CN109606395B

CN109606395B - Power transmission method for rail operation vehicle

Info

Publication number: CN109606395B
Application number: CN201910099689.0A
Authority: CN
Inventors: 雷张文; 李石平; 王建宏; 肖少坤; 肖樨; 李永江; 汪海; 曹增明; 贺旭; 贺占龙; 童开
Original assignee: Zhuzhou CSR Times Electric Co Ltd; Baoji CRRC Times Engineering Machinery Co Ltd
Current assignee: Zhuzhou CRRC Times Electric Co Ltd; Baoji CRRC Times Engineering Machinery Co Ltd
Priority date: 2019-01-31
Filing date: 2019-01-31
Publication date: 2020-09-29
Anticipated expiration: 2039-01-31
Also published as: CN109606395A

Abstract

The invention discloses a power transmission method for a rail operation vehicle, wherein the rail operation vehicle comprises a power vehicle and an operation vehicle, and the method comprises the following steps: A) a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power source are arranged on the power vehicle, and a low-constant-speed traveling system is arranged on the operation vehicle; the working vehicle is independently arranged, or the power vehicle and the working vehicle are provided with a working system; B) the whole vehicle power supply system provides power for the operation system and selectively provides power for a high-speed traveling system or a low-speed traveling power source, and the high-speed traveling system adopts an electric transmission traction system; C) the low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts a fly-by-wire hydrostatic transmission traction system. The invention can solve the technical problem of power transmission of the double-power-source track operation vehicle in high-speed running and low-speed running modes, and meets the requirements on running speed and control precision under different working conditions.

Description

Power transmission method for rail operation vehicle

Technical Field

The invention relates to the technical field of railway engineering machinery, in particular to a power transmission method for a double-power-source driven rail working vehicle.

Background

As a widely applied rail operation vehicle, a rail milling and grinding vehicle is a rail engineering maintenance vehicle for repairing surface defects of rails. The steel rail milling and grinding vehicle processes the surface of a steel rail through a milling operation unit and a grinding operation unit which are arranged on a vehicle underframe of the steel rail milling and grinding vehicle, so that parameters such as roughness, corrugation, profile and the like of the surface of the steel rail can reach required values. And a cutter on the milling operation unit mills the surface of the steel rail so as to eliminate the damage and corrugation of the surface of the steel rail and control the profile of the section. And the grinding wheel on the grinding operation unit grinds the surface of the milled steel rail, so that the surface of the steel rail is smoother, and the required roughness value is achieved. The steel rail milling and grinding vehicle finally realizes the repair of the surface defects of the steel rail through the milling and grinding operation of the steel rail. At present, subway lines are electrified lines, power is supplied along the lines, however, most engineering maintenance vehicles and the disclosed steel rail milling and grinding vehicle schemes adopt diesel engines as power sources to provide running and operating power of the vehicles, and the transmission mode has the serious defects of high noise, no environmental protection in emission, high vibration and the like.

The running of a rail milling and grinding vehicle is generally divided into two working conditions, namely, working running and self-running, wherein the working running is only used for working and the speed is very low, and the self-running is used for a self-running transfer vehicle. Because the speed ratio of high speed and low speed is too large, the same set of driving device is difficult to adapt to two speeds, so the problem of matching of the transmission device under the high-speed and low-speed traveling modes of the rail milling and grinding vehicle is solved, and the rail milling and grinding vehicle is a key direction for the research of the rail milling and grinding vehicle. Under the working condition of the rail milling and grinding vehicle, in order to reduce the tool mark gap between adjacent tool feeding amounts as much as possible, the vehicle speed is required to be very low, the working effect is very sensitive to the fluctuation of the vehicle working speed, and when low-speed operation is required, the vehicle speed fluctuation is very small. Meanwhile, when the steel rail milling and grinding machine works, in order to overcome the comprehensive resistance which is formed by combining the working resistance, the ramp resistance, the wind load and the like with constantly changing sizes and directions and has the characteristics of large maximum amplitude, large fluctuation, quick change, direction change and strong randomness, the low constant speed transmission has large rigidity and sensitive response performance. Therefore, in order to obtain better low-speed performance, the speed interval with the best performance of the transmission system can cover the operation speed range of the rail milling and grinding vehicle. The comprehensive resistance direction can be changed, the maximum amplitude is large, when the traction is carried out under the low constant speed working condition, the traction capacity needs to be large enough, the traction system can output enough power, when the braking is carried out under the low constant speed working condition, the braking capacity needs to be large enough, and the energy consumption system can have enough power and response speed.

In the prior art, for example: the utility model discloses a CN204567672U utility model patent shows the electric structural arrangement scheme of a dual power source subway electricity transmission rail grinding wagon, but this patent does not give the concrete structural scheme of transmission system. For another example: the invention of China application No. CN107299567A provides a double-power rail milling and grinding vehicle with an electric contact net and a storage battery pack, but the application adopts a pantograph and storage battery double-source switching and direct electric transmission scheme. The method also comprises the following steps: the Chinese invention application No. CN105256675A and CN104742918A provides an electric transmission system and a power switching method of a double-power subway grinding wagon, but the power system of the double-power subway grinding wagon related to the electric transmission system is complex in structure and various in equipment. The following steps are repeated: the invention of China application No. CN104562877A discloses a transmission system of a rail milling and grinding vehicle, but the application adopts a direct electric transmission scheme.

Disclosure of Invention

In view of the above, the present invention provides a power transmission method for a rail working vehicle, which solves the technical problem of power transmission of a dual-power rail working vehicle in high-speed traveling and low-speed traveling modes, so as to meet the requirements of traveling speed and control accuracy under different working conditions.

In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a transmission system of a rail working vehicle, wherein the rail working vehicle comprises a power vehicle and a working vehicle. The power transmission method includes the steps of:

A) a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power source are arranged on the power vehicle, and a low-constant-speed traveling system is arranged on the working vehicle; the power vehicle and the working vehicle are arranged on the working vehicle independently, or a working system is arranged on the power vehicle and the working vehicle;

B) the whole vehicle power supply system provides power for the operation system and selectively provides power for the high-speed running system or the low-speed running power source, and the high-speed running system adopts an electric transmission traction system so as to realize the running speed of the rail operation vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h;

C) the low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts an electro-static hydraulic transmission traction system so as to realize the traveling speed of the track working vehicle of 0.3 km-2 km/h and the speed control precision of less than 0.02 km/h.

The invention particularly provides another technical implementation scheme of a transmission system of a rail working vehicle. The power transmission method includes the steps of:

A) a whole vehicle power supply system and a high-speed traveling system are arranged on the power vehicle, and a low-speed traveling power supply and a low-constant-speed traveling system are arranged on the working vehicle; the power vehicle and the working vehicle are arranged on the working vehicle independently, or a working system is arranged on the power vehicle and the working vehicle;

Furthermore, the whole vehicle power supply system comprises an engine, a generator, a rectifier cabinet and a high-voltage box. The engine converts chemical energy into mechanical energy and provides a power source, and the generator converts mechanical energy output by the engine into alternating current. And the rectifier cabinet converts the alternating current output by the generator into direct current and outputs the direct current to the high-voltage box. The high-voltage box is used for selecting and ensuring the whole vehicle power supply source of the railway operation vehicle.

Further, the high-speed running system comprises a first high-speed running motor, a second high-speed running motor, a third high-speed running motor and a fourth high-speed running motor. The whole vehicle power supply system further comprises a first traction inverter, a second traction inverter, a first brake resistor and a second brake resistor. The low-speed running power source comprises a first low-speed running power source and a second low-speed running power source, and a first driving switch box and a second driving switch box are arranged on the power vehicle.

The first traction inverter converts the direct current output by the high-voltage box into a variable-frequency variable-voltage power supply and drives the first high-speed traveling motor and the second high-speed traveling motor. And the output of the first traction inverter is selectively switched to the first low-speed running power source or the first high-speed running motor and the second high-speed running motor through the first driving switch box. The first brake resistor consumes electric energy which is generated when the first high-speed traveling motor and the second high-speed traveling motor are electrically braked and is not used up by the operating system and the vehicle-mounted electric equipment.

And the second traction inverter converts the direct current output by the high-voltage box into a variable-frequency variable-voltage power supply and drives the third high-speed traveling motor and the fourth high-speed traveling motor. And the output of a second traction inverter is selectively switched to the second low-speed running power source or the third high-speed running motor and the fourth high-speed running motor through the second driving switch box. The second brake resistor consumes electric energy which is generated when the third high-speed traveling motor and the fourth high-speed traveling motor are electrically braked and is not used up by the operating system and the vehicle-mounted electric equipment.

