CN111284328A

CN111284328A - Transmission method of rail engineering vehicle

Info

Publication number: CN111284328A
Application number: CN202010115645.5A
Authority: CN
Inventors: 雷张文; 肖樨; 刘勇; 汪海; 李永江; 刘莎; 方继武; 黄志松
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: 2020-02-25
Filing date: 2020-02-25
Publication date: 2020-06-16

Abstract

The invention discloses a transmission method of a rail engineering vehicle, wherein a whole vehicle power supply system and a high-speed traveling system are arranged on a power vehicle, and a low-speed traveling system is arranged on an 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 the high-speed traveling system or the low-speed traveling system; C) the high-speed running is realized by a high-speed running system which adopts electric transmission traction to realize high-speed running and low control precision; D) the low-speed running system realizes low-speed running, adopts full-electric transmission traction and decelerates through the deceleration mechanism so as to realize low-constant speed running and high control precision. 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

Transmission method of rail engineering vehicle

Technical Field

The invention relates to the technical field of railway engineering machinery, in particular to a transmission control method for driving a rail engineering vehicle by double power sources (power supply of a contact network and power supply of a traction storage battery).

Background

As a widely used 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, and the damage and the corrugation on the surface of the steel rail are eliminated to 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. If the electric energy can be used as a power source of the milling and grinding vehicle, the defects of diesel engine emission, vibration and noise are overcome, clean energy is used, and the method has great significance for product performance and competitiveness.

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 matching problem 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. The transmission scheme of the milling and grinding machine applied at present solves the requirements of different speeds at high and low speeds, and generally adopts high-speed hydraulic transmission and low-speed hydrostatic transmission; or hydrostatic transmission is adopted at high and low speeds, and a mechanical switching device is utilized to switch two different transmission ratios, so that high and low speed running is realized. Under the working condition of the 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, and is usually 0.3-2.0 km/h. Meanwhile, the operation effect is very sensitive to the fluctuation of the operation speed of the vehicle, and when low-speed operation is required, the fluctuation of the vehicle speed is very small, and is usually 0.02 km/h. When the vehicle 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. For better low speed performance, the speed range in which the driveline is best performing should cover the vehicle operating speed range. Because the direction of the comprehensive resistance can be changed and the maximum amplitude is large, when the traction is carried out under the working condition of low constant speed, the traction capacity is large enough, and the traction system can output enough power. When the brake is carried out under the low constant speed working condition, the brake capacity is enough, and the energy consumption system has enough power and response speed.

The steel rail milling and grinding vehicle applied to the current market adopts a diesel engine to drive a hydrostatic transmission system, and realizes a low constant speed by utilizing the characteristics of stable work and quick response of the hydrostatic transmission system. Under the working condition of low constant speed, when the comprehensive resistance is the same as the running direction, the braking force is required to be provided to eliminate the comprehensive resistance, and the speed of the vehicle is controlled not to be increased. At the moment, the hydrostatic transmission system transmits the kinetic energy of the vehicle to the diesel engine, and the vehicle is braked at a low constant speed by consuming energy through the diesel engine. In the aspect of high-speed running, two forms of hydraulic transmission and hydrostatic transmission are adopted in a rail milling and grinding vehicle applied to the market at present. The vehicle adopting the hydraulic transmission scheme is driven at high speed, the power of the diesel engine drives the transfer case-gearbox, the transfer case-gearbox outputs a transmission shaft, and the torque is transmitted to the traveling mechanism to drive the vehicle to travel. The high-speed running vehicle adopting the hydrostatic transmission scheme drives a hydraulic pump through a diesel engine, the hydraulic pump converts mechanical energy into hydraulic energy, a hydraulic motor on a running part (bogie) converts pressure energy into rotation of an output shaft, and transmits torque to a running wheel pair to drive the vehicle to run. The common high and low speeds share the same hydraulic system, and in order to meet different performance requirements of the high and low speeds, the running device is provided with two transmission ratios which can be switched to realize high and low speed running.

In the prior art, the closest technical scheme to the application of the invention is that the applicant, China invention application, namely 'a track operation vehicle transmission system', of China invention with publication number CN109577117A is applied in 21/01/2019 by electronic technology Limited company and engineering machinery Limited company in Baoji Zhongche-time of vehicle, and is published in 05/04/2019. The invention discloses a transmission system of a rail operation vehicle, wherein the rail operation vehicle comprises a power vehicle and an operation vehicle, and the transmission system comprises: the system comprises a whole vehicle power supply system, a high-speed traveling system and a low-speed traveling power source which are arranged on a power vehicle, a low-constant-speed traveling system arranged on an operation vehicle, and an operation system partially or completely arranged on the operation vehicle. The whole vehicle power supply system provides power for the operation system and can selectively provide power for a high-speed running system or a low-speed running power source, and the high-speed running system adopts an electric transmission traction system. 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. The invention adopts a scheme of power supply of a contact network and power supply of internal combustion power, adopts an electric transmission traction system for high-speed running and an electric transmission hydrostatic transmission traction system for low-constant-speed running, and mainly has the following technical defects:

(1) in the transmission system of the rail operation vehicle in the prior art, a power scheme of a pantograph and a diesel engine is adopted, the pantograph operation is mainly adopted at ordinary times, when a pantograph net power supply is not available, the diesel engine is adopted for driving, the environment can be polluted by the discharge of the diesel engine, and particularly, most of subway lines are tunnels, so the pollution is more obvious;

(2) in the transmission system of the rail working vehicle in the prior art, a low constant speed traveling system adopts fly-by-wire hydrostatic transmission for traction, and a hydraulic pipeline is difficult to avoid the risk of pipeline leakage and seepage after long-time operation;

(3) in the transmission system of the rail working vehicle in the prior art, a motor is adopted for driving a hydraulic pump during working running, then a pump drives a low-speed running motor, electric energy is firstly converted into pressure energy, then the pressure energy is converted into mechanical energy, the intermediate conversion links of the energy are more, and the transmission efficiency is lower;

(4) in the transmission system of the rail working vehicle in the prior art, as the power of the diesel engine needs to meet the requirements of operation and high-speed running at the same time, a high-power diesel engine needs to be configured, and a high-power rectifying device needs to be configured at the same time, so that the overall cost is higher;

(5) in the transmission system of the rail working vehicle in the prior art, electric transmission and hydraulic transmission are respectively used for high speed and operation running, a high-power hydraulic system needs to be configured, and the configuration cost is greatly increased.

Disclosure of Invention

In view of the above, the present invention aims to provide a transmission method for a rail engineering vehicle, which solves the technical problem of power transmission of a dual-power-source 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 method for a rail engineering vehicle, which includes a power vehicle and an operation vehicle, and the power transmission method includes the following steps:

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

C) the high-speed running is realized through a high-speed running system, and the high-speed running system adopts electric transmission traction to realize the running speed of the rail engineering vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h;

D) the low-speed running is realized through a low-speed running system, the low-speed running system adopts full electric transmission traction and decelerates through a deceleration mechanism, so that the running speed of the rail engineering vehicle is 0.3 km-2 km/h, and the speed control precision is less than 0.02 km/h.

