CN112879326B

CN112879326B - Cooling fan control method and system of traction motor and freight train

Info

Publication number: CN112879326B
Application number: CN202110011460.4A
Authority: CN
Inventors: 宋君君; 郭文勇; 冀云; 赵佳颖; 郭凤媛; 杜苗苗
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-01-06
Filing date: 2021-01-06
Publication date: 2022-06-17
Anticipated expiration: 2041-01-06
Also published as: CN112879326A; WO2022147854A1

Abstract

The embodiment of the application provides a cooling fan control method and system of a traction motor and a freight train. The control method comprises the following steps: the method comprises the steps that a central control unit obtains the state of a traction inverter, the state of a cooling fan and cooling index information; judging whether to send out a cooling fan operation request or not according to the state of the traction inverter, the state of the cooling fan and the cooling index information; the central control unit obtains the state of the traction inverter from the traction control unit, obtains the state of the cooling fan from an electric switch of a cooling fan power supply line, and obtains cooling index information from a system where the cooling index information acquisition device is located. And the control system is used for realizing the control method. The freight train comprises the control system. The embodiment of the application solves the technical problems of low control efficiency and slow response of the cooling fan caused by the mode that the traditional central control unit CCU and the traction control unit TCU control the cooling fan together.

Description

Cooling fan control method and system of traction motor and freight train

Technical Field

The application relates to the technical field of cooling of rail train traction motors, in particular to a cooling fan control method and system of a traction motor and a freight train.

Background

A traction motor in a rail train traction system is a key driving device for realizing train traction, a stator coil of the traction motor provides an excitation magnetic field for the traction motor and provides kinetic energy, and the stator coil has large current and large heat generation quantity; a driving bearing of the traction motor is connected with the gear box to drive the bogie to rotate, and equipment overheating can be caused by high-speed rotation. The traction motor with large heating value needs an independent cooling system to cool equipment, so that the temperature of the components of the traction motor is in a normal range, and the driving safety is ensured.

The control of the ventilation system of the traction motor directly affects the running performance and the driving safety of the train. The existing rail trains such as certain vehicles with lower speed grades adopt a natural air cooling mode and only depend on natural wind of the running rail trains for cooling. When the speed grade is higher, natural air cooling can not meet the heat dissipation requirement of the traction motor, and an additional cooling system is needed. A forced air cooling mode is generally adopted, and a cooling fan and a corresponding air duct are added to provide required ventilation for the traction motor. The control of the cooling fan in the current air-cooled cooling system is generally realized by the traction control unit TCU and the central control unit CCU together. The TCU and the CCU are used for jointly finishing control of a cooling fan (hereinafter referred to as a fan), the TCU collects related speed signals and temperature information data, and the TCU sends a cooling fan operation request according to the state of the traction inverter and the collected speed signals and temperature information data and sends the cooling fan operation request to the central control unit. After receiving the cooling fan operation request, the CCU comprehensively considers the train condition to generate a control instruction of the cooling fan, and sends the control instruction of the cooling fan to the cooling fan.

The CCU and the TCU control the cooling fan together, and the CCU and the TCU must be provided with communication interfaces for communication data interaction, and communication data are sent or received according to transmission periods (32ms, 64ms, 128ms and … … 1024ms), so that the control efficiency of the cooling fan is low, and the response is slow. Wherein, CCU is short for Central Control Unit, and Chinese is Central Control Unit; TCU is short for Traction control unit, and Chinese is a Traction control unit; ms is milliseconds.

Therefore, the traditional way of controlling the cooling fan by the central control unit CCU and the traction control unit TCU together results in low control efficiency and slow response to the cooling fan, which is a technical problem that needs to be solved urgently by those skilled in the art.

The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.

Disclosure of Invention

The embodiment of the application provides a cooling fan control method and system of a traction motor, and a freight train, aiming at solving the technical problems of low control efficiency and slow response of a cooling fan caused by the mode that a traditional Central Control Unit (CCU) and a Traction Control Unit (TCU) jointly control the cooling fan.