Further, the first low-speed running power source comprises a first hydraulic driving motor, a first gearbox and a first low-speed driving pump. The second low-speed running power source comprises a second hydraulic driving motor, a second gearbox and a second low-speed driving pump.

The first hydraulic driving motor converts the electric energy output by the first driving switch box into mechanical energy for rotating the motor, drives a first gearbox connected with the first hydraulic driving motor, and then drives a first low-speed driving pump by the first gearbox.

The second hydraulic driving motor converts the electric energy output by the second driving switch box into mechanical energy for rotating the motor, drives a second gearbox connected with the second hydraulic driving motor, and then drives a second low-speed driving pump by the second gearbox.

And connecting the output ports of the first low-speed driving pump and the second low-speed driving pump to a hydraulic pipeline in parallel. And outputting a constant-frequency variable-voltage power supply through the first traction inverter and the second traction inverter, so that the first hydraulic driving motor and the second hydraulic driving motor rotate at constant speed at a set rotating speed value. And the first gearbox and the second gearbox are used for increasing the speed reduction ratio and the set rotating speed value, so that when the rail working vehicle runs at a low constant speed, the first hydraulic driving motor and the second hydraulic driving motor work in a region with better electric braking performance.

Further, the low-constant speed running system comprises a first low-speed running motor, a second low-speed running motor, a third low-speed running motor and a fourth low-speed running motor. And connecting the first low-speed traveling motor, the second low-speed traveling motor, the third low-speed traveling motor and the fourth low-speed traveling motor to a hydraulic pipeline, and connecting an energy accumulator to the hydraulic pipeline. The first low-speed traveling motor, the second low-speed traveling motor, the third low-speed traveling motor and the fourth low-speed traveling motor convert pressure energy of the hydraulic pipeline into mechanical energy for rotating the motors, drive the rail operation vehicle to run at a low speed, and improve pressure stability of the hydraulic pipeline through the energy accumulator.

Further, the operation system comprises a milling operation device, an iron scrap recovery device, a milling operation device and a milled powder recovery device. An auxiliary inverter, a work power box, and a battery are arranged on the power vehicle. The auxiliary inverter converts the direct current output by the high-voltage box into a power system required by a rail operation vehicle, supplies power to the vehicle-mounted electric equipment and charges the storage battery. The operation power box converts direct current output by the high-voltage box into alternating current and supplies power to the milling operation device, the scrap iron recovery device, the milling operation device and the milled powder recovery device.

Furthermore, a first change-over switch is arranged in the high-voltage box, and the first change-over switch can be alternatively switched to a contact net or a power supply in a warehouse or grounded.

When the first change-over switch is switched to the contact network for power supply, the contact network and the rectifier cabinet simultaneously supply power for the whole rail operation vehicle, are isolated from each other through a first diode and a second diode respectively, and then the engine is turned off.

When the contact network is independently powered, when the rail operation vehicle enters a dead zone of the contact network, the high-voltage box is powered off, and the control system of the rail operation vehicle still works under the power supply of the storage battery. And the control system starts the engine and adopts a power source provided by the engine, so that the dual-source power supply and seamless switching between the engine and the contact network are realized.

Further, a second change-over switch is arranged inside the first drive switch box, and when the rail working vehicle needs to run at a high speed, the output of the first traction inverter is connected with the first high-speed running motor and the second high-speed running motor through the second change-over switch. When the rail working vehicle needs low-speed operation, the second change-over switch connects the output of the first traction inverter with the first hydraulic drive motor.

And arranging a third change-over switch in the second driving switch box, and connecting the output of the second traction inverter with a third high-speed running motor and a fourth high-speed running motor through the third change-over switch when the rail working vehicle needs to run at a high speed. When the rail working vehicle needs low-speed operation, the third change-over switch connects the output of the second traction inverter with the second hydraulic drive motor.

Under the high-speed running working condition, when the rail working vehicle is braked, the first high-speed running motor, the second high-speed running motor, the third high-speed running motor and the fourth high-speed running motor are reversely dragged to generate electricity. And the alternating current generated by the first high-speed traveling motor and the second high-speed traveling motor is output to a first traction inverter through the first driving switch box. And the alternating current generated by the third high-speed traveling motor and the fourth high-speed traveling motor is output to a second traction inverter through the second driving switch box. The first traction inverter and the second traction inverter convert alternating current into direct current, and the direct current is preferentially provided for the operation system and the vehicle-mounted electric equipment. When the operating system and the vehicle-mounted electric equipment cannot absorb the direct current, energy consumption is achieved through the first brake resistor and the second brake resistor respectively.

Further, under a low-speed running working condition, the output of a first traction inverter is switched to a first hydraulic driving motor through the first driving switch box, a constant-frequency variable-voltage power supply output by the first traction inverter drives the first hydraulic driving motor to rotate at a constant speed, and the first traction inverter outputs a set constant frequency to enable the rotating speed of the first hydraulic driving motor to be constant at a set rotating speed with better electric braking performance. And the output of a second traction inverter is switched to a second hydraulic driving motor through the second driving switch box, a constant-frequency variable-voltage power supply output by the second traction inverter drives the second hydraulic driving motor to rotate at a constant speed, and the second traction inverter outputs a set constant frequency to ensure that the rotating speed of the second hydraulic driving motor is constant at a set rotating speed with better electric braking performance.

The first hydraulic driving motor drives the first low-speed driving pump to rotate at a constant speed at the optimal working rotating speed through a first gearbox connected with the first hydraulic driving motor. And the second hydraulic driving motor drives the second low-speed driving pump to rotate at a constant speed at the optimal working rotating speed through a second gearbox connected with the second hydraulic driving motor. The first low-speed driving pump and the second low-speed driving pump which are connected with the output ends in parallel convert mechanical energy into pressure energy, and the first low-speed traveling motor, the second low-speed traveling motor, the third low-speed traveling motor and the fourth low-speed traveling motor which are connected to the hydraulic pipeline convert the pressure energy into mechanical rotation and drive wheels connected with the mechanical rotation to rotate, so that the low-speed traveling of the rail working vehicle under the traction working condition is realized.

Under the working condition of low-speed running, the first low-speed running motor, the second low-speed running motor, the third low-speed running motor and the fourth low-speed running motor are reversely dragged, the kinetic energy of the rail working vehicle is converted into pressure energy of a hydraulic pipeline, the pressure energy drives the first low-speed driving pump and the second low-speed driving pump to rotate, and the first hydraulic driving motor connected with the first low-speed driving pump and the second hydraulic driving motor connected with the second low-speed driving pump generate electricity. Alternating current sent by the first hydraulic driving motor is output to the first traction inverter through the first driving switch box, and alternating current sent by the second hydraulic driving motor is output to the second traction inverter through the second driving switch box. The first traction inverter and the second traction inverter convert alternating current into direct current, and the direct current is preferentially provided for an operating system and vehicle-mounted electric equipment. When the operation system and the vehicle-mounted electric equipment cannot absorb the energy, energy consumption is achieved through the first brake resistor and the second brake resistor respectively, and low-speed running of the rail operation vehicle under the brake working condition is achieved.

By implementing the technical scheme of the power transmission method of the rail working vehicle provided by the invention, the power transmission method has the following beneficial effects:

(1) according to the power transmission method for the rail operation vehicle, electric transmission is adopted for high-speed traveling, and the characteristics of mature electric transmission structure and simplicity in control can be exerted; the low constant speed running adopts the electro-hydrostatic transmission, so that the characteristics of stable work and quick response of a hydrostatic system can be exerted; the high-speed and low-constant speed running requirements of the rail operation vehicle can be met simultaneously;

(2) according to the power transmission method of the rail operation vehicle, alternating current transmission is adopted for high-speed running of the vehicle, hydrostatic transmission with a motor as a power source is adopted for low-speed running, a traction circuit is shared by high-speed and low-speed transmission, bidirectional switching can be realized, a set of system equipment is reduced, the manufacturing cost is reduced, and the space and the weight of the vehicle are saved;

(3) according to the power transmission method of the rail working vehicle, the rotating speed of the hydraulic driving motor is kept constant at the rotating speed value with very high electric braking efficiency and response speed, the rotating speed control precision of the hydraulic driving motor can be improved, and meanwhile, the rapid recovery and consumption of energy during low-speed traveling are ensured, so that the low-constant speed control of the rail working vehicle is realized;

(4) according to the power transmission method of the railway operation vehicle, the low-speed hydraulic pump adopts the constant-pressure pump, meanwhile, the rotating speed of the low-speed hydraulic pump is constant to be the optimal working rotating speed, and the rotating speeds of the hydraulic drive motor and the low-speed drive pump can be matched by adjusting the gear ratio of the gearbox;

(5) according to the power transmission method for the rail operation vehicle, the electric power and the engine double-input power source are adopted, the power supply of the contact net and the power drive of the engine can be seamlessly switched, the defects of large emission, vibration and noise of a diesel engine are overcome, the utilization of clean energy is realized, and the backup power is provided for a non-electric section.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, from which other embodiments can be derived by a person skilled in the art without inventive effort.

