CN107458387B - Hydraulic auxiliary acceleration system for electro-hydraulic rail car - Google Patents
Hydraulic auxiliary acceleration system for electro-hydraulic rail car Download PDFInfo
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- CN107458387B CN107458387B CN201710687442.1A CN201710687442A CN107458387B CN 107458387 B CN107458387 B CN 107458387B CN 201710687442 A CN201710687442 A CN 201710687442A CN 107458387 B CN107458387 B CN 107458387B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/42—Transmission systems in or for locomotives or motor railcars with electric motor propulsion hydraulic
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The invention discloses a hydraulic auxiliary acceleration system for an electro-hydraulic rail car, which adopts the idea that a main hydraulic system and a hydraulic energy storage system simultaneously supply oil to accelerate starting and an auxiliary motor and a variable auxiliary motor jointly drive an axle, reduces the acceleration time by utilizing the hydraulic energy storage auxiliary acceleration, and reduces the power consumption during the starting acceleration; the auxiliary motor and the variable motor are used for driving the axle together, so that the pressure of a main system is reduced, the climbing capability is increased, and the installed power of the whole machine is reduced. Compared with the prior art, the motor has good starting acceleration performance, and reduces the starting acceleration time and the peak power of the motor during starting acceleration; the climbing capacity is increased, the installed power of the whole machine is reduced, the energy consumption of the motor is reduced, and the endurance mileage is increased.
Description
Technical Field
The invention relates to a hydraulic auxiliary acceleration system for an electro-hydraulic rail car, which can realize two functions: the starting acceleration of the rail car is assisted, and the starting acceleration time and the peak power of a motor during the starting acceleration are reduced; the auxiliary rail car accelerates when climbing a slope, reduces the installed power of the whole machine while increasing the climbing capacity, and reduces the energy consumption of the motor.
Background
The rail car is an important type in the types of railway rolling stock, is mainly used for railway engineering construction and operation maintenance operation, and plays an important role in the construction process of rail traffic such as a common speed railway, a high speed railway, a subway, a light rail and the like. In consideration of the reasons of cost, technical maturity and the like, a diesel engine is a main prime mover form of the current rail car, the diesel rail car adopts a mechanical gearbox or a hydraulic gearbox for speed regulation, the low-speed characteristic is poor, the efficiency of the whole machine is low, and the energy in the braking process cannot be recovered. Based on the special working environment of the subway tunnel, the emission of a diesel engine is greatly challenged, and the market demand of the electric rail car is promoted. The electric rail car adopts variable voltage and variable frequency to control the rotating speed of the motor for speed regulation, and can recover the electricity of braking energy, but the utilization rate is low due to the reasons of storage battery capacity and the like. In addition, the electric rail car still has the defects of large power consumption, long starting acceleration time, short endurance mileage, high installed power and the like during starting acceleration. Therefore, the main technical upgrading directions of the vehicle model are to reduce the installed power, the peak power of the motor when starting acceleration and the acceleration time.
Disclosure of Invention
The invention aims to solve the problems and provide a hydraulic auxiliary acceleration system for an electro-hydraulic rail car, which utilizes hydraulic energy storage to assist the electric rail car in starting and accelerating, well reduces the installed power, the starting and accelerating time and the peak power of a motor during acceleration, and greatly improves the endurance mileage.