The embodiment of the application provides a cooling fan control method of a rail train traction motor, which comprises the following steps:

the method comprises the steps that a central control unit obtains the state of a traction inverter, the state of a cooling fan and cooling index information;

judging whether to send out a cooling fan operation request or not according to the state of the traction inverter, the state of the cooling fan and the cooling index information;

the central control unit obtains the state of the traction inverter from the traction control unit, obtains the state of the cooling fan from an electric switch of a cooling fan power supply line, and obtains cooling index information from a system where the cooling index information acquisition device is located.

The embodiment of the application also provides the following technical scheme:

a rail train traction motor cooling fan control system, comprising:

the system comprises a central control unit, a traction control unit, a brake control system and a shaft temperature monitoring system; the traction control unit, the brake control system and the shaft temperature monitoring system are respectively in communication connection with the central control unit;

the central control unit is used for realizing the control method of the cooling fan of the rail train traction motor.

The embodiment of the application also provides the following technical scheme:

a freight train comprising:

the cooling fan control system of the traction motor.

Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:

the CCU is the brain of the train, collects the state data of all the systems of the train, and has comprehensive data information including but not limited to the state of a traction inverter, the state of a cooling fan and cooling index information. The CCU directly utilizes the state of the traction inverter, the state of the cooling fan and the cooling index information to judge whether to send out a cooling fan operation request without carrying out an additional data transmission step. The cooling fan operation request is the basis for control of the cooling fan. Therefore, the cooling fan control method for the rail train traction motor, disclosed by the embodiment of the application, has the advantages of higher efficiency and quick response for judging whether the cooling fan operation request is sent out, and provides a foundation for the high efficiency and the quick response of the control of the cooling fan.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a flowchart of a method for controlling a cooling fan of a traction motor of a rail train according to an embodiment of the present application, for determining whether to issue a cooling fan operation request;

fig. 2 is a flowchart of a method for controlling a cooling fan of a traction motor of a rail train according to an embodiment of the present application, for determining whether to issue a cooling fan operation command;

FIG. 3 is a flow chart of one particular implementation of the steps of determining whether to issue a cooling fan high speed operation command;

FIG. 4 is a flowchart of one particular implementation of the step of determining whether to issue a cooling fan low speed operation command;

FIG. 5 is a flowchart illustrating one embodiment of sub-steps for determining whether to issue a request for high speed operation of a cooling fan;

FIG. 6 is a flowchart illustrating yet another embodiment of sub-steps for determining whether to issue a request for high speed operation of a cooling fan;

FIG. 7 is a flowchart of yet another implementation of the substeps of determining whether to issue a request for high speed operation of a cooling fan;

FIG. 8 is a flowchart of another implementation of the substeps of determining whether to issue a request for high speed operation of a cooling fan;

FIG. 9 is a flowchart of the protection measures after the cooling fan is in low-speed air-cooling operation in the case of a fault in high-speed air-cooling of the cooling fan;

FIG. 10 is a flow chart showing another protection measure after the cooling fan is operated at low speed in the case of a failure in the high-speed air cooling of the cooling fan;

fig. 11 is a schematic view of a cooling fan supplying air to the same bogie according to the cooling fan control method for a traction motor of a rail train of the embodiment of the present application;

FIG. 12 is a diagram of power supply lines for the cooling fan shown in FIG. 11;

FIG. 13 is a control circuit for the cooling fan shown in FIG. 11;

FIG. 14 is a schematic illustration of a cooling fan control system for a rail train traction motor in accordance with an embodiment of the present application;

FIG. 15 is a schematic cross-sectional view of a longitudinal reinforcement beam of the underframe of an intermediate car according to an embodiment of the present application;

FIG. 16 is a right side view of FIG. 15;

FIG. 17 is a left side view of FIG. 15;

FIG. 18 is a top side view of FIG. 15;

FIG. 19 is a bottom side view of FIG. 15;

FIG. 20 is a schematic view of a vehicle body underframe of an intermediate vehicle according to an embodiment of the present application;

FIG. 21 is an exploded view of a side wall of the center vehicle according to an embodiment of the present application;

FIG. 22 is a schematic view of a closed inner end wall of an intermediate car according to an embodiment of the present application;

FIG. 23 is a schematic view of the U-shaped interface plugging profile of the closed inner end wall shown in FIG. 22;