FIG. 1 is a schematic diagram of the general structural principles of one embodiment of a rail working vehicle drive train on which the method of the present invention is based;

FIG. 2 is a schematic illustration of the drive train configuration of a powered vehicle in one embodiment of a rail work vehicle drive train on which the method of the present invention is based;

FIG. 3 is a schematic illustration of the drive train configuration of a work vehicle in one embodiment of a rail work vehicle drive train on which the method of the present invention is based;

FIG. 4 is a front elevational view of the overall construction of a dual power source rail vehicle for use in a rail vehicle drive train on which the method of the present invention is based;

FIG. 5 is a top view of the overall configuration of a dual-powered rail working vehicle for which the rail working vehicle driveline on which the method of the present invention is based is utilized;

in the figure: 1-power car, 2-work car, 3-wheel, 4-pantograph, 5-contact system, 6-bogie, 10-power supply in warehouse, 11-electric room, 12-power room, 13-scrap iron cabin, 14-fuel tank, 15-traction inverter, 21-overhaul room, 22-grinding work electric room, 23-grinding work electric room, 101-control cabinet, 102-braking system cabinet, 103-first grinding work scrap iron cabin, 104-second grinding work scrap iron cabin, 201-overhaul table, 202-hydraulic station, 203-tool cabinet, 204-grinding work control cabinet, 205-first grinding work drive cabinet, 206-second grinding work drive cabinet, 207-first grinding work drive cabinet, 208-second grinding work drive cabinet, 209-first grinding work drive cabinet, b11-first low-speed drive pump, B12-second low-speed drive pump, D1-engine, E1-high-voltage box, E2-rectifier cabinet, E3-auxiliary inverter, E41-first traction inverter, E42-second traction inverter, E51-first brake resistor, E52-second brake resistor, E6-operation power box, E7-battery, E8-vehicle-mounted electric equipment, F1-generator, M11-first high-speed running motor, M12-second high-speed running motor, M13-third high-speed running motor, M14-fourth high-speed running motor, M21-first hydraulic drive motor, M22-second hydraulic drive motor, S11-first drive switch box, S12-second drive switch box, T11-first gearbox, T12-second gearbox, k0-high-speed circuit breaker, K1-first change-over switch, K2-second change-over switch, K3-third change-over switch, K4-fourth change-over switch, VD 1-first diode, VD 2-second diode, G1-milling operation device, G2-scrap iron recovery device, G3-milling operation device, G4-grinding powder recovery device, Y1-energy accumulator, M31-first low-speed traveling motor, M32-second low-speed traveling motor, M33-third low-speed traveling motor, M34-fourth low-speed traveling motor, J1-speed sensor and 100-track operation vehicle.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring now to fig. 1 through 5, there is shown an embodiment of the power transmission method for a railway service vehicle according to the present invention, and the present invention will be further described with reference to the drawings and the embodiment.

Example 1

As shown in fig. 1, an embodiment of a transmission system of a rail working vehicle based on the method of the present invention, a rail working vehicle 100 includes a power vehicle 1 and a working vehicle 2, and the transmission system specifically includes: a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power supply which are arranged on the power vehicle 1, a low-constant-speed traveling system which is arranged on the working vehicle 2, and a working system which is partially or completely arranged on the working vehicle 2. The whole vehicle power supply system provides power for the operation system and selectively provides power for the high-speed running system or the low-speed running power source, and the high-speed running system adopts an electric transmission traction system so as to realize the running speed of the rail operation vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h. The low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts an electric hydrostatic transmission traction system so as to realize the traveling speed of the rail operation vehicle of 0.3 km-2 km/h and the speed control precision of less than 0.02 km/h.

The embodiment solves the requirements of the running of the rail operation vehicle 100 on speed and control precision under two different working conditions, the electric transmission traction system is adopted for high-speed running, the running speed of the vehicle is 0-80 km/h, and the speed control precision is less than 0.5 km/h; the low-speed running is dragged by adopting electro-hydrostatic transmission, and the running speed of the vehicle is 0.3-2 km/h and the speed control precision is less than 0.02km/h by utilizing the characteristic of high hydrostatic control precision.

As shown in fig. 2, the power supply system of the whole vehicle further comprises:

an engine D1 for converting chemical energy into mechanical energy and providing a source of power; the engine D1 may be a diesel engine;

the generator F1 is used for converting the mechanical energy output by the engine D1 into alternating current;

the rectifier cabinet E2 is used for converting the alternating current output by the generator F1 into direct current and outputting the direct current to the high-voltage box E1;

a high voltage box E1 for selecting and ensuring a full vehicle power source for the rail working vehicle 100.

As shown in fig. 2, the power supply system of the whole vehicle further includes: a first traction inverter E41, a second traction inverter E42, a first brake resistor E51, and a second brake resistor E52. The high-speed running system further comprises: a first high-speed running motor M11, a second high-speed running motor M12, a third high-speed running motor M13 and a fourth high-speed running motor M14. The first traction inverter E41 converts direct current output by the high-voltage box E1 into a variable-frequency variable-voltage power supply and drives the first high-speed running motor M11 and the second high-speed running motor M12, and the first braking resistor E51 is used for consuming electric energy which is generated when the first high-speed running motor M11 and the second high-speed running motor M12 are electrically braked and is not used up by an operating system and vehicle-mounted electric equipment E8. The second traction inverter E42 converts the direct current output by the high-voltage box E1 into a variable-frequency variable-voltage power supply and drives the third high-speed running motor M13 and the fourth high-speed running motor M14, and the second brake resistor E52 is used for consuming electric energy which is generated when the third high-speed running motor M13 and the fourth high-speed running motor M14 are electrically braked and is not used up by an operating system and the vehicle-mounted electric equipment E8. The power train system further includes a first drive switch box S11 and a second drive switch box S12 disposed on the vehicle 1, and the low-speed running power sources further include a first low-speed running power source and a second low-speed running power source. The first driving switch box S11 is used to select the switching of the output of the first traction inverter E41 to the first low-speed running power source, or the first high-speed running motor M11 and the second high-speed running motor M12. The second driving switch box S12 is used to select the switching of the output of the second traction inverter E42 to the second low-speed running power source, or the third high-speed running motor M13 and the fourth high-speed running motor M14.

The power train system further includes an auxiliary inverter E3, a work power box E6, and a battery E7, which are disposed on the vehicle 1. The auxiliary inverter E3 converts the direct current output from the high-voltage box E1 into a power system required by the track-bound work vehicle 100, such as AC380V, AC220V, DC110V, and DC24V, supplies power to the on-vehicle electric equipment E8, and charges the battery E7 of the corresponding system. The operation power box E6 is used for converting the direct current output by the high-voltage box E1 into AC380V to supply power for the operation system.

The electric energy is used as the intermediate energy of the double-source drive, the technical problem of power supply distribution of the vehicle-mounted electric equipment is solved, the double-source drive is converted into the electric energy with compatible systems, and three types of electric equipment including an auxiliary inverter, an operation power box and a traction inverter are arranged. The auxiliary inverter outputs AC380/220V and DC110/24V, which have four power supply systems, and supplies power to various functional loads of the vehicle and a storage battery E7 for vehicle control. The operation power box E3 outputs AC380V power to supply power for equipment of the operation system. The traction inverter outputs an alternating current power supply to supply power for a high-speed traveling motor or a hydraulic driving motor.

As shown in fig. 2 and 3, the working system further includes an iron scrap recovery device G2 disposed on the motor vehicle 1, and a milling working device G1, a milling working device G3, and a milled powder recovery device G4 disposed on the working vehicle 2. The operation power box E6 converts the direct current output by the high-voltage box E1 into alternating current, and supplies power to the milling operation device G1, the scrap iron recovery device G2, the grinding operation device G3 and the ground powder recovery device G4 through a fourth change-over switch K4. A high-precision speed sensor J1 is disposed on the bogie 6 of the work vehicle 2.