The invention realizes the purpose through the following technical scheme:
a hydraulic auxiliary acceleration system for an electro-hydraulic rail car comprises a controller, a motor, a variable pump, a second stop valve, a first high-pressure energy accumulator, a third one-way valve, a fourth one-way valve, a second proportional valve, a low-pressure energy accumulator, a first stop valve, a variable auxiliary motor, a variable motor, an electromagnetic clutch, an energy recovery valve block, a second high-pressure energy accumulator, a third stop valve, a pressure reducing valve, a second one-way valve, a first proportional valve, an overflow valve, a first one-way valve, an axle, a deceleration mechanism arranged on the axle and a clutch box arranged at the torque input end of the deceleration mechanism;
the motor is connected with the power input end of the variable pump, the controller is simultaneously electrically connected with the control end of the first proportional valve, the control end of the second proportional valve and the control end of the variable auxiliary motor, the torque output shaft of the variable auxiliary motor is connected with the first torque input shaft of the clutch box, and the torque output shaft of the variable auxiliary motor is connected with the second torque input shaft of the clutch box through an electromagnetic clutch;
the variable pump, the first one-way valve, the energy recovery valve block and the oil port of the variable motor are sequentially connected to form a closed loop, and an overflow valve is arranged in the closed loop and used as a safety valve;
the oil ports of the second high-pressure accumulator, the third stop valve, the pressure reducing valve, the second proportional valve, the variable auxiliary motor, the first stop valve and the low-pressure accumulator are sequentially connected in series;
oil ports of the first high-pressure accumulator, the second stop valve, the first proportional valve and the second one-way valve are sequentially connected in series;
an oil path between an oil inlet of the variable pump and an oil outlet of the variable motor and an oil path between the variable auxiliary motor and the first stop valve are crossed and communicated;
the energy recovery valve block is provided with an input oil port and two output oil ports, the input oil port of the second one-way valve is communicated with the first proportional valve, the output oil port of the second one-way valve, the output oil port of the first one-way valve, the input oil port of the overflow valve and the input oil port of the energy recovery valve block are communicated, the first output oil port of the energy recovery valve block is communicated with the input oil port of the variable motor, and the second output oil port of the energy recovery valve block, the input oil port of the third one-way valve and the input oil port of the fourth one-way valve are communicated;
an output oil port of the third check valve is connected into an oil path between the second stop valve and the first proportional valve, and an output oil port of the fourth check valve is connected into an oil path between the third stop valve and the pressure reducing valve.
Further, the pressure of the oil inlet of the variable auxiliary motor is controlled and adjusted by adjusting the opening degree of a valve port of the reducing valve.
Further, the opening degree of the valve port of the second proportional valve is controlled and adjusted through a controller.
Further, the opening degree of the valve port of the first proportional valve is controlled and adjusted through a controller.
Further, the displacement of the variable assist motor is controllably adjusted by a controller.
The invention has the beneficial effects that:
compared with the prior art, the motor starting acceleration device has good starting acceleration performance, and reduces starting acceleration time and peak power of the motor during starting acceleration; the climbing capacity is increased, the installed power of the whole machine is reduced, the energy consumption of the motor is reduced, and the endurance mileage is increased.
Drawings
FIG. 1 is a schematic diagram of a hydraulic auxiliary acceleration system for an electro-hydraulic railcar according to the present invention;
in the figure: a motor 1; a variable pump 2; a second stop valve 3; a first high-pressure accumulator 4; a third check valve 5; a fourth check valve 6; a second proportional valve 7; a low-pressure accumulator 8; a first cut-off valve 9; a variable assist motor 10; a variable displacement motor 11; an electromagnetic clutch 12; a close-moving box 13; an axle 14; a speed reduction mechanism 15; an energy recovery valve block 16; a second high-pressure accumulator 17; a third stop valve 18, a pressure reducing valve 19; a second check valve 20; a first proportional valve 21; an overflow valve 22; a first check valve 23; a controller 24.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
as shown in fig. 1, the present invention includes a controller 24, a motor 1, a variable displacement pump 2, a second stop valve 3, a first high-pressure accumulator 4, a third check valve 5, a fourth check valve 6, a second proportional valve 7, a low-pressure accumulator 8, a first stop valve 9, a variable auxiliary motor 10, a variable motor 11, an electromagnetic clutch 12, an energy recovery valve block 16, a second high-pressure accumulator 17, a third stop valve 18, a pressure reducing valve 19, a second check valve 20, a first proportional valve 21, an overflow valve 22, a first check valve 23, an axle 14, a speed reducing mechanism 15 disposed on the axle 14, and a clutch box 13 disposed at a torque input end of the speed reducing mechanism 15;