FIG. 24 is an exploded view of the inner end wall half of the enclosed inner end wall shown in FIG. 22;

FIG. 25 is a schematic view of a roof of the center vehicle according to the embodiment of the present application;

FIG. 26 is a schematic illustration of a head car according to an embodiment of the present application;

FIG. 27 is an enlarged view of a portion A of FIG. 26;

shown in fig. 28 is a side view of fig. 27;

shown in fig. 29 is a right side view of fig. 27.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Example one

As shown in fig. 1, a method for controlling a cooling fan of a rail train traction motor according to an embodiment of the present application includes the following steps:

step S100: the method comprises the steps that a central control unit obtains the state of a traction inverter, the state of a cooling fan and cooling index information;

step S200: judging whether to send out a cooling fan operation request or not according to the state of the traction inverter, the state of the cooling fan and the cooling index information;

According to the cooling fan control method of the rail train traction motor, the control main body is a single main body, and the Central Control Unit (CCU) is adopted. The CCU acquires the state of a traction inverter from the traction control unit, acquires the state of a cooling fan from an electric switch of a cooling fan power supply line, and acquires cooling index information from a system where a cooling index information acquisition device is located. The state of the traction inverter is directly sent to the central control unit by the traction control unit, the state of the cooling fan is directly fed back to the central control unit by an electric switch of a cooling fan power supply line, and the cooling index information is directly sent to the central control unit by a system where the cooling index information acquisition device is located. And then, the central control unit judges whether to send out a cooling fan operation request or not according to the state of the traction inverter, the state of the cooling fan and the cooling index information. The CCU is the brain of the train, collects the state data of all the systems of the train, and has comprehensive data information including but not limited to the state of a traction inverter, the state of a cooling fan and cooling index information. The CCU directly utilizes the state of the traction inverter, the state of the cooling fan and the cooling index information to judge whether to send out a cooling fan operation request without carrying out an additional data transmission step. The cooling fan operation request is the basis for the control of the cooling fan. Therefore, the cooling fan control method for the rail train traction motor, provided by the embodiment of the application, has the advantages of higher efficiency and quick response when judging whether to send the cooling fan operation request, and provides a foundation for the high efficiency and quick response of the control of the cooling fan.

Specifically, the cooling index information includes, but is not limited to, the current speed of the train, the stator temperature of the traction motor, and the temperature of the traction motor drive bearing.

In implementation, as shown in fig. 2, the control method further includes the following steps:

step 300: the central control unit acquires information whether the auxiliary power supply system allows the cooling fan to be started or not and the state of the cooling fan;

step S400: and judging whether to send a cooling fan operation instruction or not according to the information whether the auxiliary power supply system allows the cooling fan to be started or not, whether a cooling fan operation request exists or not and the state of the cooling fan.

After sending the cooling fan operation request, the central control unit CCU comprehensively considers the rail train condition and comprehensively judges whether to send a cooling fan operation instruction, wherein the cooling fan operation instruction is used for realizing the final control of the cooling fan. The conditions of the rail train that need to be considered include whether the auxiliary power supply system allows the cooling fan to be activated and the status of the cooling fan. Since the cooling fan belongs to a high-power medium-voltage device, it cannot be started simultaneously with other high-power medium-voltage loads on the rail train due to its large starting current, and the start of all medium-voltage loads on the rail train must be accurately managed by means of the central control unit CCU. When the cooling fan fails to operate, the final control on the cooling fan cannot be realized. Therefore, whether a cooling fan operation instruction is sent or not is judged according to the information whether the auxiliary power supply system allows the cooling fan to be started or not, whether a cooling fan operation request exists or not and the state of the cooling fan. The control method of the cooling fan is high in control efficiency and quick in response.

In practice, the cooling fan may have two cooling modes: high speed air cooling and low speed air cooling. Correspondingly, the control of the cooling fan also comprises the operation control of high-speed air cooling and the operation control of low-speed air cooling.

