Railway vehicle with non-steel driving wheels

Abstract

The application discloses a rail train containing non-steel driving wheels, which has a traction vehicle or other motor cars with traction function, wherein at least one, or multiple or all motor cars are installed with one, or two or multiple driving frames containing non-steel driving wheels. The adhesion coefficient of the rubber driving wheel is several times that of the steel driving wheel, and the same vehicle weight can support greater traction force, thereby saving the counterweight, improving the transport capacity and energy efficiency; the peak traction force capacity of the new energy motor can be fully utilized without adding the counterweight, and the start-stop time is shortened; the traction function is not affected by the counterweight, and the small power electric drive parts of the new energy vehicle can be utilized. Therefore, the application further discloses several structural modes of the driving frame containing non-steel driving wheels, wherein the new energy vehicle driving assembly or parts produced in a super large batch are utilized. The quantity combination of the driving frames with a small amount of specifications of rubber driving wheels can adapt to the needs of trains in different working conditions; and the batches can be gathered to enjoy the achievements of the new energy vehicle produced in a super large batch.

Description

Technical Field

[0001] This invention relates to the field of transmission control, and particularly to the drive control technology of rail trains. Background Technology

[0002] In traditional railcars, each car typically has one bogie at the front and one at the rear, with steel wheels on the bogies used for load-bearing and guidance. The power bogies of the motor cars (including tractor cars or distributed motorcars) also use their steel drive wheels to generate traction. Because the adhesion coefficient between the steel drive wheels and the track is relatively low, and due to the weight limitations of the tractor car or power car itself, the tractor car must have a large counterweight. This is especially true for high-traction new energy vehicles, whose own power equipment is relatively light, yet require even more counterweight. This not only increases costs but also reduces transport capacity, increasing energy consumption and cost per unit of effective transport weight. It also brings about a general public... The well-known drawback is that it cannot utilize the ability of new energy motors to have peak torque far exceeding rated torque (generally 2-3 times that of permanent magnet synchronous motors). That is, the power system can have a greater peak traction capacity, but due to the weight limitations of the traction unit itself, the actual usable peak traction force is very close to the rated traction force. The rated traction force is mainly used to overcome resistance during operation, while the part of the peak traction force that exceeds the resistance is used for acceleration and deceleration. This results in the small acceleration and deceleration speeds of ordinary trains and significantly longer start-stop times, which determines that trains traveling at higher speeds must stop at fewer stations. However, there is a large demand for intercity and intertown transportation; the busy road transport is proof of this. The energy consumption and operating costs of rail and road transport differ greatly, with energy consumption per ton-kilometer differing by more than tenfold. If the busy road transport business is to be replaced by the more energy-efficient and cost-effective rail transport, an intercity rail transport system with more stations is needed. This requires trains to have greater acceleration (and deceleration) capabilities to significantly reduce start-stop times, which in turn requires increasing the adhesion coefficient between the wheels and the rails so that the same tractor (or motor) weight can support greater adhesion traction. Summary of the Invention

[0003] This invention discloses a rail train with non-steel drive wheels, including a train driven by an internal combustion engine, a train driven by an electric motor powered by the power grid, a train driven by an electric motor powered by a battery, and a train driven by a hybrid of internal combustion engine and electric motor. The train is characterized by having a drive assembly component, referred to as a drive frame, containing non-steel drive wheels; the rail train has a traction vehicle or motor car with traction function, wherein at least one, more, or all of the traction vehicle or motor car is equipped with the drive frame, and the number of drive frames installed on the traction vehicle or motor car can be one, two, or more, and the drive wheels of the drive frame can be two, four, or more pairs.

[0004] This allows for fewer specifications of drive assemblies to meet the traction configurations of different types of trains with different carrying capacities, enabling the production of larger batches and improving manufacturing efficiency—advantages that can be gained through increased production volume.

[0005] Furthermore, this invention also discloses the non-steel drive wheel, the material of its contact portion with the track plane is a non-steel material, and its coefficient of friction, or adhesion coefficient, with the rail is greater than 0.5; and the drive frame on which the non-steel drive wheel is located is mounted on the frame of the locomotive or power car, placed next to the bogie; there is a kinematic pair between the drive frame and the frame, and the relevant kinematic pair components plan the movement trajectory of the drive frame on which the non-steel drive wheel is located relative to the frame, so that the near-cylindrical wheel surface of the non-steel drive wheel in contact with the track can fall on the bearing plane of the track, and the central axis of the non-steel drive wheel is perpendicular to the track direction; the control and execution components of the kinematic pair action also apply force between the structural components of the drive frame and the frame, so that the wheel surface of the non-steel drive wheel is suspended or in contact with the upper plane of the track, and the magnitude of the contact pressure between the wheel surface of the non-steel drive wheel and the upper plane of the track is determined when they are in contact.