Furthermore, the whole vehicle power supply system comprises a traction storage battery and a high-voltage box, and an auxiliary inverter, an operation power supply box and the storage battery are arranged on the power vehicle. The step B) also comprises a whole vehicle power supply process, and the process comprises the following steps:

the traction storage battery outputs direct current to the high-voltage box, and the traction storage battery or a contact net is selected to serve as a whole vehicle power supply source of the rail engineering vehicle through the high-voltage box. The auxiliary inverter converts direct current output by the high-voltage box into a power system required by the rail engineering vehicle, supplies power for vehicle-mounted electric equipment and charges the storage battery. The operation power box converts the direct current output by the high-voltage box into alternating current to supply power to an operation system.

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 and a second traction inverter. The step C) further comprises the following steps:

under the high-speed running working condition, 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 running motor and the second high-speed running motor. 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.

Further, the step a) includes: and arranging a driving switch box on the power vehicle, wherein the driving switch box is used for selectively connecting the output of the second traction inverter to the operation running motor of the low-speed running system or the third high-speed running motor and the fourth high-speed running motor.

And when the rail engineering vehicle needs to run at a high speed, the driving switch box connects the output of the second traction inverter with the third high-speed running motor and the fourth high-speed running motor.

And when the rail engineering vehicle needs low-speed operation, the driving switch box connects the output of the second traction inverter with the operation walking motor. Under the working condition of low-speed running, only the second traction inverter connected with the driving switch box works, and the second traction inverter converts direct current output by the high-voltage box into a variable-frequency variable-voltage power supply and drives the operation running motor to realize low-speed running.

Further, the whole vehicle power supply system further comprises: the first brake resistor is connected with the first traction inverter, and the second brake resistor is connected with the second traction inverter. The whole vehicle power supply process further comprises the following steps:

the first brake resistor is generated when the first high-speed traveling motor and the second high-speed traveling motor are electrically braked, and the operating system and the vehicle-mounted electric equipment are not used up and cannot transfer electric energy to a contact net.

The second brake resistor consumes electric energy generated when the third high-speed traveling motor and the fourth high-speed traveling motor are electrically braked, and the operating system and the vehicle-mounted electric equipment are not used up and cannot transfer the electric energy to a contact net.

Further, the step a) includes:

and connecting the operation walking motor to the output end of the driving switch box. The operation walking motor and the wheel set are selectively connected or disconnected through the axle speed reducer, and the axle speed reducer is connected with the wheel set. One side of the planetary reducer is connected with the axle reducer in series to form a speed reducing mechanism with a set speed reducing ratio, and the other side of the planetary reducer is connected with the operation walking motor.

Further, the step C) includes:

and the output of the second traction inverter is connected to a third high-speed running motor and a fourth high-speed running motor through a second change-over switch arranged in the drive switch box. Meanwhile, the gear of the axle speed reducer is switched to 0, the wheel pair is separated from the operation walking motor, and the high-speed walking of the rail engineering vehicle is driven.

Further, the step C) includes:

when the rail engineering vehicle is braked, the third high-speed traveling motor and the fourth high-speed traveling motor are reversely dragged to generate electricity, the generated alternating current is output to the second traction inverter through the second change-over switch, and the alternating current is converted into direct current by the second traction inverter. The first high-speed traveling motor and the second high-speed traveling motor are reversely dragged to generate electricity, the generated alternating current is output to the first traction inverter, and the alternating current is converted into direct current by the first traction inverter. The direct current output by the first traction inverter and the second traction inverter is preferentially supplied to the vehicle-mounted electric equipment for use, and when the vehicle-mounted electric equipment cannot absorb the direct current, the electric energy is fed back to the overhead line system to be used by other equipment connected with the overhead line system. When other equipment connected with the contact network cannot absorb the electric energy, the electric energy is consumed through the first brake resistor and the second brake resistor. Under the traction working condition, the first traction inverter and the second traction inverter realize acceleration or traction force increase of the rail engineering vehicle by adjusting output.

Further, the step D) includes:

and the output of a second traction inverter is connected to the operation walking motor through a second change-over switch arranged in the drive switch box. Meanwhile, the gear of the axle speed reducer is switched to 1, and the wheel pair is connected with the operation traveling motor and can be driven in two directions to drive the rail engineering vehicle to travel at a low speed. The axle speed reducer and the planetary speed reducer form a speed reducing mechanism with a set speed reducing ratio, so that when the rail engineering vehicle runs at a low speed of 0.3-2 km/h, the operation walking motor works in a rotating speed area with stable and easily-controlled traction and braking performances. Under the low-speed running working condition, the traction output of the second traction inverter and the speed of the rail engineering vehicle or the rotating speed of the operation running motor form real-time closed-loop control so as to effectively control the speed fluctuation of the rail engineering vehicle, and therefore, the low-constant speed control is realized.

Further, the step D) includes:

alternating current generated by the operation walking motor and reversely dragged by the rail engineering vehicle is output to a second traction inverter through the second change-over switch, the alternating current is converted into direct current by the second traction inverter, and the direct current is preferentially supplied to an operation power box and vehicle-mounted electric equipment. When the operation power supply box and the vehicle-mounted electric equipment cannot absorb, the electric energy is fed back to the contact net for use by other equipment connected with the contact net. When other equipment connected with the contact network cannot absorb the electric energy, the electric energy is consumed through the first brake resistor and the second brake resistor, and low-speed running of the rail engineering vehicle under the braking working condition is achieved. Under the working condition of low-speed running, the rail engineering vehicle exerts the force in the same direction as the running direction of the rail engineering vehicle so as to ensure that the speed of the rail engineering vehicle is constant and unchanged, and the second traction inverter can accelerate or increase the traction of the rail engineering vehicle by adjusting the output.

By implementing the technical scheme of the transmission method of the rail engineering vehicle provided by the invention, the following beneficial effects are achieved:

(1) according to the transmission method of the rail engineering vehicle, a double-input power source all-electric driving mode of normal use of the pantograph and emergency evacuation of the storage battery is adopted, the power supply of a contact network and the power supply of the storage battery can be switched, the pantograph current collection operation and operation are adopted when the pantograph power source exists, any power is adopted and is clean energy, the pollution to the environment of a tunnel along the line cannot occur, and the requirements on the traveling speed and the control precision under different working conditions can be met; meanwhile, when the pantograph net or the current collection fails, the storage battery is adopted to drive rescue, an emergency evacuation scheme is provided for the contact net failure or the current collection device failure, the power and capacity requirements of the storage battery are low, no rectifying equipment is required, and the cost is more advantageous;

(2) according to the transmission method of the rail engineering vehicle, the number and the coverage area of hydraulic pipelines are reduced as much as possible by adopting an all-electric driving mode, the pipeline risk points are reduced, the all-electric driving mode directly adopts a motor to drive the low-speed running, electric energy is directly converted into mechanical energy, the intermediate energy conversion points are greatly reduced, the efficiency is higher, and meanwhile, the high speed and the low speed adopt electric transmission, so that the characteristics of mature electric transmission structure and simple control are exerted, a high-power hydraulic system is not required to be configured, and the cost is greatly reduced;