As shown in fig. 2, the first low-speed power source further includes: a first hydraulic drive motor M21, a first gearbox T11 and a first low-speed drive pump B11. The second low-speed travel power source further includes: a second hydraulic drive motor M22, a second gearbox T12 and a second low-speed drive pump B12. The first hydraulic drive motor M21 converts the electric energy output by the first drive switch box S11 into mechanical energy for rotating the motor, drives the first gearbox T11 connected with the first hydraulic drive motor M21, and drives the first low-speed drive pump B11 through the first gearbox T11. The second hydraulic driving motor M22 converts the electric energy output by the second driving switch box S12 into mechanical energy for rotating the motor, drives the second gearbox T12 connected with the second hydraulic driving motor M22, and drives the second low-speed driving pump B12 through the second gearbox T12. The output ports of the first low-speed drive pump B11 and the second low-speed drive pump B12 are connected in parallel to the hydraulic line (when the low-speed travel power source includes three or more low-speed drive pumps, the output ports of the plurality of low-speed drive pumps are connected in parallel to the hydraulic line). The first and second traction inverters E41 and E42 output a constant-frequency variable-voltage power supply, and the first and second hydraulic drive motors M21 and M22 are rotated at constant speeds at predetermined rotation speed values. The first gearbox T11 and the second gearbox T12 increase the reduction ratio and the set rotation speed value, so that the first hydraulic drive motor M21 and the second hydraulic drive motor M22 work in a region with better electric braking performance when the railway working vehicle 100 runs at a low constant speed.

The embodiment solves the technical problems that when the rail working vehicle 100 runs at a low speed, the comprehensive resistance direction is the same as the running direction, the braking force is generated to maintain the speed of the vehicle not to be increased, and the kinetic energy is rapidly consumed. In the embodiment, the traction inverter outputs a constant-frequency and variable-voltage power supply, so that the hydraulic driving motor rotates at a constant speed at a set rotating speed value, and the set rotating speed value is in a rotating speed region with better electric braking performance. The low-speed running motor converts the power of the vehicle into pressure energy of a hydraulic system, the pressure energy drives the low-speed driving pump to rotate, then the hydraulic driving motor is dragged to generate electric energy, the vehicle transfers or consumes the electric energy, and finally energy consumption is achieved. Because the constant rotating speed of the hydraulic driving motor is in a rotating speed area with better electric braking performance of the motor, the control precision of the rotating speed of the motor is very high, and meanwhile, the hydraulic driving motor has good electric braking performance and can quickly convert the kinetic energy of the vehicle into electric energy.

The first low-speed driving pump B11 and the second low-speed driving pump B12 both adopt constant-pressure pumps, the output ports of the first low-speed driving pump B11 and the second low-speed driving pump B12 are connected to a hydraulic pipeline in parallel, and the pressure of the hydraulic pipeline is constant through the regulation of an accumulator Y1, so that the pressure of the hydraulic pipeline can be adjusted and controlled within a fine fluctuation range even if the pressure of the hydraulic pipeline fluctuates with load. The low-speed traveling motor gearboxes (the first gearbox T11 and the second gearbox T12) are used for matching the rotating speeds of the hydraulic drive motors (the first hydraulic drive motor M21 and the second hydraulic drive motor M22) and the low-speed drive pumps (the first low-speed drive pump B11 and the second low-speed drive pump B12) so that the low-speed traveling motor gearboxes and the low-speed traveling motor gearboxes can work at the optimal working rotating speed. The first low-speed traveling motor M31, the second low-speed traveling motor M32, the third low-speed traveling motor M33 and the fourth low-speed traveling motor M34 are all low-speed traveling motors for converting hydraulic pressure energy into mechanical energy for the rotation of the motors and driving the rail working vehicle 100 to run at a low speed. The first low-speed traveling motor M31, the second low-speed traveling motor M32, the third low-speed traveling motor M33 and the fourth low-speed traveling motor M34 all adopt variable motors, and the variable ratio of the variable motors is accurately controlled by signals of a high-precision speed sensor J1, so that the constant control of the speed of the rail working vehicle 100 is realized. The variable motor and speed sensor form a closed loop control system, the signal from the speed sensor is input to the controller of the variable motor, the controller calculates the difference between the vehicle speed and the target speed, and the controller gives a command to adjust the variable ratio of the motor to increase or decrease in real time, thereby controlling the speed of the rail working vehicle 100.

As shown in fig. 3, the low constant speed running system further includes: a first low-speed running motor M31, a second low-speed running motor M32, a third low-speed running motor M33 and a fourth low-speed running motor M34 which are connected with a hydraulic pipeline. The first low-speed traveling motor M31, the second low-speed traveling motor M32, the third low-speed traveling motor M33 and the fourth low-speed traveling motor M34 convert pressure energy of a hydraulic line into mechanical energy for rotation of the motors and drive the rail working vehicle 100 to run at a low speed. And the hydraulic pipeline is also connected with an energy accumulator Y1 for improving the pressure stability of the hydraulic pipeline. Under the high-speed running working condition, the first traction inverter E41 and the second traction inverter E42 convert direct current output by the high-voltage box E1 into variable-frequency variable-voltage power supplies to drive the first high-speed running motor M11, the second high-speed running motor M12, the third high-speed running motor M13 and the fourth high-speed running motor M14 respectively for high-speed running. Under the low-speed running working condition, the first traction inverter E41 and the second traction inverter E42 convert direct current output by the high-voltage box E1 into a constant-frequency variable-voltage power supply to drive the first hydraulic driving motor M21 and the second hydraulic driving motor M22, so that kinetic energy is provided for a hydraulic system. Under the high-speed traveling working condition, the two groups of traction inverters respectively provide electric energy for two high-speed traveling motors of one bogie 6. Under the working condition of low-speed running, the two groups of traction inverters respectively provide electric energy for one hydraulic driving motor. Under the low-speed operation running working condition, when the rail working vehicle 100 is required to exert braking force, the variable displacement motors (the first low-speed running motor M31, the second low-speed running motor M32, the third low-speed running motor M33 and the fourth low-speed running motor M34) are switched to the hydraulic pump function to convert kinetic energy into hydraulic pressure energy, the pressure energy is transmitted to the low-speed driving pumps (namely the first low-speed driving pump B11 and the second low-speed driving pump B12, and is switched to the motor function at the moment), the pressure energy drives the low-speed driving pumps (switched to the motor function at the moment) to rotate, the low-speed driving pumps further drive the driving motors (namely the first hydraulic driving motor M21 and the second hydraulic driving motor M22, and is switched to the motor function at the moment) to generate electricity, and the pressure energy is converted into mechanical energy and is converted into electric energy.

As shown in fig. 2, in this embodiment, the generator F1 converts the mechanical kinetic energy of the generator D1 into ac power, and the rectifier cabinet E2 rectifies the ac power into dc power, which is output to the high-voltage box E1. The high-voltage box E1 is internally provided with a first switch K1 and a high-speed circuit breaker K0, the first switch K1 is used for selecting a power supply line, and the high-speed circuit breaker K0 is connected between the pantograph 4 and the first switch K1 and used for protecting the power supply safety inside the vehicle. When the first switch K1 selects a 1-A3, the vehicle electrical system can be selectively switched to be powered by the overhead line system 5 or the power supply 10 in the garage or grounded. Through the switching circuit of the high-voltage box E1, the direct-current power supplies provided by the two power sources can be seamlessly switched and supplied to the downstream circuit. When the first switch K1 is switched to the overhead line system 5 to supply power, the overhead line system 5 and the rectifier cabinet E2 simultaneously supply power to the entire rail working vehicle 100, and are isolated from each other by the first diode VD1 and the second diode VD2 (the first diode VD1 and the second diode VD2 are used for protecting other currents from flowing back to the rectifier cabinet E2 and the overhead line system 5), and then the engine D1 is turned off. When the catenary 5 is solely powered, when the rail working vehicle 100 enters a dead zone of the catenary 5, the high-voltage box E1 loses power, and a control system (the control system is one of vehicle-mounted electric devices E8) of the rail working vehicle 100 still works under the power supply of the storage battery E7. The control system starts the engine D1 and adopts the power source provided by the engine D1, so that double-source power supply and seamless switching of the engine D1 and the overhead line system 5 are realized. The embodiment solves the technical problems that when the engine power and the contact network double-source power supply are adopted, two power sources coexist and are switched seamlessly.