[0006] In this way, compared with steel drive wheels, non-steel drive wheels can have a much higher adhesion coefficient to steel rails, which can be supported by locomotives or other motors of the same weight to have a greater adhesive traction force. This may reduce the counterweight of traction vehicles, etc., which not only reduces the train manufacturing cost, but also increases the effective transport capacity of the train and saves energy consumption and cost per unit of effective transport weight. Furthermore, without increasing the weight of the tractor or power car, the peak torque of the new energy motor can be far higher than the rated torque (the peak torque of a typical passenger car permanent magnet synchronous motor is 2-3 times the rated torque) – meaning that the power system using the new energy motor can actually have a greater peak traction capacity. This can greatly increase the acceleration or deceleration of trains using motors with the same rated power, significantly reducing train start-stop time. This not only improves transportation efficiency but also may shorten the station spacing for higher-speed trains, allowing for more stations. This is beneficial for replacing busy road transport with more energy-efficient and cost-effective rail transport. The difference in energy consumption and operating costs between the two is enormous, with energy consumption per ton-kilometer differing by more than tenfold. Therefore, this provides the basic technical conditions for the development of new intercity and inter-town rail transport systems.

[0007] Furthermore, due to the significant reduction in the weight requirements of the traction vehicle and the train, the traction function does not need to be concentrated on the traction vehicle with counterweight, but can be appropriately distributed. This reduces the requirement for the large rated power of a single motor used in new energy trains, making it possible to use the drive assemblies or components of new energy vehicles that are already in mass production, resulting in a higher cost-performance ratio.

[0008] The non-steel drive wheel can be suspended or in contact with the plane of the track, which allows the non-steel drive wheel to be put into operation and output traction force as needed, or to be disengaged from operation, thereby reducing wear and extending the service life of the non-steel drive wheel, or allowing the carriage containing the non-steel drive wheel to be in a free-dragging state, which is beneficial for handling faults.

[0009] Ideally, the contact pressure between the wheel surface of the aforementioned non-steel drive wheel and the surface of the rail should be determined based on the traction or braking force borne by the non-steel drive wheel, and should be greater than the quotient of the traction or braking force borne by the non-steel drive wheel divided by the adhesion coefficient between the non-steel drive wheel and the rail.

[0010] This ensures that the non-steel drive wheels do not slip with the steel rails, and allows for cruising speeds, which account for most of the driving time, reducing contact pressure and significantly extending the service life of the non-steel drive wheels during the actual period when traction or braking force is relatively low.

[0011] Preferably, the aforementioned two-wheel drive frame with non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter drive controller, a motor, a reducer, and two drive shafts, left and right, extending coaxially from both sides of the differential inside the reducer. Rubber drive wheels are installed at the ends of the drive shafts. The frequency converter drive controller controls the speed and torque of the motor, the motor drives the reducer, and the reducer drives the drive shafts with the rubber drive wheels installed through its differential.

[0012] In this way, the drive axles used in the mass production of new energy vehicles can be directly or with slight modifications applied to this invention, offering excellent cost-effectiveness. This is particularly suitable for drive frames on high-speed trains that only operate during startup or braking, as the speed range is relatively consistent and the speed ratio does not require significant adjustment.

[0013] Option 2 is: the aforementioned two-wheel drive frame with non-steel drive wheels, which has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and a through-shaft drive shaft coaxially connected to the final stage large gear inside the reducer. Rubber drive wheels are installed on the two ends of the drive shaft. The frequency converter controls the speed and torque of the motor, the motor drives the reducer, and the reducer drives the rubber drive wheels through the through-shaft drive shaft.

[0014] This solution may also use the basic architecture of the three-in-one drive assembly of variable frequency drive controller, motor and reducer in mass production of new energy vehicles. It only replaces the differential and output shaft in the original reducer with the final stage large gear and its coaxial through-shaft drive shaft, which has a high cost performance. Compared with solution 1, it simplifies and enhances the drive shaft structure.