(3) according to the transmission method of the rail engineering vehicle, a speed reducing mechanism with a specific speed reducing ratio is arranged between an operation traveling motor and an axle, and a high-speed reducing ratio electric transmission structure is adopted for low-constant-speed traveling, so that when the vehicle runs at a low speed, the operation traveling motor works in a rotating speed area with stable and easily-controlled traction and braking performances, and the characteristics of traction, stable braking performance and quick response of the motor in a high rotating speed area are fully exerted; meanwhile, the output of the traction inverter forms a real-time control closed loop with the vehicle speed or the rotating speed of an operation traveling motor, so that the low constant speed requirement is realized, and two different traveling requirements of high speed and low constant speed are met;

(4) according to the transmission method of the rail engineering vehicle, alternating current is adopted for transmission when the vehicle runs at high speed and low speed, the high speed and the low speed share the traction circuit, and bidirectional switching can be realized, so that a set of system equipment is reduced, the manufacturing cost is saved, and the space and the weight of the vehicle are reduced; meanwhile, the speed reducing mechanism consisting of the axle gear box and the planetary reducer has a gear switching function and can realize high-speed gear disengaging and low-speed gear engaging functions.

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, and that for a person skilled in the art, other embodiments can be obtained from these drawings without inventive effort.

FIG. 1 is a schematic diagram of the overall structural principle of an embodiment of a drive train of a rail-bound work vehicle on which the method according to the invention is based;

FIG. 2 is a schematic diagram of the transmission structure of a power vehicle in one embodiment of the power train of the rail-bound work vehicle on which the method according to the invention is based;

FIG. 3 is a schematic illustration of the transmission of a work vehicle in an embodiment of the drive train of a rail-bound work vehicle on which the method according to the invention is based;

FIG. 4 is a front view of the overall structure of one embodiment of a dual-powered rail working vehicle to which the method of driving a rail work vehicle according to the present invention is applied;

FIG. 5 is a top view of the overall structure of one embodiment of a dual-powered rail working vehicle to which the method of driving a rail work vehicle according to the present invention is applied;

FIG. 6 is a bottom view of the overall construction of one embodiment of a dual power source track work vehicle for use in the method of driving a track work vehicle according to the present invention;

in the figure: 1-power car, 2-work car, 31-first wheel pair, 32-second wheel pair, 33-third wheel pair, 34-fourth wheel pair, 4-pantograph, 5-contact system, 6-electric drive bogie, 7-charging potential, 8-wind source module, 11-electric room, 12-maintenance room, 13-scrap compartment, 21-hydraulic room, 22-grinding work electric room, 23-milling work electric room, 101-traction storage battery cabinet, 102-low voltage control cabinet, 103-maintenance platform, 104-tool cabinet, 105-first work power supply cabinet, 106-second work power supply cabinet, 107-high voltage cabinet, 108-variable current control cabinet, 109-brake control cabinet, 201-first work power supply control cabinet, 202-second work power supply control cabinet, 203-hydraulic station, 204-grinding operation control cabinet, 205-first grinding operation drive cabinet, 206-second grinding operation drive cabinet, 207-first milling operation drive cabinet, 208-second milling operation drive cabinet, 209-milling operation control cabinet, E1-high-pressure tank, E2-auxiliary inverter, E3-operation power supply box, E41-first traction inverter, E42-second traction inverter, E51-first brake resistor, E52-second brake resistor, E6-storage battery, E7-traction storage battery, E8-vehicle-mounted electric equipment, M11-first high-speed running motor, M12-second high-speed running motor, M13-third high-speed running motor, M14-fourth high-speed running motor, M31-first operation running motor, M32-second operation running motor, m33-third work running motor, M34-fourth work running motor, S1-drive switch box, K0-high speed circuit breaker, K1-first change-over switch, K2-second change-over switch, G1-milling work device, G2-grinding work device, G3-scrap iron recovery device, G4-grinding powder recovery device, Y1-work hydraulic system, J1-first axle reducer, J2-second axle reducer, J3-third axle reducer, J4-fourth axle reducer, P1-first planet reducer, P2-second planet reducer, P3-third planet reducer, P4-fourth planet reducer, W1-first axle, W2-second axle, W3-third axle, W4-fourth axle, 100-railway engineering 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 to fig. 1 to fig. 6, a specific embodiment of the rail working vehicle transmission method according to the present invention is shown, and the present invention will be further described with reference to the drawings and the specific embodiment.

Example 1

As shown in fig. 1, in an embodiment of a transmission system of a rail-bound engineering vehicle on which the method of the present invention is based, a rail-bound engineering vehicle 100 includes a power vehicle 1 and a working vehicle 2, the power vehicle 1 is responsible for providing train power, a power source for high-speed traveling and low-speed traveling, and the working vehicle 2 is responsible for working functions and realizing low-constant-speed traveling. The rail engineering vehicle transmission system specifically comprises: a whole vehicle power supply system and a high-speed traveling system arranged on the power vehicle 1, a low-speed traveling system arranged on the working vehicle 2, and a working system 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 system. The high-speed traveling system adopts electric transmission traction to realize the traveling speed of the rail engineering vehicle of 0-80 km/h and the speed control precision of less than 0.5 km/h. The low-speed running system adopts full electric transmission traction and decelerates through a deceleration mechanism so as to realize the running speed of the rail engineering vehicle between 0.3km and 2km/h and the speed control precision of less than 0.02 km/h.

As shown in figure 2, the whole vehicle power supply system further comprises a traction battery E7 and a high-voltage box E1. The high-voltage box E1 is a device for selecting and protecting the power supply of a vehicle system, and has disposed therein a first change-over switch (knife switch) K1 for selecting a power supply line, and a high-speed circuit breaker K0 for protecting the safety of the power supply inside the vehicle. When the first change-over switch K1 selects A1-A3, the vehicle electrical system is respectively supplied with power by a contact net, power by a traction storage battery and grounded. The traction battery E7 outputs direct current to the high-voltage box E1, the high-voltage box E1 is used for selecting the traction battery E7 or the overhead line system 5 as a whole vehicle power supply source of the rail engineering vehicle 100, and the traction battery E7 is provided with a charging potential 7. The power train system further includes an auxiliary inverter E2, a work power box E3, and a battery E6, which are disposed on the vehicle 1. The auxiliary inverter E2 converts the dc power output from the high-voltage box E1 into a power system required by the track-bound work vehicle 100, supplies power to the on-vehicle electric equipment E8, and charges the battery E6. The auxiliary inverter E2 is used to convert the direct current output by the high-voltage box E1 into the systems required by the vehicle, such as AC380V, AC220V, DC110V and DC24V, to respectively supply power to the vehicle equipment, and to charge the battery E6. The operation power box E3 converts the direct current output by the high-voltage box E1 into AC380V alternating current to supply power for the operation system.