the motor 1 is connected with the power input end of the variable pump 2, the controller 24 is simultaneously and electrically connected with the control end of the first proportional valve 21, the control end of the second proportional valve 7 and the control end of the variable auxiliary motor 10, the torque output shaft of the variable motor 11 is connected with the first torque input shaft of the clutch box 13, and the torque output shaft of the variable auxiliary motor 10 is connected with the second torque input shaft of the clutch box 13 through the electromagnetic clutch 12;
the oil ports of the variable pump 2, the first check valve 23, the energy recovery valve block 16 and the variable motor 11 are sequentially connected to form a closed loop, and an overflow valve 22 is arranged in the closed loop to serve as a safety valve;
the oil ports of the second high-pressure accumulator 17, the third stop valve 18, the pressure reducing valve 19, the second proportional valve 7, the variable auxiliary motor 10, the first stop valve 9 and the low-pressure accumulator 8 are sequentially connected in series;
oil ports of the first high-pressure accumulator 4, the second stop valve 3, the first proportional valve 21 and the second one-way valve 20 are sequentially connected in series;
an oil path between an oil inlet of the variable pump 2 and an oil outlet of the variable motor 11 and an oil path between the variable auxiliary motor 10 and the first stop valve 9 are crossed and communicated;
the energy recovery valve block 16 is provided with an input oil port and two output oil ports, the input oil port of the second check valve 20 is communicated with the first proportional valve 21, the output oil port of the second check valve 20, the output oil port of the first check valve 23, the input oil port of the overflow valve 22 and the input oil port of the energy recovery valve block 16 are communicated, the first output oil port of the energy recovery valve block 16 is communicated with the input oil port of the variable motor 11, and the second output oil port of the energy recovery valve block 16, the input oil port of the third check valve 5 and the input oil port of the fourth check valve 6 are all communicated;
the outlet port of the third check valve 5 is connected to the oil path between the second stop valve 3 and the first proportional valve 21, and the outlet port of the fourth check valve 6 is connected to the oil path between the third stop valve 18 and the pressure reducing valve 19.
In the invention, the motor 1, the variable pump 2, the first one-way valve 23, the variable motor 11, the first stop valve 9 and the low-pressure accumulator 8 form a driving loop. The auxiliary acceleration loop is formed by two parts: one part of the valve consists of a first high-pressure accumulator 4, a second stop valve 3, a first proportional valve 21 and a second one-way valve 20; the other part is composed of a second high-pressure accumulator 17, a third stop valve 18, a pressure reducing valve 19, a second proportional valve 7, a variable auxiliary motor 10 and an electromagnetic clutch 12.
The second proportional valve 7, the first proportional valve 21 and the variable auxiliary motor 10 are controlled and regulated by the controller 24, and the pressure at the oil inlet of the variable auxiliary motor 10 is controlled and regulated by regulating the opening degree of a valve port of the reducing valve 19.
The pressure reducing valve 19 can adjust the opening of the valve port according to the change of the outlet pressure of the second high-pressure accumulator 17 to control the inlet pressure of the variable auxiliary motor 10 to be constant, so as to control the driving torque of the auxiliary motor 10 to be constant; the second proportional valve 7 can adjust the opening of a valve port of the variable auxiliary motor by using the controller 24 according to different required vehicle speeds to control the flow of oil liquid at the inlet of the variable auxiliary motor 10 to be constant, so that the rotating speed of the variable auxiliary motor 10 is controlled to be constant; the variable assist motor 10 may be adjusted in its displacement by the controller 24 to accommodate different climbing grades according to the different grades. The first proportional valve 21 can adjust the opening of its valve port by the controller 24 to control the flow of the oil released from the first high-pressure accumulator 4 to the main system driving circuit to be constant.
The second stop valve 3 at the inlet of the first high-pressure accumulator 4, the third stop valve 18 at the inlet of the second high-pressure accumulator 17 and the first stop valve 9 at the inlet of the low-pressure accumulator 8 are all manual valves and are mainly used for unloading operation of system maintenance. The overflow valve 22 acts as a safety valve and opens the overflow when the load exceeds a preset value, so that overload protection is performed and the system pressure does not increase any more.