[0015] Option 3 is: the two-wheel drive frame with non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and two coaxial drive shafts (left and right) extending from the differential on both sides of the reducer, or a through-shaft drive shaft coaxially connected to the final stage gear within the reducer. The drive shafts serve as inputs to two identical or mirror-image terminal reducers. The two terminal reducers have a common output shaft, on which two rubber drive wheels are mounted; or the two terminal reducers each have rubber drive wheels mounted at their respective output shaft ends. The frequency converter controls the motor's speed and torque, and the motor drives the reducer. The reducer synchronously drives the two terminal reducers through two differential drive shafts extending from its differential or through a through-shaft drive shaft coaxially connected to its final stage gear. The output shaft of the terminal reducer drives the rubber drive wheels.

[0016] Compared with Schemes 1 and 2, this scheme also uses a three-in-one assembly of variable frequency drive controller, motor and reducer, which is produced in large quantities for new energy vehicles. It has a high cost performance and the speed ratio can be adjusted through the terminal reducer to make the actual speed ratio range meet the requirements.

[0017] Option 4 is: the aforementioned two-wheel drive frame with non-steel drive wheels, which has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a primary reducer, and a secondary reducer. The through-shaft output shaft of the secondary reducer is equipped with a rubber drive wheel. The frequency converter controls the speed and torque of the motor, the motor drives the primary reducer, the primary reducer drives the secondary reducer, and the through-shaft output shaft of the secondary reducer drives the rubber drive wheel.

[0018] This solution may also use the basic architecture of the three-in-one drive assembly of variable frequency drive controller, motor and reducer that is widely used in new energy vehicles. It is cost-effective and only replaces the differential in the original reducer with a coaxial large gear and a single output shaft, or the primary reducer itself is a single shaft output. Since the total speed ratio of new energy vehicles is often different from that of trains, the speed ratio is adjusted by a secondary reducer so that the actual speed ratio range meets the requirements.

[0019] Option 5 is: the aforementioned four-wheel drive frame with non-steel drive wheels, which has two pairs of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, a dual-output transfer case, two drive shafts with rubber drive wheels, and a bearing housing supporting the two drive shafts. The drive frame structure is a rectangular frame, with the two drive shafts as opposite sides, the dual-output transfer case as one side, and the bearing housing supporting the two drive shafts as the other side. The motor is connected in series and drives the reducer. The output end of the reducer is connected to and drives the input end of the center part of the dual-output transfer case. The two output shafts of the transfer case are the two drive shafts. In addition to being supported by bearings inside the transfer case, the shafts are also supported by bearings at the bearing housings at the other end. Furthermore, the two drive shafts have four shaft ends, each with a rubber drive wheel installed, which is driven by the two output shafts of the transfer case.

[0020] This solution may also use the basic architecture of the three-in-one drive assembly of variable frequency drive controller, motor and reducer in mass production of new energy vehicles, only replacing the differential in the original reducer with a coaxial large gear and a single output shaft; and it has four drive wheels, which can support the generation of large traction force; through the speed ratio selection of the transfer case, the actual speed ratio range can meet the needs, and the cost performance is high.

[0021] Option 6 is: the aforementioned four-wheel drive frame with non-steel drive wheels, which has two pairs of non-steel drive wheels. The drive frame includes: a frequency converter drive controller, a motor, a reducer, and two differential drive shafts (left and right) or one through-shaft drive shaft extending from the coaxial sides of the reducer. The drive shafts serve as inputs on two identical or mirror-image dual-output transfer cases arranged symmetrically on the left and right. The two transfer cases have two common output shafts located at the front and rear, respectively, and two rubber drive wheels are mounted on each output shaft. The drive frame structure is a rectangular frame, with the two drive shafts forming opposite sides at the front and rear, and the two dual-output transfer cases forming opposite sides on the sides of the rectangle. The frequency converter drive controller controls the speed and torque of the motor, which drives the reducer. The reducer synchronously drives the two transfer cases through the two differential drive shafts or one through-shaft drive shaft extending from its differential. The two common output shafts of the transfer cases drive four rubber drive wheels.

[0022] The difference between Option 6 and Option 5 is that Option 6 can fully utilize a three-in-one drive assembly of variable frequency drive controller, motor, and reducer, which is widely used in new energy vehicles with suitable power. This eliminates the need to modify the differential in the original reducer, or simply replace it with a large gear with a through shaft, resulting in high cost-effectiveness. Furthermore, it has four drive wheels, supporting greater traction. The transfer case's speed ratio selection ensures the actual speed ratio range meets requirements. The drive frame is also completely symmetrical on the left and right, easily balancing the force on all four wheels, allowing for a smaller number of components and parts to handle various operating conditions.

[0023] Preferably, the railcar is equipped with a drive component containing steel drive wheels in addition to non-steel drive wheels, and the train is driven by a combination of steel drive wheels and non-steel drive wheels.