The operation of the high-speed air cooling is controlled as follows:

the step of judging whether to send out a cooling fan operation request specifically comprises the following steps: judging whether a high-speed operation request of a cooling fan is sent; judging whether to send out a cooling fan operation instruction, and specifically comprising the following steps: judging whether a high-speed operation instruction of the cooling fan is sent;

the operation of the low-speed air cooling is controlled as follows:

the step of judging whether to send out the cooling fan operation request specifically further comprises: judging whether a low-speed operation request of a cooling fan is sent; judging whether to send out a cooling fan operation instruction, specifically comprising: and judging whether to send a low-speed operation instruction of the cooling fan.

The cooling mode of high-speed air cooling of the cooling fan is suitable for the situation that the heat generated by the traction motor is large and needs to be quickly radiated; the low-speed air-cooling mode is suitable for the situation that heat generated by a traction motor is general and needs general heat dissipation. According to the heat quantity generated by the traction motor, heat dissipation is carried out in a distinguishing mode, and energy can be saved.

The operation control of the high-speed air cooling and the operation control of the low-speed air cooling will be described in detail below.

In the implementation, the step of judging whether to send out a high-speed operation instruction of the cooling fan in the operation control of the high-speed air cooling specifically comprises the following steps:

when no low-speed operation instruction of the cooling fan exists, the auxiliary power supply system allows the cooling fan to be started, a high-speed operation request of the cooling fan is provided, and the high-speed air cooling of the cooling fan has no fault, the high-speed operation instruction of the cooling fan is sent;

and the cooling fan high-speed operation instruction is used for controlling the cooling fan to perform high-speed air cooling operation control.

And in other cases, the high-speed operation instruction of the cooling fan is not sent out. If a low-speed operation instruction of the cooling fan exists, the auxiliary power supply system does not allow the cooling fan to be started, no high-speed operation request of the cooling fan exists, the high-speed air cooling of the cooling fan is failed, and under the condition that any condition is met, the high-speed operation instruction of the cooling fan is not sent.

Two cooling modes of the cooling fan, namely high-speed air cooling and low-speed air cooling, are mutually exclusive cooling modes. Only one of the cooling modes can be operated. The cooling mode that the cooling fan cannot start high-speed air cooling is represented by the fact that the cooling fan has a fault in high-speed air cooling. Therefore, when judging whether a high-speed operation instruction of the cooling fan is sent, whether the high-speed air cooling of the cooling fan has a fault or not is considered. When the high-speed air cooling of the cooling fan is in failure, a high-speed operation instruction of the fan is not directly sent out. Therefore, when the high-speed operation instruction of the cooling fan is sent, the probability of being executed by the cooling fan is greatly increased, and the control accuracy is higher.

A specific implementation flow of the step of determining whether to issue the cooling fan high-speed operation instruction, as shown in fig. 3, includes:

step S411: judging whether a low-speed operation instruction of the cooling fan exists or not: if a low-speed operation instruction of the cooling fan exists, executing step S416; if there is no low-speed operation instruction of the cooling fan, executing step S412;

step S412: whether the auxiliary power supply system allows the cooling fan to start: if the cooling fan is not allowed to be started, executing step S416; if the cooling fan is allowed to start, step S413 is executed;

step S413: judging whether a high-speed operation request of a cooling fan exists or not: if no request for high-speed operation of the cooling fan exists, executing step S416; if a request for high-speed operation of the cooling fan exists, executing step S414;

step S414: whether a high-speed air switch fault or a high-speed start fault exists: if there is a high-speed idle-switch failure or a high-speed start failure, go to step S416; if there is no high-speed idle-switch fault or high-speed start fault, executing step S415; the high-speed air-break fault or the high-speed start fault, namely the fault of the high-speed air cooling of the cooling fan, the high-speed air cooling can not be carried out, and the state is the state of the cooling fan.

Step S415: sending a high-speed operation instruction of the cooling fan;

step S416: and a high-speed operation instruction of the cooling fan is not sent out.

Step S414 is to determine whether there is a fault in the high-speed air cooling of the cooling fan, where the high-speed air-cooled power supply circuit of the cooling fan is normally in a closed air-cooled state and is in an open state; the high-speed starting fault is the situation that a relay of a high-speed air-cooling power supply circuit of the cooling fan cannot be powered. And the fault of the high-speed air cooling of the cooling fan is a fault of the high-speed air cooling and/or a fault of the high-speed starting.