The working system further includes an iron scrap recovery device G3 disposed on the power vehicle 1, and a milling working device G1, a milling working device G2, 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 grinding operation device G2, the scrap iron recovery device G3 and the ground powder recovery device G4. The high-voltage box E1 is internally provided with a high-speed circuit breaker K0 for protecting the power supply safety inside the vehicle and a first change-over switch K1 connected with the high-speed circuit breaker K0. The high-speed circuit breaker K0 is connected to the pantograph 4, and the first change-over switch K1 can be alternatively switched to the overhead line 5 or the traction battery E7 for supplying power or grounded.

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 and a second traction inverter E42. The traction inverters (namely a first traction inverter E41 and a second traction inverter E42) are used for converting direct current output by the high-voltage box E1 into a variable-frequency variable-voltage power supply to drive the motor to rotate. Under the high-speed running working condition, a variable-frequency and variable-voltage power supply is output to drive the high-speed running motors (namely 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) for high-speed running. Under the low-speed running working condition, the operation running motors (namely the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34) are driven for low-speed running. Under the working condition of high-speed running, each group of the two groups of traction inverters respectively provides electric energy for two motors of one bogie. Under the low-speed running working condition, only the traction inverter connected with the driving box S1 works, the second change-over switch K2 in the driving switch box S1 is changed to KM 0-KM 1, and the traction inverter simultaneously provides electric energy for four running motors for operation of the operation vehicle 2. Under the high-speed running working condition, 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. 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 power train system further includes a drive switch box S1 disposed on the vehicle 1, the drive switch box S1 serving to selectively connect the output of the second traction inverter E42 to the working running motor of the low-speed running system, or the third high-speed running motor M13 and the fourth high-speed running motor M14. When the vehicle needs to run at a high speed, a built-in second change-over switch K2 connects the output of a second traction inverter E42 with KM 2; when the vehicle requires low-speed work, the built-in second changeover switch K2 connects the output of the second traction inverter E42 with KM 1. When the track-laying vehicle 100 needs to run at a high speed, the drive switch box S1 connects the output of the second traction inverter E42 to the third high-speed running motor M13 and the fourth high-speed running motor M14. When the track-laying vehicle 100 requires low-speed work, the drive switch box S1 connects the output of the second traction inverter E42 with the work-running motor. Under the low-speed running working condition, only the second traction inverter E42 connected with the driving switch box S1 works, and the second traction inverter E42 converts direct current output by the high-voltage box E1 into a variable-frequency variable-voltage power supply and drives the operation running motor to realize low-speed running.

The whole vehicle power supply system further comprises: a first brake resistor E51 connected to the first traction inverter E41, and a second brake resistor E52 connected to the second traction inverter E42. The brake resistors (i.e. the first brake resistor E51 and the second brake resistor E52) are used for consuming electric energy generated by electric braking, and other electric devices of the vehicle cannot be used up and cannot be transferred to a catenary.

The first brake resistor E51 is used to consume electric energy generated when the first high-speed traveling motor M11 and the second high-speed traveling motor M12 are electrically braked, and the operating system and the vehicle-mounted electric equipment E8 are not used up and cannot be transferred to the overhead line system 5.

The second brake resistor E52 is used to consume electric energy generated when the third high-speed traveling motor M13 and the fourth high-speed traveling motor M14 are electrically braked, and the operating system and the vehicle-mounted electric equipment E8 are not used up and cannot be transferred to the overhead line system 5.

As shown in fig. 3, the working travel motors further include a first working travel motor M31, a second working travel motor M32, a third working travel motor M33 and a fourth working travel motor M34 which are connected to the output ends of the drive switch box S1, respectively. The low-speed running system further comprises:

a first planetary reducer P1, and a first axle reducer J1 for selectively coupling and uncoupling the first work travel motor M31 and the first wheel pair 31. The first axle reducer J1 is connected to the first axle W1, and the first axle W1 is connected to the first wheel pair 31. One side of the first planetary reducer P1 is connected in series with the first axle reducer J1 to constitute a reduction mechanism with a set reduction ratio, and the other side is connected to the first work traveling motor M31.

A second planetary gear unit P2, and a second axle reducer J2 for selectively connecting and disconnecting the second work travel motor M32 to the second wheel pair 32. The second axle reduction gear J2 is connected to a second axle W2, and the second axle W2 is connected to a second wheel pair 32. One side of the second planetary gear unit P2 is connected in series to the second axle reduction gear unit J2 to constitute a reduction mechanism with a set reduction ratio, and the other side is connected to the second work traveling motor M32.

A third planetary reduction gear P3, and a third axle reduction gear J3 for selectively connecting and disconnecting a third work travel motor M33 to the third wheel pair 33. The third axle speed reducer J3 is connected to a third axle W3, and the third axle W3 is connected to the third wheel pair 33. One side of the third planetary reducer P3 is connected in series with the third axle reducer J3 to constitute a reduction mechanism with a set reduction ratio, and the other side is connected to a third work traveling motor M33.

A fourth planetary reducer P4, and a fourth axle reducer J4 for selectively coupling and uncoupling the fourth work travel motor M34 and the fourth wheel pair 34. The fourth axle speed reducer J4 is connected to the fourth axle W4, and the fourth axle W4 is connected to the fourth wheel pair 34. One side of the fourth planetary reducer P4 is connected in series with the fourth axle reducer J4 to constitute a reduction mechanism with a set reduction ratio, and the other side is connected to the fourth work traveling motor M34.

The axle reducers (J1-J4) are reducers connected with axles, the planetary reducers (P1-P4) are connected with the axle reducers (J1-J4) in series to form a reducer with a specific reduction ratio, and the other sides of the planetary reducers (P1-P4) are connected with the working traveling motors (M31-M34). The axle speed reducer (J1-J4) is internally provided with a gear switching mechanism which is respectively 1 and 0, when the gear is switched to 1, the wheel pair is connected with an operation walking motor, and the motor and the wheel pair can be driven in two directions. When the gear is switched to 0, the wheel pair is separated from the operation walking motor, and the motor and the wheel pair move independently.

Under the high-speed running working condition, 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 by driving a second change-over switch K2 which is arranged in a switch box S1. Meanwhile, the gears of the first axle reducer J1, the second axle reducer J2, the third axle reducer J3 and the fourth axle reducer J4 are all switched to "0", the first wheel pair 31 is disengaged from the first operation running motor M31, the second wheel pair 32 is disengaged from the second operation running motor M32, the third wheel pair 33 is disengaged from the third operation running motor M33, and the fourth wheel pair 34 is disengaged from the fourth operation running motor M34, so that the high-speed running of the rail engineering vehicle 100 is driven.