[0024] This approach is particularly suitable for modifying trains towed by traditional steel drive wheel tractors. By adding a drive frame to the flatcar without increasing the counterweight, not only can the continuous traction force be increased, allowing for more cargo or passengers to be carried, but the peak traction force of the entire train can also be improved, resulting in increased acceleration and improved transportation efficiency. Furthermore, it can extend the lifespan of trains with aging drive systems and insufficient traction force.

[0025] Furthermore: When the railcar starts, the traction force is jointly supported by the drive frame equipped with non-steel drive wheels and the drive component of steel drive wheels. When the set travel speed is reached or the non-steel drive wheels need to disengage, the drive frame of the non-steel drive wheels is lifted upward by the control execution component of the motion pair and detached from the track, and the train is pulled independently by the drive component of the steel drive wheels.

[0026] In this way, there is a large peak traction force at startup, the startup time is short, and the set speed is reached quickly, improving transportation efficiency. Furthermore, because the high peak traction force is effective when restarting after stopping on an uphill slope, the sand-adding device can be omitted. After reaching the set speed, there is a margin of traction force, and the drive frame of the non-steel drive wheel is lifted upward by the control execution component of the kinematic pair and derailed from the track. The drive component of the steel drive wheel then pulls the train alone, which can increase its load rate and improve energy efficiency. This also reduces the wear of the non-steel drive wheel and extends its service life.

[0027] When the drive frame containing the non-steel drive wheel or the transmission system of the tractor or power flatcar fails, the drive frame of the non-steel drive wheel is lifted upward by the control execution component of the motion pair, detached from the track, and placed in a free-dragging state, which is beneficial for fault handling.

[0028] In the aforementioned scheme using a drive frame driven by a permanent magnet synchronous motor, since the drive wheels with a high adhesion coefficient, such as rubber, are used for assistance, there is no need to worry about insufficient counterweight. The peak traction force that was previously limited in application can be fully utilized, thus potentially achieving greater acceleration and deceleration economically, shortening start-stop time and distance between stations. If this can lead to the construction of new intercity and town stations with denser networks, replacing busy car transport, the reduction in energy consumption and costs will be astonishing. Attached Figure Description

[0029] Figure 1 These are schematic diagrams of the structures of embodiments of schemes 1 and 2 of the present invention;

[0030] Figure 2 This is a schematic diagram of an embodiment of Scheme 3 of the present invention;

[0031] Figure 3 This is a schematic diagram of an embodiment of Scheme 5 of the present invention;

[0032] Figure 4 This is a schematic diagram of an embodiment of Scheme 6 of the present invention;

[0033] Figure 5 This is a schematic diagram of the kinematic pair between the drive frame and the chassis in scheme (6);

[0034] Figure 6 This is a schematic diagram of the installation of the motion pair actuator in scheme (6). Detailed Implementation

[0035] The following embodiments are merely illustrative and do not imply any limitation on the scope of protection.

[0036] The following embodiments all implement schemes related to railcars with non-steel drive wheels, all of which utilize non-steel drive wheels. This invention employs an 8.25R16LT pneumatic tire as the drive wheel. Its static friction coefficient with the rail is approximately 0.9, several times that of a typical steel drive wheel with the rail. Using such a drive wheel allows a locomotive or other motor vehicle of the same weight to support a greater adhesive traction force; this reduces the counterweight of the traction vehicle, thereby reducing train manufacturing costs, increasing effective train capacity, and saving energy consumption and costs per unit of effective transport weight. This drive wheel has been widely and reliably used in mass-produced automobiles, offering high cost-effectiveness and readily available spare parts. Furthermore, since the majority of the train's weight is still borne and guided by steel wheels on the track, the rubber drive wheel is controlled to withstand pressure within a specified range, and the pressure-bearing capacity and lifespan of the 8.25R16LT pneumatic tire meet the pressure and lifespan requirements of the drive wheel during operation. Of course, other types of pneumatic rubber wheels can also be used, as can solid tires; the material of the contact part of the wheel can be not only rubber, but also modified materials such as engineering plastics and magnetic rubber, as long as the static friction coefficient, or adhesion coefficient, between the contact part material and the rail is greater than 0.5. Of course, materials with a high adhesion coefficient are better.

[0037] For an embodiment of scheme 1, please refer to Figure 1 It is a structural diagram of a two-wheel drive frame containing non-steel drive wheels. It includes: a variable frequency drive controller (1), a motor (2), a reducer (3), and two drive shafts (3.2) extending coaxially from both sides of the differential (3.1) inside the reducer. Rubber drive wheels (4) are respectively installed at the two ends of the drive shafts. The variable frequency drive controller controls the speed and torque of the motor, the motor drives the reducer, and the reducer drives the drive shafts (3.2) with the rubber drive wheels (4) installed through its differential (3.1).