A second change-over switch K2 is arranged inside the first drive switch box S11, a third change-over switch K3 is arranged inside the second drive switch box S12, when the rail working vehicle 100 needs to run at a high speed, the second change-over switch K2 connects the output of the first traction inverter E41 with the first high-speed running motor M11 and the second high-speed running motor M12 (the second change-over switch K2 is connected to the KM2), the third change-over switch K3 connects the output of the second traction inverter E42 with the third high-speed running motor M13 and the fourth high-speed running motor M14 (the third change-over switch K3 is connected to the KM2), and the four high-speed running motors are driven by two ways, so that the rail working vehicle 100 runs at a high speed. When the rail working vehicle 100 needs low-speed work, the second change-over switch K2 connects the output of the first traction inverter E41 with the first hydraulic drive motor M21 (the second change-over switch K2 is connected to KM1), the third change-over switch K3 connects the output of the second traction inverter E42 with the second hydraulic drive motor M22 (the third change-over switch K3 is connected to KM1), and the fixed-frequency variable-voltage power supplies output by the first traction inverter E41 and the second traction inverter E42 respectively drive the first hydraulic drive motor M21 and the second hydraulic drive motor M22 to rotate at a constant speed. The traction inverter outputs the set constant frequency, so that the rotating speed of the hydraulic driving motor is constant at the specified rotating speed with better electric braking performance. The two hydraulic driving motors respectively convert the rotation of the motors through the gearboxes connected with the motors and then drive the low-speed driving pump to rotate at a constant speed at the optimal working rotating speed. The gearbox fixes the hydraulic drive motor and the low-speed drive pump at the optimum working rotating speed. The two low-speed driving pumps connected in parallel convert mechanical energy into pressure energy, four low-speed traveling motors on the hydraulic pipeline convert the pressure energy into mechanical rotation, and drive wheels 3 connected with the low-speed traveling motors to rotate, so that the low-speed traveling of the rail working vehicle 100 under a traction working condition is realized.

The problem that the hydraulic drive motor and the low-speed drive pump are matched in the best working rotating speed is solved, and the rotating speeds of the low-speed hydraulic pump and the hydraulic pump are all under the best working rotating speed by increasing the gearbox with the fixed reduction ratio between the hydraulic drive motor and the low-speed drive pump. The embodiment solves the technical problem that the high-speed walking and the low-speed walking share the same set of traction circuit and equipment, reduces the manufacturing cost and saves the space and the weight of the vehicle. During high-speed traction, a driving switch box is arranged in a downstream circuit of the traction inverter, the output of the traction inverter is transmitted to KM1 (low-speed running) or KM2 (high-speed running) through a selector switch, so that the high-speed running and the low-speed running share one set of traction circuit and equipment, and the selector switch is used for switching the working conditions of high-speed running and low-speed running.

Under the high-speed running condition, when the rail working vehicle 100 is braked, the first high-speed running motor M11, the second high-speed running motor M12, the third high-speed running motor M13 and the fourth high-speed running motor M14 are reversely towed to generate electricity. The alternating currents generated by the first high-speed running motor M11 and the second high-speed running motor M12 are output to the first traction inverter E41 through the first drive switch box S11. The alternating currents generated by the third high-speed running motor M13 and the fourth high-speed running motor M14 are output to the second traction inverter E42 through the second driving switch box S12. The first traction inverter E41 and the second traction inverter E42 convert the ac power into dc power, the dc power is preferentially supplied to the work system and the vehicle-mounted electric equipment E8 for use, and when the work system and the vehicle-mounted electric equipment E8 cannot absorb the dc power, energy consumption is realized by the first brake resistor E51 and the second brake resistor E52, respectively.

Under the low-speed running condition, the first driving switch box S11 switches the output of the first traction inverter E41 to the first hydraulic driving motor M21, the fixed-frequency variable-voltage power supply output by the first traction inverter E41 drives the first hydraulic driving motor M21 to rotate at a constant speed, and the first traction inverter E41 outputs a set constant frequency to enable the rotating speed of the first hydraulic driving motor M21 to be constant at a set rotating speed with better electric braking performance. The second drive switch box S12 switches the output of the second traction inverter E42 to the second hydraulic drive motor M22, the fixed-frequency variable-voltage power supply output by the second traction inverter E42 drives the second hydraulic drive motor M22 to rotate at a constant speed, and the second traction inverter E42 outputs a set constant frequency to keep the rotational speed of the second hydraulic drive motor M22 constant at a set rotational speed with better electric braking performance.

The first hydraulic drive motor M21 drives the first low-speed drive pump B11 to rotate at a constant speed at the optimal working speed through the first gearbox T11 connected with the first hydraulic drive motor M21. The second hydraulic driving motor M22 drives the second low-speed driving pump B12 to rotate at a constant speed at the optimal working speed through the second gearbox T12 connected with the second hydraulic driving motor M22. The first low-speed driving pump B11 and the second low-speed driving pump B12 with the output ends connected in parallel convert mechanical energy into pressure energy, the first low-speed traveling motor M31, the second low-speed traveling motor M32, the third low-speed traveling motor M33 and the fourth low-speed traveling motor M34 connected to a hydraulic pipeline convert the pressure energy into mechanical rotation, and drive wheels 3 connected with the mechanical rotation to rotate, so that the low-speed traveling of the rail working vehicle 100 under the traction working condition is realized.

Under the low-speed running working condition, the first low-speed running motor M31, the second low-speed running motor M32, the third low-speed running motor M33 and the fourth low-speed running motor M34 are reversely towed, and the kinetic energy of the rail working vehicle 100 is converted into pressure energy of a hydraulic pipeline, and the pressure energy drives the first low-speed driving pump B11 and the second low-speed driving pump B12 to rotate, so that the first hydraulic driving motor M21 connected with the first low-speed driving pump B11 and the second hydraulic driving motor M22 connected with the second low-speed driving pump B12 generate electricity. Alternating current generated by the first hydraulic drive motor M21 is output to the first traction inverter E41 through the first drive switch box S11, and alternating current generated by the second hydraulic drive motor M22 is output to the second traction inverter E42 through the second drive switch box S12. The first traction inverter E41 and the second traction inverter E42 convert the ac power into dc power, and the dc power is preferentially supplied to the work system and the vehicle-mounted electric equipment E8. When the work system and the vehicle-mounted electric equipment E8 cannot absorb the energy, the energy is consumed through the first brake resistor E51 and the second brake resistor E52 respectively, and the rail working vehicle 100 runs at a low speed under the braking condition.

It should be noted that, in the embodiment, although the technical solution of the present invention is described in the context of an independent and separate structure of a hydraulic drive motor and a low-speed drive pump for a low-speed traveling power source, a device with directly matched rotation speeds may be used, and the transmission ratio of the transmission case is 1, or the transmission case may be omitted directly. The various power supply systems described in this embodiment may be specifically selected based on adjustments of different models of the rail working vehicle 100. Meanwhile, although the technical scheme of the transmission system of the rail working vehicle is described by taking the rail milling and grinding vehicle as a specific vehicle type, the technical scheme of the transmission system can be used for not only the rail milling and grinding vehicle, but also all other rail working vehicles with similar characteristics, and the similar characteristics refer to: the device has two running requirements, high speed and low control precision when high speed is required, and low speed, low control precision and small fluctuation range when low constant speed is required. In addition, the number of the devices with the same function can be adjusted according to requirements, and the number of the devices such as a traction inverter, a brake resistor, a high-speed traveling motor, a hydraulic driving motor, a driving switch box, a gearbox, a low-speed driving pump, a low-speed traveling motor and the like can be correspondingly increased or reduced.

Example 2

In another embodiment of the transmission system of the rail working vehicle on which the method of the present invention is based, the rail working vehicle 100 includes a power vehicle 1 and a working vehicle 2, and the transmission system specifically includes: a whole vehicle power supply system and a high-speed traveling system arranged on the power vehicle 1, a low-constant-speed traveling system and a low-speed traveling power supply arranged on the working vehicle 2, and a part or all of the working system arranged on the working vehicle 2. The whole vehicle power supply system provides power for the operation system and selectively provides power for the high-speed running system or the low-speed running power source, and the high-speed running system adopts an electric transmission traction system so as to realize the running speed of the rail operation vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h. The low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts an electric hydrostatic transmission traction system so as to realize the traveling speed of the rail operation vehicle of 0.3 km-2 km/h and the speed control precision of less than 0.02 km/h.

For the rest of the more detailed technical solutions, reference may be made to the corresponding description of embodiment 1, which is not described herein again.