Under the high-speed running working condition, when the railway engineering vehicle 100 is braked, the third high-speed running motor M13 and the fourth high-speed running motor M14 are reversely dragged to generate electricity, the generated alternating current is output to the second traction inverter E42 through the second change-over switch K2, and the alternating current is converted into direct current by the second traction inverter E42. The first high-speed traveling motor M11 and the second high-speed traveling motor M12 are reversely towed to generate electricity, the generated alternating current is output to the first traction inverter E41, and the alternating current is converted into direct current by the first traction inverter E41. The dc power output from the first traction inverter E41 and the second traction inverter E42 is preferentially supplied to the vehicle-mounted electric devices E8 (i.e., devices downstream of the auxiliary inverter E2) for use. When the vehicle-mounted electric equipment E8 cannot absorb the electric energy, the electric energy is fed back to the overhead line system 5 to be used by other equipment connected to the overhead line system 5. When other equipment connected with the overhead line system 5 cannot absorb the electric energy, the electric energy is consumed through the first brake resistor E51 and the second brake resistor E52. Under the traction working condition, the first traction inverter E41 and the second traction inverter E42 realize acceleration or traction force increase of the railway engineering vehicle 100 by adjusting output.

Under the low-speed running condition, the output of the second traction inverter E42 is connected to the first working running motor M31, the second working running motor M32, the third working running motor M33 and the fourth working running motor M34 through a second change-over switch K2 arranged in a drive switch box S1. Meanwhile, the gears of the first axle reducer J1, the second axle reducer J2, the third axle reducer J3 and the fourth axle reducer J4 are all switched to "1", the first wheel pair 31 and the first operation running motor M31, the second wheel pair 32 and the second operation running motor M32, the third wheel pair 33 and the third operation running motor M33, and the fourth wheel pair 34 and the fourth operation running motor M34 are connected together and can be driven bidirectionally to drive the rail engineering vehicle 100 to run at a low speed. The speed reducing mechanisms with set speed reducing ratios are respectively composed of a first axle speed reducer J1, a first planetary speed reducer P1, a second axle speed reducer J2, a second planetary speed reducer P2, a third axle speed reducer J3, a third planetary speed reducer P3, a fourth axle speed reducer J4 and a fourth planetary speed reducer P4, so that when the track engineering vehicle 100 runs at a low speed of 0.3-2 km/h, the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34 all work in a rotating speed area with stable traction and braking performance and easy control. Under the low-speed running working condition, the traction output of the second traction inverter E42 and the speed of the rail engineering vehicle 100 or the rotating speeds of the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34 form real-time closed-loop control so as to effectively control the speed fluctuation of the rail engineering vehicle 100 and further realize low-constant speed control.

Under the working condition of low-speed running, the vehicle is required to exert a force opposite to the running direction so as to ensure that the speed of the vehicle is constant, and the operation running motor is reversely dragged by the vehicle to generate electricity. The ac power generated by the first work-running motor M31, the second work-running motor M32, the third work-running motor M33, and the fourth work-running motor M34, which are reversely towed by the track-building vehicle 100, is output to the second traction inverter E42 via the second changeover switch K2, and the ac power is converted into dc power by the second traction inverter E42, and the dc power is preferentially supplied to other on-vehicle electric devices (the on-vehicle electric devices E8, which are downstream devices including the work power supply box E3 and the auxiliary inverter E2). When the operation power box E3 and the vehicle-mounted electric equipment E8 cannot absorb the electric energy, the electric energy is fed back to the overhead line system 5 and used by other equipment connected to the overhead line system 5. When other equipment connected with the overhead line system 5 cannot absorb the electric energy, the electric energy is consumed through the first brake resistor E51 and the second brake resistor E52, and low-speed running of the railway engineering vehicle 100 under the braking condition is achieved. Under the low-speed running working condition, the rail engineering vehicle 100 exerts the force in the same direction as the running direction of the rail engineering vehicle 100, so that when the speed of the rail engineering vehicle 100 is constant, the second traction inverter E42 can realize acceleration or traction increase of the rail engineering vehicle 100 by adjusting output.

Example 2

An embodiment of the invention relates to a transmission method of a rail engineering vehicle, wherein the rail engineering vehicle 100 comprises a power vehicle 1 and an operation vehicle 2, and the power transmission method specifically comprises the following steps:

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 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 the high-speed traveling system or the low-speed traveling system;

D) the low-speed running is realized by a low-speed running system which adopts full electric transmission traction and is decelerated by a deceleration mechanism so as to realize the running speed of the rail engineering 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 a traction storage battery E7 and a high-voltage box E1, and an auxiliary inverter E2, a work power supply box E3 and a storage battery E6 are arranged on the vehicle 1. Step B) also comprises a whole vehicle power supply process, and the process further comprises the following steps:

the traction battery E7 outputs direct current to the high-voltage box E1, and the traction battery E7 or the overhead line system 5 is selected as a whole vehicle power supply source of the railway engineering vehicle 100 through the high-voltage box E1. The auxiliary inverter E2 converts the dc power output from the high-voltage box E1 into a power system required by the track-bound work vehicle 100, supplies power to the on-vehicle electric equipment E8, and charges the battery E6. The operation power box E3 converts the direct current output by the high voltage box E1 into alternating current to supply power for the operation system.

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 whole vehicle power supply system further comprises: a first traction inverter E41 and a second traction inverter E42. Step C) further comprises:

under the high-speed running working condition, 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. 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.

Step a) further comprises: a drive switch box S1 for selectively connecting the output of the second traction inverter E42 to the work running motor of the low-speed running system, or a third high-speed running motor M13 and a fourth high-speed running motor M14 is disposed on the vehicle 1.

When the track-laying vehicle 100 needs to run at a high speed, the drive switch box S1 connects the output of the second traction inverter E42 to the third high-speed running motor M13 and the fourth high-speed running motor M14.

When the track-laying vehicle 100 requires low-speed work, the drive switch box S1 connects the output of the second traction inverter E42 with the work-running motor. Under the low-speed running working condition, only the second traction inverter E42 connected with the driving switch box S1 works, and the second traction inverter E42 converts direct current output by the high-voltage box E1 into a variable-frequency variable-voltage power supply and drives the operation running motor to realize low-speed running.

The whole vehicle power supply system further comprises: a first brake resistor E51 connected to the first traction inverter E41, and a second brake resistor E52 connected to the second traction inverter E42. The whole vehicle power supply process further comprises the following steps:

the first brake resistor E51 consumes electric energy generated when the first high-speed traveling motor M11 and the second high-speed traveling motor M12 are electrically braked, and the operating system and the vehicle-mounted electric equipment E8 are not used up and cannot be transferred to the overhead line system 5.

The second brake resistor E52 consumes electric energy generated when the third high-speed travel motor M13 and the fourth high-speed travel motor M14 are electrically braked, and the operating system and the vehicle-mounted electric equipment E8 are not used up and cannot be transferred to the overhead line system 5.

Step a) further comprises:

the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34 are connected to the output end of the drive switch box S1, respectively.

The first work travel motor M31 is selectively connected to or disconnected from the first wheel pair 31 by a first axle reducer J1, which connects the first axle reducer J1 to the first wheel axle W1. One side of the first planetary reduction gear P1 is connected in series with the first axle reduction gear J1 to constitute a reduction mechanism with a set reduction ratio, and the other side of the first planetary reduction gear P1 is connected to the first work travel motor M31.