[0038] Among them, the variable frequency drive controller (1), motor (2), reducer (3), and the two drive shafts (3.2) coaxially extended from both sides of the reducer differential (3.1) use the three-in-one drive assembly that is already mass-produced in new energy vehicles. Therefore, this solution has a high cost performance; however, it is only suitable for cases where the output power parameters required by the train are similar to those of the three-in-one drive assembly. The standard track gauge of 1435 is similar to the wheel track of passenger cars. With slight adjustments, it is easy to make the wheel track of the drive frame meet the track gauge requirements.

[0039] The frame applies force to the rails through the drive wheels via the three-in-one drive assembly. If the drive shaft stiffness is insufficient, the stiffness of the drive shaft in the three-in-one drive assembly can be strengthened, or support bearings for the drive shaft can be added to improve the stress on the drive shaft. Alternatively, the three-in-one assembly can be eliminated, and the drive system can be constructed using separate components. These improvements or modifications are still a type of two-wheel drive frame containing non-steel drive wheels, and are within the protection range.

[0040] See also the embodiment of Scheme 2 of the present invention. Figure 1 This is a schematic diagram of another type of two-wheel drive frame containing non-steel drive wheels. It includes: a variable frequency drive controller (1), a motor (2), a reducer (3), and a through-shaft drive shaft (3.2) coaxially connected to the final stage large gear (3.1) inside the reducer. Rubber drive wheels (4) are installed on the two shaft ends of the drive shaft. The variable frequency drive controller (1) controls the speed and torque of the motor (2), the motor (2) drives the reducer (3), and the reducer drives the rubber drive wheels (4) through the through-shaft drive shaft (3.2).

[0041] Compared with Scheme 1, the differential in the reducer is replaced by the final stage large gear (3.1) in the reducer, which simplifies the structure and strengthens the drive shaft. It still utilizes the components and architecture of the variable frequency drive controller, motor, and reducer of the three-in-one drive assembly that has been mass-produced, and has a high cost performance.

[0042] See the embodiment of Scheme 3 of the present invention. Figure 2It is a structural diagram of another type of two-wheel drive frame containing non-steel drive wheels. It includes: a variable frequency drive controller (1), a motor (2), a reducer (3), two drive shafts extending from the left and right sides of the differential in the reducer, or a through-shaft drive shaft (3.1) coaxially connected to the final stage large gear in the reducer. The drive shafts serve as inputs on two identical or mirror-image terminal reducers (4a) and (4b). The two terminal reducers (4a) and (4b) have a common output shaft (4.1), on which two rubber drive wheels (5) are mounted; or the two terminal reducers are wheel-side reducers (4a) and (4b), with rubber drive wheels (5) mounted on their respective output shaft ends. The variable frequency drive controller (1) controls the speed and torque of the motor (2), and the motor (2) drives the reducer (3). The reducer (3) synchronously drives the two terminal reducers (4a) and (4b) through the two drive shafts extending from its differential or the through-shaft drive shaft (3.1) coaxially connected to the final stage large gear in the reducer. The output shaft of the terminal reducer drives the rubber drive wheels (5).

[0043] Among them, the variable frequency drive controller (1), motor (2), reducer (3), and the left and right drive shafts (3.1) coaxially led out from the two sides of the differential in the reducer use the three-in-one drive assembly that has been mass-produced in new energy vehicles, or simply simplify and strengthen individual parts of this three-in-one drive assembly; because this is a mass-produced product, it has a high cost performance; compared with Scheme 1, this scheme adjusts the speed ratio by selecting different gear pairs through the terminal reducer (4a) and (4b), so that the actual speed ratio range meets the requirements; it is also easy to adapt to different track gauges and be equipped on non-standard track gauge railway trains, because the output shaft of the terminal reducer can be specially designed for different track gauges, and is not affected by the original wheel gauge of the three-in-one drive assembly being suitable for 1435 track gauge, making it highly adaptable.

[0044] The implementation of Scheme 4 of the present invention is relatively easy to understand; it simply changes the three-in-one differential output to a single-axis output.