The working principle of the invention is as follows:
when the vehicle straight road or small slope starts to accelerate, the electromagnetic clutch 12 is disconnected, the first proportional valve 21 is electrified at the right position, the first high-pressure energy accumulator 4 releases high-pressure oil, the high-pressure oil is converged with high-pressure oil output by the variable pump 2 through the second stop valve 3, the first proportional valve 21 and the second one-way valve 20 to jointly drive the variable motor 11 to accelerate and rotate, and the straight road acceleration working condition is completed. The opening degree of the valve port of the first proportional valve 21 is controlled by the controller 24, so that the constant flow of the oil released from the first high-pressure accumulator 4 to the main system is ensured.
After the low-gear starting acceleration is finished and the constant-speed working condition is entered, the first high-pressure accumulator 4 still releases the high-pressure oil with the constant flow rate, and the high-pressure oil and the main system oil path are jointly converged to drive the variable motor 11 to rotate at the constant speed. After the oil in the first high-pressure accumulator 4 is released, the first proportional valve 21 is in a neutral position function, the valve port is closed, and the variable motor 11 is supplied with oil only by the variable pump 2, so that the constant-speed working condition is completed. High-stage acceleration is achieved by increasing the displacement of the variable displacement pump 2 or decreasing the displacement of the variable displacement motor 11 within a certain range with a drive torque greater than the load torque. When the speed is reduced and the braking is carried out, the power supply of the motor 1 is cut off, the variable pump 2 stops working, the variable motor 11 works under the pump working condition, and on one hand, the first high-pressure energy accumulator 4 and the second high-pressure energy accumulator 17 are filled with liquid and braking energy is recovered through the energy recovery valve block 16; on the other hand, the pressure difference of the inlet and the outlet of the variable motor 11 is controlled through the energy recovery valve block 16, so that the braking torque is provided, and the rapid braking is realized.
When the vehicle starts to accelerate on a large slope, the electromagnetic clutch 12 is connected due to large load torque, the second proportional valve 7 is electrified on the left, the second high-pressure accumulator 17 releases high-pressure oil, the high-pressure oil flows into the variable auxiliary motor 10 through the third stop valve 18, the pressure reducing valve 19 and the second proportional valve 7, and finally flows back to the low-pressure accumulator 8 through the first stop valve 9. The outlet pressure of the second high-pressure accumulator 17 is gradually reduced along with the release of the oil, the inlet pressure of the variable auxiliary motor 10 is controlled to be constant through the fixed value of the pressure reducing valve 19, so that the driving torque generated by the variable auxiliary motor 10 is ensured to be constant, and the flow of the oil flowing into the auxiliary motor is controlled to be constant by adjusting the opening degree of the valve port of the second proportional valve 7 through the controller 23, so that the starting of the rail car is ensured to be accelerated to a certain constant speed. The driving torque generated by the variable auxiliary motor 10 is combined with the variable motor 11 through the electromagnetic clutch 12 and the combining box 13 to jointly drive the axle 14, and the variable auxiliary motor 10 is divided into a plurality of load torques, so that the load torque driven by the variable motor 11 is reduced, the variable motor 11 is at the maximum displacement in the working process when the pressure of the main oil circuit system is reduced, at the moment, the right position of the first proportional valve 21 is electrified, the first high-pressure energy accumulator 4 releases high-pressure oil, the high-pressure oil is combined with the high-pressure oil output by the variable pump 2 through the second stop valve 3, the first proportional valve 21 and the second one-way valve 20 to jointly drive the variable motor 11 to rotate in an accelerated manner, and the valve opening of the first proportional valve 21 is controlled by the controller 23 to be 4 degrees, so that the flow of the oil released to the main system by the first high-pressure energy accumulator 4 is constant, and the accelerated start is realized. And finishing the starting acceleration working condition of the large slope. Starting acceleration, finishing acceleration, and entering a constant-speed working condition, wherein the working condition is divided into two stages: firstly, after the acceleration is started, the oil in the first high-pressure accumulator 4 and the oil in the second high-pressure accumulator 17 are remained, and at the moment, according to the expected speed, the opening degrees of the valve ports of the second proportional valve 7 and the first proportional valve 21 are controlled by the controller 24 to control the flow to be constant, so that the rotating speeds of the variable motor 11 and the variable auxiliary motor 10 are constant to be the expected rotating speeds; and secondly, the pressure of the released oil in the first high-pressure energy accumulator 4 and the second high-pressure energy accumulator 17 is lower than the system pressure, the oil can not be released, the second proportional valve 7 and the first proportional valve 21 are in a neutral position function at the moment, the valve port is closed, the variable displacement pump 2 only supplies oil to the variable displacement motor 11, and the constant-speed working condition is completed.