Second work travel motor M32 is selectively connectable to and disconnectable from second wheel pair 32 via a second axle reducer J2, connecting a second axle reducer J2 to a second wheel axle W2. One side of the second planetary gear unit P2 is connected in series to the second axle reduction gear unit J2 to constitute a reduction mechanism with a set reduction ratio, and the other side of the second planetary gear unit P2 is connected to the second work-running motor M32.

A third service travel motor M33 is selectively connectable to and disconnectable from the third wheel pair 33 via a third axle reducer J3, which connects a third axle reducer J3 to a third axle W3. One side of the third planetary reduction gear P3 is connected in series with the third axle reduction gear J3 to constitute a reduction mechanism with a set reduction ratio, and the other side of the third planetary reduction gear P3 is connected to the third work travel motor M33.

The fourth work travel motor M34 is selectively connectable to and disconnectable from the fourth wheel pair 34 via a fourth axle reducer J4, which connects the fourth axle reducer J4 to the fourth axle W4. One side of the fourth planetary reduction gear P4 is connected in series to the fourth axle reduction gear J4 to constitute a reduction mechanism with a set reduction ratio, and the other side of the fourth planetary reduction gear P4 is connected to the fourth work traveling motor M34.

Step C) further comprises:

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 by driving the second changeover switch K2 built in the switch box S1. Meanwhile, the gears of the first axle reducer J1, the second axle reducer J2, the third axle reducer J3 and the fourth axle reducer J4 are all switched to "0", the first wheel pair W1 and the first working traveling motor M31, the second wheel pair W2 and the second working traveling motor M32, the third wheel pair W3 and the third working traveling motor M31 and the fourth wheel pair W4 and the fourth working traveling motor M34 are disengaged, and high-speed traveling of the rail-mounted vehicle 100 is driven.

Step C) further comprises:

when the rail working vehicle 100 is braked, the third high-speed traveling motor M13 and the fourth high-speed traveling motor M14 are reversely towed to generate electricity, the generated alternating current is output to the second traction inverter E42 through the second change-over switch K2, and the alternating current is converted into direct current by the second traction inverter E42. The first high-speed traveling motor M11 and the second high-speed traveling motor M12 are reversely towed to generate electricity, the generated alternating current is output to the first traction inverter E41, and the alternating current is converted into direct current by the first traction inverter E41. The dc power output from the first traction inverter E41 and the second traction inverter E42 is preferentially supplied to the electric equipment E8, and when the electric equipment E8 cannot absorb the dc power, the electric power is fed back to the overhead line system 5 and used by another equipment connected to the overhead line system 5. When other equipment connected with the overhead line system 5 cannot absorb the electric energy, the electric energy is consumed through the first brake resistor E51 and the second brake resistor E52. Under the traction working condition, the first traction inverter E41 and the second traction inverter E42 realize acceleration or traction force increase of the railway engineering vehicle 100 by adjusting output.

Step D) further comprises:

the output of the second traction inverter E42 is connected to the first working-travel motor M31, the second working-travel motor M32, the third working-travel motor M33, and the fourth working-travel motor M34 by driving a second changeover switch K2 built in the switch box S1. Meanwhile, the gears of the first axle reducer J1, the second axle reducer J2, the third axle reducer J3 and the fourth axle reducer J4 are all switched to "1", the first wheel pair W1 is connected with the first working traveling motor M31, the second wheel pair W2 is connected with the second working traveling motor M32, the third wheel pair W3 is connected with the third working traveling motor M33, and the fourth wheel pair W4 is connected with the fourth working traveling motor M34 and can be driven bidirectionally, so that the rail engineering vehicle 100 is driven to travel at a low speed. The speed reducing mechanisms with set speed reducing ratios are respectively composed of a first axle speed reducer J1, a first planetary speed reducer P1, a second axle speed reducer J2, a second planetary speed reducer P2, a third axle speed reducer J3, a third planetary speed reducer P3, a fourth axle speed reducer J4 and a fourth planetary speed reducer P4, so that when the track engineering vehicle 100 runs at a low speed of 0.3-2 km/h, the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34 all work in a rotating speed area with stable traction and braking performance and easy control. Under the low-speed running working condition, the traction output of the second traction inverter E42 and the speed of the rail engineering vehicle 100 or the rotating speeds of the first operation running motor M31, the second operation running motor M32, the third operation running motor M33 and the fourth operation running motor M34 form real-time closed-loop control so as to effectively control the speed fluctuation of the rail engineering vehicle 100 and further realize low-constant speed control.

Step D) further comprises:

the ac power generated by the first, second, third, and fourth work-running motors M31, M32, M33, and M34, which is reversely towed by the track-laying vehicle 100, is output to the second traction inverter E42 via the second changeover switch K2, and is converted into dc power by the second traction inverter E42, and the dc power is preferentially supplied to the work power box E3 and the vehicle-mounted electric equipment E8. When the operation power box E3 and the vehicle-mounted electric equipment E8 cannot absorb the electric energy, the electric energy is fed back to the overhead line system 5 and used by other equipment connected to the overhead line system 5. When other equipment connected with the overhead line system 5 cannot absorb the electric energy, the electric energy is consumed through the first brake resistor E51 and the second brake resistor E52, and low-speed running of the railway engineering vehicle 100 under the braking condition is achieved. Under the low-speed running working condition, the rail engineering vehicle 100 exerts the force in the same direction as the running direction of the rail engineering vehicle 100, so that when the speed of the rail engineering vehicle 100 is constant, the second traction inverter E42 can realize acceleration or traction increase of the rail engineering vehicle 100 by adjusting output.

Example 3

As shown in fig. 4 to 6, a rail milling and grinding vehicle based on the rail engineering vehicle transmission method of embodiment 2 is composed of a power vehicle 1 and a working vehicle 2, wherein the power vehicle 1 is responsible for providing power for a train, and a power source for high-speed traveling and low-speed traveling, and the working vehicle 2 is responsible for operating functions and realizing low-constant-speed traveling. The power vehicle 1 comprises an electric room 11, an overhaul room 12 and an iron scrap bin 13. Disposed within the electrical room 11 are a traction battery cabinet (corresponding to traction battery E7)101, a low voltage control cabinet 102, a high voltage cabinet (corresponding to high voltage box E1)107, and a converter control cabinet 108. The service room 12 is provided therein with a service table 103, a tool cabinet 104, and a brake control cabinet 109. The scrap iron bin 13 is provided therein with a work power box E3 (i.e., the first work power cabinet 105 and the second work power cabinet 106) and a scrap iron recovery device G3. The working vehicle 2 includes a hydraulic room (corresponding to the working hydraulic system Y1)21, a grinding work electric room 22, and a milling work electric room 23. A first operation power supply control cabinet 201, a second operation power supply control cabinet 202 and a hydraulic station 203 are arranged in the hydraulic room 21. The grinding recovery device G4, the grinding control cabinet 204, the first grinding driving cabinet 205 and the second grinding driving cabinet 206 are arranged in the grinding operation electric room 22, and the grinding operation device G2 is further arranged at the lower part of the grinding operation electric room. A first milling operation driving cabinet 207, a second milling operation driving cabinet 208 and a milling operation control cabinet 209 are arranged in the milling operation electric room 23, and a milling operation device G1 is further arranged at the lower part of the milling operation electric room. The lower portion of the vehicle 1 is also provided with a drive switch box S1, an assist inverter E2, traction inverters (i.e., a first traction inverter E41 and a second traction inverter E42), brake resistors (i.e., a first brake resistor E51 and a second brake resistor E52), a wind source module 8, and an electric drive truck 6. The lower part of the working vehicle 2 is also provided with an electric transmission bogie 6.