[0045] See embodiment of scheme 5 of the present invention. Figure 3It is a schematic diagram of a four-wheel drive frame containing non-steel drive wheels. It includes: a frequency converter (1), a motor (2), a reducer (3), a dual-output transfer case (4), two drive shafts (5), four rubber drive wheels (7) mounted on the drive shafts (5), and a bearing seat (6) that supports the two drive shafts (5). The drive frame structure is a rectangular frame, with the two drive shafts as opposite sides of the rectangle, the dual-output transfer case as one side, and the bearing seat that supports the two drive shafts as the other side. The motor (2) is connected in series with and drives the reducer (3). The output end of the reducer is connected to and drives the input end of the center part of the dual-output transfer case (4). The two output shafts of the transfer case are the two drive shafts (5). In addition to being supported by bearings in the transfer case, the shafts are also supported by bearings at the bearing seat (6) at the other end. Furthermore, the two drive shafts (5) have four shaft ends, all of which are equipped with rubber drive wheels (7), which are driven by the two output shafts of the transfer case.

[0046] This solution may also use the basic architecture of the three-in-one drive assembly of variable frequency drive controller, motor and reducer in the mass production of new energy vehicles, only replacing the differential in the original reducer with a coaxial large gear and a single output shaft; and it has four drive wheels, which can support the generation of large traction force; through the speed ratio selection of the transfer case, the actual speed ratio range can meet the needs, and the cost performance is high.

[0047] See embodiment of Scheme 6 of the present invention. Figure 4 It is a schematic diagram of another type of four-wheel drive frame containing non-steel drive wheels.

[0048] The aforementioned four-wheel drive frame with non-steel drive wheels has two pairs of non-steel drive wheels. The drive frame includes: a frequency converter drive controller (1), a motor (2), a reducer (3), and two transmission shafts, left and right, coaxially extending from the two sides of the differential inside the reducer. These shafts serve as inputs on two identical or mirror-image symmetrically arranged dual-output transfer cases (4a) and (4b). The two transfer cases are equipped with two common output shafts (5) positioned at the front and rear, respectively. Each output shaft (5) is fitted with two rubber drive wheels (6). The frame structure is a rectangular frame with two drive shafts as the front and rear opposite sides and two dual-output transfer cases as the side opposite sides of the rectangle. The variable frequency drive controller (1) controls the speed and torque of the motor (2), the motor (2) drives the reducer (3), and the reducer (3) uses two differential transmission shafts led out from its differential to serve as the input for synchronously driving the central part of the two dual-output transfer cases (4a) and (4b). The two common output shafts (5) of the transfer cases (4a) and (4b) drive four rubber drive wheels (6).

[0049] The difference between Option 6 and Option 5 is that Option 6 can fully utilize a three-in-one drive assembly of variable frequency drive controller, motor, and reducer that can be mass-produced for new energy vehicles with appropriate power, without having to change the differential in the original reducer, thus offering high cost-effectiveness.

[0050] Furthermore, it has four drive wheels, which can support the generation of large traction forces; through the speed ratio selection of the transfer case, the actual speed ratio range can be made to meet the needs, resulting in high cost performance. Moreover, the drive frame is completely symmetrical on the left and right, which makes it easy to balance the force on the four wheels, so as to ensure that the pressure between the wheels and rails does not exceed the design specifications under large traction forces.

[0051] Of course, the above embodiments are not all types of implementations of Scheme 6. For example, the scheme of replacing the differential in the reducer with a large gear with a through shaft is still one of the four-wheel drive frames containing non-steel drive wheels and is within the protection scope.

[0052] For the kinematic pair between the drive frame and the chassis in scheme (6), see [reference needed]. Figure 5 This is a schematic diagram illustrating the principle of a linear kinematic pair for vertical vertical motion in linear guide rail design:

[0053] Under the frame (1), on the left and right sides of the drive frame (2), guide posts (3) are installed at the front and rear of the drive frame (2) (only one side is shown in the figure); the two guide posts (3) shown in the figure have guide rails (4) that move vertically up and down. The drive frame (2) and the two guide rails (4) on each side are equipped with four guide wheels (5) that cooperate with the two guide rails (4). When the drive frame (2) is subjected to force and moves up and down between the two guide rails (4), the guide wheels roll between the guide rails. When transmitting the traction force (or braking force) from the drive frame (2) to the frame (1), the guide wheels (5) have low rolling friction resistance and can accurately transmit the pressure of the motion pair actuator on the track through the drive wheel of the drive frame (2).

[0054] It should be pointed out that the linear motion pair that regulates the vertical movement of the drive frame is not the only way to achieve the purpose. Other methods, such as the rotational pair of the drive frame around a certain axis, are also possible, and all of these should be included in the scope of protection.

