicates that the bogie is running on a track without a booster rail, the traction converter control switch two remains closed and the control switch one remains open. At the same time, the traction converter adjusts the machine-side pulse of the traction converter according to the control parameters of the traction motor two and the train torque command to achieve torque control of the traction motor two.
[0039] As an optional embodiment, when the train positioning signal indicates that the bogie is running on a track with a booster rail, the traction converter control switch one remains closed and the control switch two remains open. At the same time, the traction converter adjusts the machine-side pulse of the traction converter according to the control parameters of the traction motor one and the train torque command to achieve torque control of the traction motor one.
[0040] The above are merely preferred embodiments of this utility model. It should be noted that the above preferred embodiments should not be considered as limitations on this utility model, and the scope of protection of this utility model should be determined by the scope defined in the claims. For those skilled in the art, several improvements and modifications can be made without departing from the spirit and scope of this utility model, and these improvements and modifications should also be considered within the scope of protection of this utility model.
Claims
1. A composite wheel-rail train power switching device, wherein the train consists of multiple carriages, each carriage including two bogies, characterized in that: Each bogie includes two wheelsets, one of which is a composite power wheelset and the other is a conventional wheelset. The composite power wheelset is equipped with traction motor one, and the conventional wheelset is equipped with traction motor two. Each bogie is equipped with the aforementioned device, which includes two switches and one traction converter. The two switches are switch one and switch two. Traction motor one is connected to the traction converter through switch one, and traction motor two is connected to the traction converter through switch two. At any given time, only one of switches one and two is in the closed state.
2. The composite wheel-rail train power switching device according to claim 1, characterized in that: The composite power wheelset includes a composite drive shaft, two booster wheels, and two support wheels. A support wheel is installed at each end of the composite drive shaft, and the support wheels are connected to the composite drive shaft via the inner ring of a bearing. A booster wheel is installed on the outer side of each support wheel and is fixedly mounted on the composite drive shaft. The radius of the booster wheel is smaller than the radius of the support wheel. The booster wheels are matched with the laid booster rails, and the support wheels are matched with the laid running rails. The booster rails are laid on both sides of the running rails.
3. The composite wheel-rail train power switching device according to claim 2, characterized in that: The ordinary wheelset includes an ordinary drive shaft and two ordinary wheels. One ordinary wheel is fixed at each end of the ordinary drive shaft, and the ordinary wheels are matched with the laid running rail.
4. A composite wheel-rail train power switching device according to claim 3, characterized in that: The device also includes a train positioning device; the output terminal of the train positioning device and the status signal terminals of switch one and switch two are connected to the input terminal of the traction converter, and the output terminal of the traction converter is connected to the control terminals of switch one and switch two; the train positioning device acquires the train positioning signal in real time, and the traction converter controls and switches one and two according to the train positioning signal.
5. A composite wheel-rail train power switching device according to claim 4, characterized in that: The train positioning signal includes four different signals, which respectively indicate that the bogie is running on a track without a booster rail, on a track with a booster rail, about to enter a track with a booster rail from a track without a booster rail, and about to enter a track without a booster rail from a track with a booster rail.
6. A composite wheel-rail train power switching device according to claim 1, characterized in that: The device also includes a speed sensor and a current transformer; the speed sensor acquires the rotational speed signals of traction motor one and traction motor two in real time, and the current transformer acquires the three-phase current I of traction motor one in real time. a1 I b1 I c1 and the three-phase current I of traction motor two a2 I b2 I c2 The output terminals of the speed sensor and current transformer are connected to the input terminal of the traction converter.
7. A composite wheel-rail train power switching device according to claim 6, characterized in that: The control parameters of traction motor one include its inherent parameters and variable parameters. The variable parameters of traction motor one include its mechanical angle θ1, mechanical angular velocity ω1, and three-phase current I. a1 I b1 I c1 The traction converter calculates the mechanical angle θ1 and mechanical angular velocity ω1 of the traction motor one based on the speed signal of the traction motor one obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor one based on the control parameters of the traction motor one and the train torque command.
8. A composite wheel-rail train power switching device according to claim 7, characterized in that: The control parameters of traction motor two include its inherent parameters and variable parameters. The variable parameters of traction motor two include its mechanical angle θ2, mechanical angular velocity ω2, and three-phase current I. a2 I b2 I c2 The traction converter calculates the mechanical angle θ2 and mechanical angular velocity ω2 of the traction motor 2 based on the speed signal of the traction motor 2 obtained in real time by the speed sensor; the traction converter performs torque control of the traction motor 2 based on the control parameters of the traction motor 2 and the train torque command.
9. A composite wheel-rail train power switching device according to any one of claims 1-8, characterized in that: Traction motor one is a three-phase asynchronous motor or a permanent magnet synchronous motor; traction motor two is a three-phase asynchronous motor or a permanent magnet synchronous motor.
10. A composite wheel-rail train power switching device according to any one of claims 1-8, characterized in that: Along the direction of train travel, the traction converters from the first bogie to the last bogie sequentially control and switch between switch one and switch two according to the train positioning signal. When the train positioning signal indicates that the bogie is running on a track without a booster rail, switch two remains closed and switch one remains open; when the train positioning signal indicates that the bogie is running on a track with a booster rail, switch one remains closed and switch two remains open; when the train positioning signal indicates that the bogie is about to enter a track with a booster rail from a track without a booster rail, switch two is opened and switch one is closed. When the train positioning signal indicates that the bogie is about to enter a track without a ballast rail from a track with a ballast rail, disconnect switch one and close switch two.