Due to operation requirements, the milling and grinding vehicle (namely the rail engineering vehicle 100) has very low vehicle speed under the operation working condition, the speed range is 0.3-2 km/h, the speed fluctuation range is very small, and the fluctuation range is less than +/-0.02 km/h; under the non-operation working condition, the vehicle needs to travel at a high speed to realize rapid movement. The transmission method of the rail engineering vehicle described in the embodiment 2 of the invention solves the traveling problem of the milling and grinding vehicle under two different working conditions, and adopts electric transmission traction under the high-speed traveling working condition, the traveling speed of the vehicle is 0-80 km/h, and the speed control precision is less than 0.5 km/h; under the working condition of low-speed running, high-reduction-ratio electric transmission traction is adopted, and the characteristics that the traction and braking performance of the motor is stable and easy to control under the working condition of high speed are utilized, so that the running speed of the vehicle is 0.3-2 km/h, and the speed control precision is less than 0.02 km/h. The rail engineering vehicle transmission method described in embodiment 2 solves the technical problems of low vehicle speed and small speed fluctuation required by the low constant speed of the rail engineering vehicle 100 under the working condition. Under the working condition of the rail engineering vehicle 100, when the comprehensive resistance direction is the same as the walking direction, braking force needs to be generated to maintain the speed of the vehicle not to be increased, and kinetic energy is quickly consumed; when the comprehensive resistance direction is opposite to the running direction, more traction force needs to be output to maintain the speed of the vehicle not to be reduced. In the embodiment 2, the traction inverter outputs power supply to drive the operation traveling motor to work in a rotating speed range with stable and easily controlled motor traction braking characteristics. A set of speed reduction system with a large speed reduction ratio (namely realized by an axle speed reducer and a planetary speed reducer) is adopted between the operation walking motor and the wheel pair, and the operation walking motor is enabled to be in an optimal working rotating speed range through a specific speed reduction ratio, and the driving speed can meet the low-speed walking requirement of 0.3-0.2 km/h required by operation. When the rail engineering vehicle 100 is in the operation running working condition and in the traction state, the traction inverter outputs power to the operation running motor, the operation running motor indirectly drives the vehicle to run through the speed reducer, and vehicle acceleration or traction force increase is realized by adjusting the output of the traction inverter. When the rail engineering vehicle 100 is in the operation traveling working condition and is in the braking state, the vehicle reversely drags the operation traveling motor to rotate (at the moment, the operation traveling motor works in the generator state), the kinetic energy of the vehicle is converted into electric energy through the operation traveling motor, and the electric energy is consumed or transferred to a contact net through other vehicle-mounted electric equipment. The deceleration or traction reduction of the vehicle is achieved by adjusting the electrical energy transferred or consumed by the traction inverter (electric brake). The traction output and the electric braking performance of the traction inverter and the vehicle speed of the vehicle or the rotating speed of the operation running motor form real-time closed-loop control. Because the rotating speed of the operation walking motor is in a stable and easily controlled rotating speed range, the control closed loop can effectively control the speed fluctuation of the vehicle, thereby realizing the requirement of constant speed.

In the transmission method for the rail engineering vehicle described in embodiment 2 of the present invention, the drive switch box S1 is disposed downstream of the traction inverter, and the output of the traction inverter is transmitted to KM1 (low speed running) or KM2 (high speed running) by switching of the second switch K2, so that a set of traction circuit and equipment is shared for high and low speed running, the manufacturing cost is reduced, and the vehicle space and weight are saved, wherein the second switch K2 is used for switching the high speed running condition and the low speed running condition, and the technical problem of switching between high speed running and low speed running is solved. When the vehicle runs at a high speed, the two traction inverters work, the second change-over switch K2 in the driving switch box S1 is changed to KM 0-KM 2, and the high-speed running motor works and pulls the vehicle to run. The axle reducer is switched to the '0' gear, and the transmission between the axle and the planetary reducer is cut off. When the vehicle runs at a low speed, only the traction inverter connected with the driving box S1 works, the second change-over switch K2 in the driving switch box S1 is changed to KM 0-KM 1, and the operation running motor works and pulls the vehicle to run. The axle speed reducer is switched to a1 gear, and the axle is in transmission engagement with the planetary speed reducer. In the rail engineering vehicle transmission method described in embodiment 2, when the catenary or the current collector fails, the traction battery E7 becomes a traction power supply by operating the first change-over switch K1 in the high-voltage box E1, and the vehicle is drawn by the high-speed running motor to evacuate emergently, so that the technical problem of emergency evacuation of the vehicle when the catenary or the current collector fails is solved.

It should be particularly noted that in embodiment 2 of the present invention, the speed reduction mechanism composed of the axle gear box and the planetary reducer may also adopt other structural forms, and the power system selected by the vehicle may also be adjusted according to specific situations. In embodiment 2, the number of devices having the same function may be adjusted, for example, the number of traction inverters and work running motors may be increased or decreased accordingly, and the traction battery E7 may be changed to another device capable of supplying electric energy. In addition, the transmission method of the rail engineering vehicle described in embodiment 2 of the present invention can be applied not only to milling and grinding vehicles, but also to all other vehicles having the following characteristics: the device has two requirements on running speed, the high-speed requirement speed is relatively high, and the control precision requirement is relatively low; the low constant speed requires a relatively low speed and the control accuracy and the fluctuation range are very small.

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

(1) according to the transmission method of the rail engineering 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 rail engineering vehicle transmission method 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, a traction circuit is shared by high-speed transmission 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 transmission method of the rail engineering vehicle described in the specific embodiment of the invention, the rotating speed of the hydraulic drive 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 drive motor can be improved, and meanwhile, the rapid recovery and consumption of energy during low-speed traveling are ensured, thereby realizing the low-constant speed control of the rail engineering vehicle;

(4) according to the transmission method of the railway engineering vehicle described in the specific embodiment of the invention, the low-speed hydraulic pump adopts the constant-pressure pump, 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 rail engineering vehicle transmission method described in the specific embodiment of the invention, the electric power and the engine are adopted as two input power sources, and the power supply of the contact network and the power drive of the engine can realize seamless switching, so that 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 in the present description are described in a progressive manner, 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 work vehicle transmission method, the rail work vehicle (100) comprising a power vehicle (1) and a work vehicle (2), characterized in that the power transmission method comprises 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 system is 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);

2. The rail engineering vehicle transmission method according to claim 1, characterized in that the whole vehicle power supply system comprises a traction battery (E7) and a high-voltage box (E1), and an auxiliary inverter (E2), a working power box (E3) and a battery (E6) are arranged on the vehicle (1); the step B) also comprises a whole vehicle power supply process, and the process comprises the following steps:

the traction battery (E7) outputs direct current to the high-voltage box (E1), and the traction battery (E7) or the overhead line system (5) is selected as a whole vehicle power supply source of the rail engineering vehicle (100) through the high-voltage box (E1); the auxiliary inverter (E2) converts the direct current output by the high-voltage box (E1) into a power system required by the rail engineering vehicle (100), supplies power to the vehicle-mounted electric equipment (E8), and charges the storage battery (E6); the operation power box (E3) converts the direct current output by the high-voltage box (E1) into alternating current to supply power for an operation system.