[0055] The installation and connection diagram of the motion pair actuator in scheme (6) is shown below. Figure 6 :

[0056] The motion pair actuator (2) fixedly installed on the frame (1) is a hydraulic cylinder piston assembly, with its cylinder end fixed on the frame (1); its piston rod end is connected to the center of a bow-shaped rocker arm (3) by a rotating joint, allowing it to swing left and right; the two ends of the bow-shaped rocker arm (3) are respectively connected to two seats (3.1) that can swing back and forth by rotating joints, and these seats (3.1) are respectively fixed at the center position on the top of the left and right transfer cases (4a) and (4b) of the drive frame.

[0057] According to the traction requirements, the hydraulic cylinder piston assembly (2) is supplied with the required oil pressure. The piston rod end is evenly pressurized to the left and right transfer cases (4a) and (4b) through the bow-shaped rocker arm (3), and then evenly distributed to the drive wheel (5). At the same time, the resistance to up and down movement is small and does not affect the transmission of pressure.

[0058] When needed, the drive frame can be lifted upward by the hydraulic cylinder piston assembly (2) – bow rocker arm (3) – left and right transfer cases (4a) and (4b), so that the drive wheel can be freed from the rail and can be dragged freely; or the life of the drive wheel can be reduced.

[0059] Of course, it is not limited to hydraulic cylinder piston assemblies as actuating components; electric roller push rods and the like are also possible.

[0060] Here we will focus on Scheme 6 as an example. In fact, the other schemes have similar solutions. The key is to distribute the force on each drive wheel as evenly as possible according to the requirements, so we don’t need to go into too much detail.

[0061] In this embodiment, the power supply coordination between the drive frame and the train is as follows: The drive frame typically uses DC power to power its own permanent magnet synchronous motor. When the train is powered by the power grid, if the DC power obtained or converted by the train from the power grid has a voltage inconsistent with the DC power supply used by the drive frame, a DC-DC converter is used. When the train is not powered by the power grid, the drive frame has an independent power supply—composed of lithium iron phosphate (or other) battery packs. Regardless of whether the drive frame installed in each traction unit (traction car or power flatcar) shares an independent power supply, it has an independent power management system, including charging. Because the power current is large, it is not advisable for different traction units to supply power to each other. Generally, the train shares a control power supply.

[0062] In this embodiment, the control and coordination between the train and the drive frame are as follows: The train has a main controller, which controls all traction units and traction units of the entire train. Traction units containing drive frames, if equipped with a main controller, can act as the train's main controller, receiving commands and other signals to control the actuators of the entire train; they can also act as slave controllers, receiving commands and related signals from the train controller to control the movement of the drive frame within their traction unit and feeding back relevant signals to the train's main controller. Communication between the various train units is conducted via a CAN bus.

[0063] The foregoing description of preferred embodiments is provided to enable any person skilled in the art to use or utilize the invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles described herein can be applied to other embodiments without inventive step. Therefore, the invention is not limited to the embodiments shown herein, but should be considered according to the widest scope conforming to the principles and novel features disclosed herein. Furthermore, the aforementioned drive frame is also suitable for single-section railcars.

Claims

1. A rail train with non-steel drive wheels, comprising a train driven by an internal combustion engine, a train driven by an electric motor powered by the power grid, a train driven by an electric motor powered by a battery, and a train driven by a hybrid of internal combustion engine and electric motor, characterized in that: The train is equipped with a drive assembly component, referred to as a drive frame, which includes non-steel drive wheels; the rail train has a traction vehicle or motor vehicle with traction function, wherein at least one, more, or all of the traction vehicle or motor vehicle is equipped with the drive frame, and the number of drive frames installed on the traction vehicle or motor vehicle can be one, two, or more, and the drive wheels of the drive frame can be two, four, or more pairs.

2. A rail train with non-steel drive wheels according to claim 1, characterized in that: The non-steel drive wheel has a non-steel material in its contact portion with the rail plane, and its static friction coefficient, or adhesion coefficient, with the rail is greater than 0.

5. The drive frame containing the non-steel drive wheel is mounted on the locomotive or power car frame, next to the bogie. A kinematic pair exists between the drive frame and the frame. The relevant kinematic pair components plan the movement trajectory of the drive frame relative to the frame, ensuring that the near-cylindrical wheel surface of the non-steel drive wheel, in contact with the rail, rests on the bearing plane of the rail. Furthermore, the central axis of the non-steel drive wheel is perpendicular to the rail direction. The control and execution components of the kinematic pair also apply force between the structural components of the drive frame and the frame, causing the wheel surface of the non-steel drive wheel to be suspended or in contact with the rail surface, and determining the magnitude of the contact pressure between the wheel surface of the non-steel drive wheel and the rail surface when in contact.