Example 3

A power transmission method for a railway work vehicle 100 including a power vehicle 1 and a work vehicle 2 according to the present invention based on the system described in embodiment 1 includes the steps of:

A) a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power supply are arranged on the power vehicle 1, and a low-constant-speed traveling system is arranged on the working vehicle 2; a working vehicle 2 is arranged independently, or a working system is arranged on the power vehicle 1 and the working vehicle 2;

B) the whole vehicle power supply system provides power for the operation system and selectively provides power for a high-speed traveling system or a low-speed traveling power source, and the high-speed traveling system adopts an electric transmission traction system to realize the traveling speed of the rail operation vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h;

C) the low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts an electric hydrostatic transmission traction system so as to realize the traveling speed of the rail operation vehicle of 0.3 km-2 km/h and the speed control precision of less than 0.02 km/h.

The whole vehicle power supply system further comprises an engine D1, a generator F1, a rectifier cabinet E2 and a high-voltage box E1. The engine D1 converts chemical energy into mechanical energy and provides a source of power, and the generator F1 converts mechanical energy output by the engine D1 into alternating current. The rectifier cabinet E2 converts the alternating current output by the generator F1 into direct current and outputs the direct current to the high-voltage box E1. The high voltage tank E1 is used to select and ensure the overall vehicle power source for the railway work vehicle 100.

The high-speed running system further comprises a first high-speed running motor M11, a second high-speed running motor M12, a third high-speed running motor M13 and a fourth high-speed running motor M14. The power supply system of the whole vehicle also comprises a first traction inverter E41, a second traction inverter E42, a first brake resistor E51 and a second brake resistor E52. The low-speed running power sources include a first low-speed running power source and a second low-speed running power source, and a first drive switch box S11 and a second drive switch box S12 are arranged on the motor vehicle 1.

The first traction inverter E41 converts the direct current output from the high-voltage box E1 into a variable-frequency variable-voltage power supply, and drives the first high-speed travel motor M11 and the second high-speed travel motor M12. The output of the first traction inverter E41 is selectively connected to the first low-speed running power source, or the first high-speed running motor M11 and the second high-speed running motor M12, through the first drive switch box S11. The first brake resistor E51 consumes electric power that is generated when the first high-speed travel motor M11 and the second high-speed travel motor M12 are electrically braked and that is not used up by the operating system and the vehicle-mounted electric equipment E8.

The second traction inverter E42 converts the direct current output from the high-voltage box E1 into a variable-frequency variable-voltage power supply, and drives the third high-speed travel motor M13 and the fourth high-speed travel motor M14. The output of the second traction inverter E42 is selectively connected to the second low-speed running power source, or the third high-speed running motor M13 and the fourth high-speed running motor M14 through the second drive switch box S12. The second brake resistor E52 consumes electric power that is generated when the third high-speed travel motor M13 and the fourth high-speed travel motor M14 are electrically braked and that is not used up by the operating system and the vehicle-mounted electric equipment E8.

The first low-speed power source further includes a first hydraulic drive motor M21, a first gearbox T11, and a first low-speed drive pump B11. The second low-speed running power source comprises a second hydraulic drive motor M22, a second gearbox T12 and a second low-speed drive pump B12.

The first hydraulic drive motor M21 converts the electric energy output by the first drive switch box S11 into mechanical energy for rotating the motor, drives the first gearbox T11 connected with the first hydraulic drive motor M21, and drives the first low-speed drive pump B11 through the first gearbox T11.

The second hydraulic driving motor M22 converts the electric energy output by the second driving switch box S12 into mechanical energy for rotating the motor, drives the second gearbox T12 connected with the second hydraulic driving motor M22, and drives the second low-speed driving pump B12 through the second gearbox T12.

The output ports of the first low-speed drive pump B11 and the second low-speed drive pump B12 are connected in parallel to the hydraulic line. The first and second traction inverters E41 and E42 output a constant-frequency variable-voltage power supply, and the first and second hydraulic drive motors M21 and M22 are rotated at constant speeds at predetermined rotation speed values. The speed reduction ratio is increased through the first gearbox T11 and the second gearbox T12, and the set rotating speed value is increased, so that when the railway working vehicle 100 runs at a low constant speed, the first hydraulic drive motor M21 and the second hydraulic drive motor M22 work in a region with better electric braking performance.

The low-constant-speed running system further includes a first low-speed running motor M31, a second low-speed running motor M32, a third low-speed running motor M33, and a fourth low-speed running motor M34. The first low-speed running motor M31, the second low-speed running motor M32, the third low-speed running motor M33 and the fourth low-speed running motor M34 are connected to a hydraulic pipeline, and an energy accumulator Y1 is connected to the hydraulic pipeline.

The first low-speed traveling motor M31, the second low-speed traveling motor M32, the third low-speed traveling motor M33 and the fourth low-speed traveling motor M34 convert the pressure energy of the hydraulic pipeline into mechanical energy for rotating the motors, drive the railway operation vehicle 100 to run at a low speed, and improve the pressure stability of the hydraulic pipeline through the energy accumulator Y1.

The operation system further includes a milling operation device G1, an iron scrap recovery device G2, a mill operation device G3, and a ground powder recovery device G4. An assist inverter E3, a work power box E6, and a battery E7 are disposed on the vehicle 1. The auxiliary inverter E3 converts the dc power output from the high-voltage tank E1 into a power system required by the track-bound work vehicle 100, supplies power to the vehicle-mounted electric equipment E8, and charges the battery E7. The operation power box E6 converts the direct current output by the high-voltage box E1 into alternating current to supply power for the milling operation device G1, the scrap iron recovery device G2, the grinding operation device G3 and the ground powder recovery device G4.

A first switch K1 is arranged in the high-voltage box E1, and the first switch K1 can be used for alternatively switching to the power supply of the overhead line system 5 or the power supply 10 in the garage or grounding. When the first switch K1 is switched to the overhead line system 5 to supply power, the overhead line system 5 and the rectifier cabinet E2 simultaneously supply power to the entire rail working vehicle 100, are isolated from each other by the first diode VD1 and the second diode VD2, and then the engine D1 is turned off. When the catenary 5 is solely powered, when the rail working vehicle 100 enters a dead zone of the catenary 5, the high-voltage box E1 is powered off, and the control system of the rail working vehicle 100 still works under the power supply of the battery E7. The control system starts the engine D1 and adopts the power source provided by the engine D1, so that double-source power supply and seamless switching of the engine D1 and the overhead line system 5 are realized.

A second change-over switch K2 is disposed inside the first drive switch box S11, and when the rail working vehicle 100 requires high-speed running, the output of the first traction inverter E41 is connected to the first high-speed running motor M11 and the second high-speed running motor M12 via the second change-over switch K2. When the rail working vehicle 100 requires low-speed work, the second changeover switch K2 connects the output of the first traction inverter E41 with the first hydraulic drive motor M21.

A third change-over switch K3 is disposed inside the second drive switch box S12, and when the rail working vehicle 100 requires high-speed running, the output of the second traction inverter E42 is connected to the third high-speed running motor M13 and the fourth high-speed running motor M14 through the third change-over switch K3. When the rail working vehicle 100 requires low-speed work, the third changeover switch K3 connects the output of the second traction inverter E42 with the second hydraulic drive motor M22.

Under the high-speed running condition, when the rail working vehicle 100 is braked, the first high-speed running motor M11, the second high-speed running motor M12, the third high-speed running motor M13 and the fourth high-speed running motor M14 are reversely towed to generate electricity. The alternating currents generated by the first high-speed running motor M11 and the second high-speed running motor M12 are output to the first traction inverter E41 through the first drive switch box S11. The alternating currents generated by the third high-speed running motor M13 and the fourth high-speed running motor M14 are output to the second traction inverter E42 through the second driving switch box S12. The first traction inverter E41 and the second traction inverter E42 convert the ac power into dc power, and the dc power is preferentially supplied to the work system and the vehicle-mounted electric equipment E8. When the operating system and the vehicle-mounted electric equipment E8 cannot absorb the direct current, energy consumption is realized through a brake resistor E51 and a second brake resistor E52, respectively.

Under the low-speed running working condition, the output of the first traction inverter E41 is switched to the first hydraulic driving motor M21 through the first driving switch box S11, the fixed-frequency variable-voltage power supply output by the first traction inverter E41 drives the first hydraulic driving motor M21 to rotate at a constant speed, and the first traction inverter E41 outputs a set constant frequency to enable the rotating speed of the first hydraulic driving motor M21 to be constant at a set rotating speed with better electric braking performance. The output of the second traction inverter E42 is switched to the second hydraulic drive motor M22 by the second drive switch box S12, the fixed-frequency variable-voltage power supply output by the second traction inverter E42 drives the second hydraulic drive motor M22 to rotate at a constant speed, and the second traction inverter E42 outputs a set constant frequency so that the rotation speed of the second hydraulic drive motor M22 is kept constant at a set rotation speed with better electric braking performance.