In the implementation, the step of judging whether to send out a low-speed operation instruction of the cooling fan in the operation control of the low-speed air cooling specifically comprises the following steps:

and under the conditions that no cooling fan high-speed operation instruction exists, the auxiliary power supply system allows the cooling fan to be started, and the cooling fan is free of fault in low-speed air cooling, if a cooling fan low-speed operation request exists or no low-speed operation request exists and the cooling fan is in fault in high-speed air cooling, the cooling fan low-speed operation instruction is sent.

Otherwise, a low-speed operation instruction of the cooling fan is not sent; if a cooling fan high-speed operation instruction exists, the auxiliary power supply system does not allow the cooling fan to be started, no low-speed operation request exists, the cooling fan is free of high-speed air cooling failure, and the cooling fan low-speed operation instruction is not sent under the condition that any condition is met.

A specific implementation flow of the step of determining whether to issue the cooling fan low-speed operation instruction, as shown in fig. 4, includes:

step S421: judging whether a high-speed operation instruction of the cooling fan exists or not: if a cooling fan high-speed operation instruction exists, executing the step S427; if no cooling fan high-speed operation instruction exists, executing the step S422;

step S422: whether the auxiliary power supply system allows the cooling fan to start: if the cooling fan is not allowed to be started, executing the step S427; if the cooling fan is allowed to start, executing step S423;

step S423: judging whether a low-speed operation request of a cooling fan exists or not: if there is no request for low-speed operation of the cooling fan, step S426 is executed; if there is a request for low-speed operation of the cooling fan, step S424 is executed;

step S424: whether a low-speed air switch fault or a low-speed start fault exists: if there is a low-speed idle-start fault or a low-speed start fault, executing step S427; if no low-speed air switch fault or low-speed start fault exists, executing step S425; the low-speed air-break fault or the low-speed start fault, namely the low-speed air cooling fault of the cooling fan, cannot carry out the low-speed air cooling, is the state of the cooling fan. The failure of the low-speed air cooling of the cooling fan is the failure of the low-speed air cooling and/or the failure of the low-speed starting.

Step S425: sending a low-speed operation instruction of the cooling fan;

step S426: whether a high-speed air switch fault or a high-speed start fault exists: if no high-speed air switch fault or high-speed start fault exists, executing step S427; if there is a high-speed idle-switch fault or a high-speed start fault, go to step S424;

step S427: and a low-speed running instruction of the cooling fan is not sent out.

Example two

The cooling fan control method of the rail train traction motor in the embodiment of the application has the following characteristics on the basis of the first embodiment.

In the implementation, the step of judging whether to send out a high-speed operation request of the cooling fan in the operation control of the high-speed air cooling specifically comprises the following steps:

a plurality of substeps for judging whether to send a high-speed operation request of the cooling fan;

in any substep of judging whether to send a high-speed operation request of the cooling fan, when the judgment result is that the high-speed operation request of the cooling fan is sent, the high-speed operation request of the cooling fan is sent.

Specifically, the multiple steps of determining whether to send the high-speed operation request of the cooling fan specifically include:

when the state of the traction inverter is a working state and the cooling fan is in high-speed air cooling without fault;

when the current speed of the train is greater than or equal to a second preset high speed, sending a high-speed running request of the cooling fan;

when the current speed of the train is reduced from the second preset high speed or more to the second preset high speed or less and is greater than or equal to the first preset high speed, the request for high-speed running of the cooling fan is continuously sent out;

when the current speed of the train is reduced to be less than a first preset high speed, a high-speed running request of a cooling fan is not sent out;

wherein the cooling index information includes a current speed of the train; specifically, the first predetermined high speed is 55 km/h and the second predetermined high speed is 60 km/h.

Thus, when the current speed of the train is greater than or equal to a second preset high speed, a high-speed running request of the cooling fan is sent out; and when the speed is reduced to be less than the second preset high speed and more than or equal to the first preset high speed, continuously sending a high-speed operation request of the cooling fan. During the deceleration of the train from high speed, the traction motors need to be continuously cooled to reduce the temperature of the traction motors.