3. A rail train with non-steel drive wheels according to claim 2, characterized in that: The magnitude of the contact pressure between the wheel surface of the non-steel drive wheel and the surface of the rail is determined by the traction or braking force borne by the non-steel drive wheel, and is greater than the quotient of the traction or braking force borne by the non-steel drive wheel divided by the adhesion coefficient between the non-steel drive wheel and the rail.

4. A rail train with non-steel drive wheels according to claim 1, characterized in that: The two-wheel drive frame containing non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and two drive shafts (left and right) coaxially extending from both sides of the differential inside the reducer. Rubber drive wheels are installed at the ends of the drive shafts. The frequency converter controls the speed and torque of the motor, the motor drives the reducer, and the reducer drives the drive shafts with the rubber drive wheels installed through its differential.

5. A rail train with non-steel drive wheels according to claim 1, characterized in that: The two-wheel drive frame containing non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and a through-shaft drive shaft coaxially connected to the final stage large gear inside the reducer. Rubber drive wheels are installed at the two ends of the drive shaft. The frequency converter controls the speed and torque of the motor, the motor drives the reducer, and the reducer drives the rubber drive wheels through the through-shaft drive shaft.

6. A rail train with non-steel drive wheels according to claim 1, characterized in that: The two-wheel drive frame containing non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and two coaxial drive shafts (left and right) extending from the differential on both sides of the reducer, or a through-shaft drive shaft coaxially connected to the final stage gear within the reducer. The drive shafts serve as inputs to two identical or mirror-image terminal reducers. The two terminal reducers share a common output shaft, on which two rubber drive wheels are mounted; or, the two terminal reducers each have rubber drive wheels mounted at their respective output ends. The frequency converter controls the motor's speed and torque, and the motor drives the reducer. The reducer synchronously drives the two terminal reducers through two differential drive shafts extending from its differential or through a through-shaft drive shaft coaxially connected to its final stage gear. The output shafts of the terminal reducers drive the rubber drive wheels.

7. A rail train with non-steel drive wheels according to claim 1, characterized in that: The two-wheel drive frame containing non-steel drive wheels has only one pair of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a primary reducer, and a secondary reducer. A rubber drive wheel is mounted on the through-shaft output shaft of the secondary reducer. The frequency converter controls the speed and torque of the motor, the motor drives the primary reducer, the primary reducer drives the secondary reducer, and the through-shaft output shaft of the secondary reducer drives the rubber drive wheel.

8. A rail train with non-steel drive wheels according to claim 1, characterized in that: The four-wheel drive frame with non-steel drive wheels has two pairs of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, a dual-output transfer case, two drive shafts with rubber drive wheels, and a bearing housing supporting the two drive shafts. The drive frame structure is a rectangular frame, with the two drive shafts as opposite sides, the dual-output transfer case as one side, and the bearing housing supporting the two drive shafts as the other side. The motor is connected in series and drives the reducer. The output end of the reducer is connected to and drives the input end of the center part of the dual-output transfer case. The two output shafts of the transfer case are the two drive shafts. In addition to being supported by bearings inside the transfer case, the shafts are also supported by bearings at the bearing housings at the other end. Furthermore, the two drive shafts have four ends, each with rubber drive wheels installed, which are driven by the two output shafts of the transfer case.

9. A rail train with non-steel drive wheels according to claim 1, characterized in that: The four-wheel drive frame with non-steel drive wheels has two pairs of non-steel drive wheels. The drive frame includes: a frequency converter, a motor, a reducer, and two differential drive shafts (left and right) or one through-shaft drive shaft extending from both sides of the reducer. The drive shafts serve as inputs to two identical or mirror-image symmetrically arranged dual-output transfer cases. Each transfer case has two common output shafts located at the front and rear, respectively, with two rubber drive wheels mounted on each output shaft. The drive frame structure is a rectangular frame, with the two drive shafts forming opposite sides at the front and rear, and the two dual-output transfer cases forming opposite sides of the rectangle. The frequency converter controls the motor's speed and torque, which drives the reducer. The reducer, through its two differential drive shafts or one through-shaft drive shaft, synchronously drives the two transfer cases. The two common output shafts of the transfer cases drive the four rubber drive wheels.

10. A rail train with non-steel drive wheels according to claim 2, characterized in that: The railcar, in addition to being equipped with non-steel drive wheels, is also equipped with drive components containing steel drive wheels. The train is a train driven by a combination of steel drive wheels and non-steel drive wheels.

Images