Example 4

An embodiment of the power transmission method of a rail working vehicle of the present invention based on the system described in embodiment 2, the rail working vehicle 100 comprising a power car 1 and a working car 2, the power transmission method comprising the steps of:

A) a whole vehicle power supply system and a high-speed traveling system are arranged on the power vehicle 1, and a low-speed traveling power supply and a low-constant-speed traveling system are arranged on the working vehicle 2; a working vehicle 2 is arranged independently, or a working system is arranged on the power vehicle 1 and the working vehicle 2;

For the rest of the more detailed technical solutions, reference may be made to the corresponding description of embodiment 3, which is not described herein again.

Example 5

As shown in fig. 4 and 5, the track working vehicle 100 according to the present embodiment includes a power vehicle 1 and a working vehicle 2, where the power vehicle 1 is responsible for providing a power supply, a high-speed traveling power and a low-speed traveling power source, and the working vehicle 2 is responsible for providing a working function and realizing low-constant-speed traveling. The power vehicle 1 includes an electric compartment 11, a power compartment 12, and a scrap iron compartment 13. The electric room 11 is arranged with a high-voltage box E1, a rectifier cabinet E2, a work power box E6, a storage battery E7, and a control cabinet 101 (in which a control system is arranged). The power house 12 is arranged with an engine D1, a generator F1, and the like. The scrap iron compartment 13 is provided with a brake system cabinet 102 (in which air brake equipment is arranged), a first milling operation scrap iron compartment 103 and a second milling operation scrap iron compartment 104. A lower portion of the vehicle 1 is arranged with an assist inverter E3, a fuel tank 14, and a traction inverter 15 (including a first traction inverter E41 and a second traction inverter E42). The work vehicle 2 includes a service bay 21, a grinding work cell 22, and a milling work cell 23. The service room 21 is arranged with a service table 201, a hydraulic station 202, a tool cabinet 203, and a milled powder recovery device G4. The grinding operation electric room 22 is provided with a grinding operation control cabinet 204, a first grinding operation driving cabinet 205 and a second grinding operation driving cabinet 206. The milling operation electric room 23 is provided with a first milling operation driving cabinet 207, a second milling operation driving cabinet 208 and a milling operation control cabinet 209. A milling operation device G1 and a grinding operation device G3 are disposed at the lower portion of the work vehicle 2.

By implementing the technical scheme of the power transmission method of the rail working vehicle described in the specific embodiment of the invention, the following technical effects can be produced:

(1) according to the power transmission method of the rail operation vehicle described in the specific embodiment of the invention, electric transmission is adopted for high-speed traveling, so that the characteristics of mature electric transmission structure and simple control can be exerted; the low constant speed running adopts the electro-hydrostatic transmission, so that the characteristics of stable work and quick response of a hydrostatic system can be exerted; the high-speed and low-constant speed running requirements of the rail operation vehicle can be met simultaneously;

(2) according to the power transmission method of the track operation vehicle described in the specific embodiment of the invention, alternating current transmission is adopted for high-speed running of the vehicle, hydrostatic transmission with a motor as a power source is adopted for low-speed running, high-speed and low-speed transmission share a traction circuit, and bidirectional switching can be performed, so that a set of system equipment is reduced, the manufacturing cost is reduced, and the space and the weight of the vehicle are saved;

(3) according to the power transmission method for the rail working vehicle, which is described in the specific embodiment of the invention, the rotating speed of the hydraulic driving motor is kept constant at the rotating speed value with very high electric braking efficiency and response speed, so that the rotating speed control precision of the hydraulic driving motor can be improved, and meanwhile, the rapid recovery and consumption of energy during low-speed running are ensured, and the low-constant speed control of the rail working vehicle is realized;

(4) according to the power transmission method of the track working vehicle described in the specific embodiment of the invention, the low-speed hydraulic pump adopts the constant-pressure pump, meanwhile, the rotating speed of the low-speed hydraulic pump is constant to be the optimal working rotating speed, and the rotating speeds of the hydraulic drive motor and the low-speed drive pump can be matched by adjusting the gear ratio of the gearbox;

(5) according to the power transmission method for the rail working vehicle, which is described in the specific embodiment of the invention, the electric power and the engine double-input power source are adopted, the power supply of a contact network and the power drive of the engine can be seamlessly switched, the defects of large emission, vibration and noise of a diesel engine are overcome, the utilization of clean energy is realized, and the backup power is provided for a non-electric section.

The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.

Claims

1. A rail working vehicle power transmission method, characterized in that the rail working vehicle (100) comprises a power vehicle (1) and a working vehicle (2), the power transmission method comprising the steps of:

A) a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power supply are arranged on the power vehicle (1), and a low constant-speed traveling system is arranged on the operation vehicle (2); the working vehicle (2) is arranged independently, or a working system is arranged on the power vehicle (1) and the working vehicle (2);

C) the low-speed traveling power source provides a hydraulic power source for the low-constant-speed traveling system, and the low-constant-speed traveling system adopts an electric hydrostatic transmission traction system so as to realize the traveling speed of the track working vehicle of 0.3 km-2 km/h and the speed control precision of less than 0.02 km/h;

the whole vehicle power supply system comprises an engine (D1), a generator (F1), a rectifier cabinet (E2) and a high-voltage box (E1); the engine (D1) converts chemical energy into mechanical energy and provides a power source, and the generator (F1) converts the mechanical energy output by the engine (D1) into alternating current; the rectifier cabinet (E2) converts the alternating current output by the generator (F1) into direct current and outputs the direct current to a high-voltage box (E1); the high-voltage box (E1) is used for selecting and ensuring the whole vehicle power supply source of the railway working vehicle (100);

the high-speed running system comprises a first high-speed running motor (M11), a second high-speed running motor (M12), a third high-speed running motor (M13) and a fourth high-speed running motor (M14); the power supply system of the whole vehicle further comprises a first traction inverter (E41), a second traction inverter (E42), a first brake resistor (E51) and a second brake resistor (E52); the low-speed running power sources include a first low-speed running power source and a second low-speed running power source, and a first drive switch box (S11) and a second drive switch box (S12) are arranged on the motor vehicle (1);

the first traction inverter (E41) converts the direct current output by the high-voltage box (E1) into a variable-frequency variable-voltage power supply and drives the first high-speed running motor (M11) and the second high-speed running motor (M12); selectively switching the output of a first traction inverter (E41) to the first low-speed running power source, or the first high-speed running motor (M11) and a second high-speed running motor (M12) through the first drive switch box (S11); the first brake resistor (E51) consumes electric energy which is generated when the first high-speed running motor (M11) and the second high-speed running motor (M12) are electrically braked and is not used up by the operating system and the vehicle-mounted electric equipment (E8);

the second traction inverter (E42) converts the direct current output by the high-voltage box (E1) into a variable-frequency variable-voltage power supply and drives the third high-speed running motor (M13) and the fourth high-speed running motor (M14); selectively switching the output of a second traction inverter (E42) to the second low-speed running power source, or the third high-speed running motor (M13) and a fourth high-speed running motor (M14) through the second drive switch box (S12); the second brake resistor (E52) consumes electric energy which is generated when the third high-speed running motor (M13) and the fourth high-speed running motor (M14) are electrically braked and is not used up by the operating system and the vehicle-mounted electric equipment (E8);

the first low-speed running power source comprises a first hydraulic drive motor (M21), a first gearbox (T11) and a first low-speed drive pump (B11); the second low-speed running power source comprises a second hydraulic driving motor (M22), a second gearbox (T12) and a second low-speed driving pump (B12);

the first hydraulic driving motor (M21) converts the electric energy output by the first driving switch box (S11) into mechanical energy for rotating the motor, drives a first gearbox (T11) connected with the first hydraulic driving motor (M21), and then drives a first low-speed driving pump (B11) through the first gearbox (T11);

the second hydraulic driving motor (M22) converts the electric energy output by the second driving switch box (S12) into mechanical energy for rotating the motor, drives a second gearbox (T12) connected with the second hydraulic driving motor (M22), and drives a second low-speed driving pump (B12) through the second gearbox (T12);