The invention adopts the idea that the main hydraulic system and the hydraulic energy storage system simultaneously supply oil to accelerate starting and the auxiliary motor and the variable motor jointly drive the axle, and the accelerating torque is a key factor of the power problem of the whole vehicle. The acceleration time is shortened by using hydraulic energy storage to assist acceleration, and the peak power of a motor is reduced when the acceleration is started; the auxiliary motor and the variable auxiliary motor are used for driving the axle together, so that the pressure of a main system is reduced, the climbing capacity is increased, and the installed power of the whole machine is reduced. The system of the invention has the following advantages: the motor has good starting acceleration performance, reduces the starting acceleration time and the peak power of the motor, and prolongs the service life of the motor; the climbing device has better climbing capability, reduces the installed power and the manufacturing cost of the whole machine, and has good economy; and the energy-saving idea is adopted, so that the energy consumption of the motor is greatly reduced.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (5)
1. The utility model provides a supplementary acceleration system of hydraulic pressure for electricity liquid rail car, includes controller (24), axle (14), sets up reduction gears (15) on axle (14), sets up box (13) that moves that closes at reduction gears (15) torque input end, its characterized in that: the variable-capacity electromagnetic pump further comprises a motor (1), a variable pump (2), a second stop valve (3), a first high-pressure energy accumulator (4), a third one-way valve (5), a fourth one-way valve (6), a second proportional valve (7), a low-pressure energy accumulator (8), a first stop valve (9), a variable auxiliary motor (10), a variable motor (11), an electromagnetic clutch (12), an energy recovery valve block (16), a second high-pressure energy accumulator (17), a third stop valve (18), a pressure reducing valve (19), a second one-way valve (20), a first proportional valve (21), an overflow valve (22) and a first one-way valve (23);
the motor (1) is connected with the power input end of the variable pump (2), the controller (24) is simultaneously electrically connected with the control end of the first proportional valve (21), the control end of the second proportional valve (7) and the control end of the variable auxiliary motor (10), the torque output shaft of the variable motor (11) is connected with the first torque input shaft of the clutch box (13), and the torque output shaft of the variable auxiliary motor (10) is connected with the second torque input shaft of the clutch box (13) through the electromagnetic clutch (12);
the oil ports of the variable pump (2), the first one-way valve (23), the energy recovery valve block (16) and the variable motor (11) are sequentially connected to form a closed loop, and an overflow valve (22) is arranged in the closed loop and used as a safety valve;
oil ports of a second high-pressure energy accumulator (17), a third stop valve (18), a pressure reducing valve (19), a second proportional valve (7), a variable auxiliary motor (10), a first stop valve (9) and a low-pressure energy accumulator (8) are sequentially connected in series;
oil ports of the first high-pressure accumulator (4), the second stop valve (3), the first proportional valve (21) and the second one-way valve (20) are sequentially connected in series;
an oil path between an oil inlet of the variable pump (2) and an oil outlet of the variable motor (11), and an oil path between the variable auxiliary motor (10) and the first stop valve (9) are crossed and communicated;
the energy recovery valve block (16) is provided with an input oil port and two output oil ports, the input oil port of the second check valve (20) is communicated with the first proportional valve (21), the output oil port of the second check valve (20), the output oil port of the first check valve (23), the input oil port of the overflow valve (22) and the input oil port of the energy recovery valve block (16) are communicated, the first output oil port of the energy recovery valve block (16) is communicated with the input oil port of the variable displacement motor (11), and the second output oil port of the energy recovery valve block (16), the input oil port of the third check valve (5) and the input oil port of the fourth check valve (6) are communicated;
an output oil port of the third check valve (5) is connected into an oil path between the second stop valve (3) and the first proportional valve (21), and an output oil port of the fourth check valve (6) is connected into an oil path between the third stop valve (18) and the pressure reducing valve (19).