3. The rail work vehicle transmission method according to claim 2, characterized in that: 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 whole vehicle power supply system further comprises a first traction inverter (E41) and a second traction inverter (E42); the step C) further comprises the following steps:

under the high-speed running working condition, 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); 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).

4. The rail work vehicle transmission method according to claim 3, wherein the step A) further comprises: arranging a drive switch box (S1) on the vehicle (1), the drive switch box (S1) being used for selectively connecting the output of a second traction inverter (E42) to a working running motor of the low-speed running system, or the third high-speed running motor (M13) and a fourth high-speed running motor (M14);

when the track-laying vehicle (100) requires high-speed running, the drive switch box (S1) 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);

when the track-laying vehicle (100) requires low-speed work, the drive switch box (S1) connects the output of the second traction inverter (E42) with the work travel motor; under the low-speed running working condition, only a second traction inverter (E42) connected with the driving switch box (S1) works, and the second traction inverter (E42) converts direct current output by the high-voltage box (E1) into a variable-frequency variable-voltage power supply and drives the operation running motor to realize low-speed running.

5. The rail work vehicle transmission method according to claim 4, wherein the entire vehicle power supply system further comprises: a first braking resistor (E51) connected to the first traction inverter (E41), and a second braking resistor (E52) connected to the second traction inverter (E42); the whole vehicle power supply process further comprises the following steps:

the first brake resistor (E51) consumes electric energy generated when the first high-speed traveling motor (M11) and the second high-speed traveling motor (M12) are electrically braked, the operating system and the vehicle-mounted electric equipment (E8) are not used up, and the electric energy cannot be transferred to a contact net (5);

the second brake resistor (E52) consumes electric energy generated when the third high-speed running motor (M13) and the fourth high-speed running motor (M14) are electrically braked, and the operating system and the vehicle-mounted electric equipment (E8) are not used up and cannot be transferred to the contact net (5).

6. The rail work vehicle transmission method according to claim 5, wherein the step A) further comprises:

connecting the work travel motor to an output of the drive switch box (S1); the operation walking motor and the wheel set are selectively connected or disconnected through the axle speed reducer, and the axle speed reducer is connected with the wheel shaft; one side of the planetary reducer is connected with the axle reducer in series to form a speed reducing mechanism with a set speed reducing ratio, and the other side of the planetary reducer is connected with the operation walking motor.

7. The rail work vehicle transmission method according to claim 6, wherein the step C) further comprises:

connecting an output of a second traction inverter (E42) to a third high-speed running motor (M13) and a fourth high-speed running motor (M14) through a second change-over switch (K2) built in the drive switch box (S1); meanwhile, the gear of the axle speed reducer is switched to 0, the wheel pair is separated from the operation walking motor, and the high-speed walking of the rail engineering vehicle (100) is driven.

8. The rail work vehicle transmission method according to claim 7, wherein the step C) further comprises:

when the rail engineering vehicle (100) is braked, the third high-speed running motor (M13) and the fourth high-speed running motor (M14) are reversely dragged to generate electricity, the generated alternating current is output to a second traction inverter (E42) through the second change-over switch (K2), and the alternating current is converted into direct current by the second traction inverter (E42); the first high-speed running motor (M11) and the second high-speed running motor (M12) are reversely towed to generate electricity, the generated alternating current is output to a first traction inverter (E41), and the alternating current is converted into direct current by the first traction inverter (E41); the direct current output by the first traction inverter (E41) and the second traction inverter (E42) is preferentially supplied to the vehicle-mounted electric equipment (E8) for use, and when the vehicle-mounted electric equipment (E8) cannot absorb, the electric energy is fed back to the overhead line system (5) for use by other equipment connected with the overhead line system (5); when other equipment connected with the overhead line system (5) cannot absorb the electric energy, the electric energy is consumed through a first brake resistor (E51) and a second brake resistor (E52); under the traction working condition, the first traction inverter (E41) and the second traction inverter (E42) achieve acceleration or traction force increase of the rail engineering vehicle (100) by adjusting output.

9. The rail work vehicle transmission method according to claim 7 or 8, characterized in that said step D) further comprises:

connecting an output of a second traction inverter (E42) to the work travel motor through a second changeover switch (K2) built in the drive switch box (S1); meanwhile, the gear of the axle speed reducer is switched to 1, and the wheel pair is connected with an operation walking motor and can be driven in two directions to drive the rail engineering vehicle (100) to walk at a low speed; the axle speed reducer and the planetary speed reducer form a speed reducing mechanism with a set speed reducing ratio, so that when the rail engineering vehicle (100) runs at a low speed of 0.3-2 km/h, the operation running motor works in a rotating speed area with stable and easily-controlled traction and braking performance; under the low-speed running working condition, the traction output of the second traction inverter (E42) and the speed of the rail engineering vehicle (100) or the rotating speed of the operation running motor form real-time closed-loop control so as to effectively control the speed fluctuation of the rail engineering vehicle (100) and further realize low-constant speed control.

10. The rail work vehicle transmission method according to claim 9, wherein the step D) further comprises:

the alternating current generated by the operation running motor reversely dragged by the rail engineering vehicle (100) is output to a second traction inverter (E42) through the second change-over switch (K2), the alternating current is converted into direct current by the second traction inverter (E42), and the direct current is preferentially supplied to an operation power box (E3) and vehicle-mounted electric equipment (E8); when the operation power box (E3) and the vehicle-mounted electric equipment (E8) cannot absorb the electric energy, the electric energy is fed back to the overhead line system (5) and is supplied to other equipment connected with the overhead line system (5) for use; when other equipment connected with the overhead contact system (5) cannot absorb the electric energy, the electric energy is consumed through the first brake resistor (E51) and the second brake resistor (E52), and low-speed running of the rail engineering vehicle (100) under the braking working condition is achieved; under the working condition of low-speed running, the rail engineering vehicle (100) exerts the force in the same direction as the running direction of the rail engineering vehicle so as to ensure that the speed of the rail engineering vehicle (100) is constant, and the second traction inverter (E42) can realize acceleration or traction increase of the rail engineering vehicle (100) by adjusting output.