connecting the output ports of the first low-speed drive pump (B11) and the second low-speed drive pump (B12) to a hydraulic line in parallel; outputting a constant-frequency variable-voltage power supply through the first traction inverter (E41) and the second traction inverter (E42), and enabling the first hydraulic driving motor (M21) and the second hydraulic driving motor (M22) to rotate at constant speed according to set rotating speed values; the speed reduction ratio is increased through the first gearbox (T11) and the second gearbox (T12), and the set rotating speed value is increased, so that when the rail working vehicle (100) runs at a low constant speed, the first hydraulic driving motor (M21) and the second hydraulic driving motor (M22) work in a region with better electric braking performance;

the low-constant-speed running system comprises a first low-speed running motor (M31), a second low-speed running motor (M32), a third low-speed running motor (M33) and a fourth low-speed running motor (M34);

connecting the first low-speed traveling motor (M31), the second low-speed traveling motor (M32), the third low-speed traveling motor (M33) and the fourth low-speed traveling motor (M34) to a hydraulic pipeline, and connecting an energy accumulator (Y1) to the hydraulic pipeline;

the first low-speed running motor (M31), the second low-speed running motor (M32), the third low-speed running motor (M33) and the fourth low-speed running motor (M34) convert pressure energy of the hydraulic pipeline into mechanical energy for rotating the motors, the rail working vehicle (100) is driven to run at a low speed, and meanwhile, the pressure stability of the hydraulic pipeline is improved through the energy accumulator (Y1).

2. A rail working vehicle power transmission method, characterized in that the rail working vehicle (100) comprises a power vehicle (1) and a working vehicle (2), the power transmission method comprising the steps of:

A) a whole vehicle power supply system and a high-speed traveling system are arranged on the power vehicle (1), and a low-speed traveling power supply and a low-constant-speed traveling system are arranged on the working vehicle (2); the working vehicle (2) is arranged independently, or a working system is arranged on the power vehicle (1) and the working vehicle (2);

3. The rail work vehicle power transmission method according to claim 1 or 2, characterized in that: the operation system comprises a milling operation device (G1), an iron scrap recovery device (G2), a grinding operation device (G3) and a ground powder recovery device (G4);

arranging an auxiliary inverter (E3), a work power box (E6) and a battery (E7) on the vehicle (1);

the auxiliary inverter (E3) converts the direct current output by the high-voltage box (E1) into a power system required by a rail working vehicle (100), supplies power to the vehicle-mounted electric equipment (E8), and charges the storage battery (E7); the operation power supply box (E6) converts direct current output by the high-voltage box (E1) into alternating current and supplies power to the milling operation device (G1), the scrap iron recovery device (G2), the grinding operation device (G3) and the ground powder recovery device (G4).

4. The rail work vehicle power transmission method according to claim 3, characterized in that: a first change-over switch (K1) is arranged in the high-voltage box (E1), and the power supply of a contact net (5) or an in-warehouse power supply (10) or the grounding can be alternatively switched through the first change-over switch (K1);

when the first change-over switch (K1) is switched to the contact net (5) for supplying power, the contact net (5) and the rectifier cabinet (E2) simultaneously supply power for the whole rail operation vehicle (100), are respectively isolated from each other through a first diode (VD1) and a second diode (VD2), and then the engine (D1) is turned off;

when the overhead line system (5) is independently powered, when the rail working vehicle (100) enters a dead zone of the overhead line system (5), the high-voltage box (E1) is powered off, and a control system of the rail working vehicle (100) still works under the power supply of a storage battery (E7); the control system starts the engine (D1) and adopts a power source provided by the engine (D1), so that double-source power supply and seamless switching of the engine (D1) and the overhead line system (5) are realized.

5. The rail work vehicle power transmission method according to claim 1, 2 or 4, characterized in that:

arranging a second change-over switch (K2) inside the first drive switch box (S11), and connecting the output of the first traction inverter (E41) with the first high-speed traveling motor (M11) and a second high-speed traveling motor (M12) through the second change-over switch (K2) when the rail working vehicle (100) needs to travel at a high speed; when the rail working vehicle (100) requires low speed work, the second switch (K2) connects the output of the first traction inverter (E41) with the first hydraulic drive motor (M21);

arranging a third change-over switch (K3) inside the second drive switch box (S12), and connecting the output of the second traction inverter (E42) with the third high-speed traveling motor (M13) and a fourth high-speed traveling motor (M14) through the third change-over switch (K3) when the rail working vehicle (100) needs to travel at a high speed; when the rail working vehicle (100) requires low speed work, the third changeover switch (K3) connects the output of the second traction inverter (E42) with the second hydraulic drive motor (M22);

under the high-speed running working condition, when the rail working vehicle (100) is braked, the first high-speed running motor (M11), the second high-speed running motor (M12), the third high-speed running motor (M13) and the fourth high-speed running motor (M14) are reversely dragged to generate electricity; alternating currents generated by the first high-speed running motor (M11) and the second high-speed running motor (M12) are output to a first traction inverter (E41) through the first driving switch box (S11); alternating currents generated by the third high-speed running motor (M13) and the fourth high-speed running motor (M14) are output to a second traction inverter (E42) through the second driving switch box (S12); converting alternating current into direct current by the first traction inverter (E41) and the second traction inverter (E42), and preferentially providing the direct current for the operation system and the vehicle-mounted electric equipment (E8); when the work system and the vehicle-mounted electric equipment (E8) cannot absorb the direct current, energy consumption is achieved through the first brake resistor (E51) and the second brake resistor (E52).

6. The rail work vehicle power transmission method according to claim 5, characterized in that: under a low-speed running condition, the output of a first traction inverter (E41) is switched to a first hydraulic driving motor (M21) through a first driving switch box (S11), a constant-frequency variable-voltage power supply output by the first traction inverter (E41) drives the first hydraulic driving motor (M21) to rotate at a constant speed, and the first traction inverter (E41) outputs a set constant frequency to enable the rotating speed of the first hydraulic driving motor (M21) to be constant at a set rotating speed with better electric braking performance; switching the output of a second traction inverter (E42) to a second hydraulic drive motor (M22) through the second drive switch box (S12), driving the second hydraulic drive motor (M22) to rotate at a constant speed by a constant-frequency variable-voltage power supply output by the second traction inverter (E42), and enabling the rotation speed of the second hydraulic drive motor (M22) to be constant at a set rotation speed with better electric braking performance by the second traction inverter (E42) outputting a set constant frequency; the first hydraulic driving motor (M21) drives the first low-speed driving pump (B11) to rotate at a constant speed at an optimal working rotating speed through a first gearbox (T11) connected with the first hydraulic driving motor; the second hydraulic driving motor (M22) drives the second low-speed driving pump (B12) to rotate at a constant speed at the optimal working rotating speed through a second gearbox (T12) connected with the second hydraulic driving motor; the first low-speed driving pump (B11) and the second low-speed driving pump (B12) with the output ends connected in parallel convert mechanical energy into pressure energy, a first low-speed traveling motor (M31), a second low-speed traveling motor (M32), a third low-speed traveling motor (M33) and a fourth low-speed traveling motor (M34) connected to a hydraulic pipeline convert the pressure energy into mechanical rotation, and drive wheels (3) connected with the pressure energy to rotate, so that low-speed traveling of the rail working vehicle (100) under a traction working condition is realized.

7. The rail work vehicle power transmission method according to claim 6, characterized in that: under the low-speed running working condition, the first low-speed running motor (M31), the second low-speed running motor (M32), the third low-speed running motor (M33) and the fourth low-speed running motor (M34) are reversely towed, and the kinetic energy of the railway working vehicle (100) is converted into pressure energy of a hydraulic pipeline, the pressure energy drives the first low-speed driving pump (B11) and the second low-speed driving pump (B12) to rotate, and a first hydraulic driving motor (M21) connected with the first low-speed driving pump (B11) and a second hydraulic driving motor (M22) connected with the second low-speed driving pump (B12) are enabled to generate electricity; alternating current generated by the first hydraulic drive motor (M21) is output to the first traction inverter (E41) through a first drive switch box (S11), and alternating current generated by the second hydraulic drive motor (M22) is output to the second traction inverter (E42) through a second drive switch box (S12); the first traction inverter (E41) and the second traction inverter (E42) convert the alternating current into direct current, and the direct current is preferentially supplied to an operation system and vehicle-mounted electric equipment (E8) for use; when the working system and the vehicle-mounted electric equipment (E8) cannot absorb the energy, energy consumption is achieved through the first brake resistor (E51) and the second brake resistor (E52), and low-speed running of the rail working vehicle (100) under a brake working condition is achieved.