2. The hydraulically assisted acceleration system for electro-hydraulic railcars of claim 1, characterized in that: the pressure of the oil inlet of the variable auxiliary motor (10) is controlled and regulated by regulating the opening degree of a valve port of the reducing valve (19).
3. The hydraulically assisted acceleration system for electro-hydraulic railcars of claim 1, characterized in that: the opening degree of the valve port of the second proportional valve (7) is controlled and adjusted through a controller (24).
4. The hydraulically assisted acceleration system for electro-hydraulic railcars of claim 1, characterized in that: the opening degree of the valve port of the first proportional valve (21) is controlled and adjusted through a controller (24).
5. The hydraulically assisted acceleration system for electro-hydraulic railcars of claim 1, characterized in that: the displacement of the variable assist motor (10) is controlled and regulated by a controller (24).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710687442.1A CN107458387B (en) | 2017-08-11 | 2017-08-11 | Hydraulic auxiliary acceleration system for electro-hydraulic rail car |
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| CN201710687442.1A CN107458387B (en) | 2017-08-11 | 2017-08-11 | Hydraulic auxiliary acceleration system for electro-hydraulic rail car |
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| CN107458387A CN107458387A (en) | 2017-12-12 |
| CN107458387B true CN107458387B (en) | 2022-12-30 |
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| CN114321040A (en) * | 2021-12-23 | 2022-04-12 | 中国航空工业集团公司金城南京机电液压工程研究中心 | Short-time high-power hydraulic energy system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1359759A (en) * | 1963-03-08 | 1964-04-30 | Council Scient Ind Res | Improvements to hydraulic transmission systems |
| DE2507006A1 (en) * | 1975-02-19 | 1976-09-02 | Manfred Janouch | Hydraulic braking/energy storage for vehicle - stores braking energy for long periods as pressure in reservoir for starting engine |
| CA1285887C (en) * | 1986-12-16 | 1991-07-09 | William S. Heggie | Mechanical power regeneration system |
| CN100999184A (en) * | 2006-01-11 | 2007-07-18 | 北京嘉捷博大电动车有限公司 | Rear driven mixed power vehicle of motor hydraulic device connection type |
| CN102039903A (en) * | 2010-10-29 | 2011-05-04 | 蒋正荣 | Overhead line type hydraulic energy storage electric locomotive |
| CN102442286B (en) * | 2011-12-12 | 2013-12-11 | 江苏理工学院 | Energy regeneration device of drive-by-wire braking system and control method of braking system |
| WO2013134324A2 (en) * | 2012-03-05 | 2013-09-12 | Lightning Hybrids, Inc. | Hydraulic regeneration apparatus |
| CN102795221B (en) * | 2012-08-01 | 2015-06-10 | 江苏大学 | Electric vehicle electric-hydraulic hybrid driving system and control method thereof |
| CN203580632U (en) * | 2013-11-22 | 2014-05-07 | 海南大学 | Automobile hydraulic stored energy regeneration device |
| CN106428042B (en) * | 2016-10-27 | 2018-07-31 | 西南交通大学 | A kind of electro-hydraulic mixing hydrostatic drive system of oil |
| CN106945678A (en) * | 2017-04-05 | 2017-07-14 | 西南交通大学 | A kind of effectively power drive system of electro-hydraulic railcar |
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