Specifically, the current speed of the train is collected by a speed sensor of the brake control system and fed back to the central control unit through a communication bus such as an MVB bus.

A flow of a specific implementation of the substep of determining whether to issue a request for high-speed operation of the cooling fan, as shown in fig. 5, includes:

step S211: when the TCU rectifier and inverter are pulse-activated, executing step S212; the TCU rectifier and inverter pulse active, i.e., the traction control unit outputs rectifier and inverter pulse active, indicates that the traction inverter is in operation, a state of the traction inverter.

Step S212: whether a cooling fan high-speed air cooling fault exists or not: if the cooling fan is failed in high-speed air cooling, executing the step S216; if the cooling fan is in high-speed air cooling without failure, executing the step S213;

step S213: judging whether the current speed of the train is greater than or equal to a second preset high speed: if the current speed of the train is greater than or equal to the second preset high speed, executing step S214; if the current speed of the train is less than the second preset high speed, executing step S215;

step S214: sending a high-speed operation request of a cooling fan;

step S215: judging whether the current speed of the train is less than a first set high speed: if the current speed of the train is less than the first set high speed, executing step S216;

step S216: and a request for high-speed operation of the cooling fan is not sent out.

In the implementation, the steps of the substeps of judging whether to send a high-speed operation request of the cooling fan specifically further include:

under the condition that the traction inverter is in a working state and the cooling fan is in high-speed air cooling without fault,

taking the larger value of the stator temperature of the first traction motor and the stator temperature of the second traction motor of the same bogie as the stator temperature of the traction motor;

when the temperature of the stator of the traction motor is more than or equal to a second preset high temperature of the stator, sending a high-speed operation request of the cooling fan;

when the temperature of the stator of the traction motor is reduced from the second preset high temperature of the stator to be lower than the second preset high temperature of the stator and is more than or equal to the first preset high temperature of the stator, continuously sending a high-speed operation request of the cooling fan;

when the temperature of the stator of the traction motor is reduced to be lower than a first preset high temperature of the stator, a high-speed operation request of a cooling fan is not sent out;

the cooling index information further comprises the stator temperature of a first traction motor and the stator temperature of a second traction motor of the same bogie. Specifically, the first preset high temperature of the stator is 179 degrees celsius, and the second preset high temperature of the stator is 189 degrees celsius.

Thus, when the temperature of the stator of the traction motor is more than or equal to the second preset high temperature of the stator, a request for high-speed operation of the cooling fan is sent out; and when the temperature is reduced to be lower than the second preset high temperature of the stator and is more than or equal to the first preset high temperature of the stator, continuously sending a high-speed operation request of the cooling fan. In the process of cooling the stator temperature of the traction motor from a high temperature, the traction motor needs to be continuously cooled so as to reduce the stator temperature of the traction motor.

Specifically, the stator temperature of the first traction motor and the stator temperature of the second traction motor of the same bogie are collected by the axle temperature monitoring system and fed back to the central control unit through a communication bus such as an MVB bus. The shaft temperature monitoring system collects shaft temperature data and also collects the temperature of the stator and the temperature of the driving end and the non-driving end of the traction motor driving bearing. And the shaft temperature monitoring system has a communication interface with the CCU. Therefore, the central processing unit CCU is used for control independently, partial data communication between the traction control unit TCU and the central control unit CCU is reduced while no equipment is added, the control does not depend on the communication data of the traction control unit TCU, the control precision is high, and the control execution is fast.

A further specific implementation flow of the substep of determining whether to issue a request for high-speed operation of the cooling fan, as shown in fig. 6, includes:

step S221: when the TCU rectifier and inverter are pulse activated, step S222 is executed;

step S222: whether a cooling fan high-speed air cooling fault exists or not: if the high-speed air cooling of the cooling fan is failed, executing the step S223; if the cooling fan is in high-speed air cooling without failure, executing the step S224;

step S223: a high-speed operation request of the cooling fan is not sent out;

step S224: determining a stator temperature of the traction motor;

step S225: judging whether the temperature of the stator of the traction motor is more than or equal to a second preset high temperature of the stator: and if the temperature of the stator of the traction motor is more than or equal to the second preset high temperature of the stator, executing the step S226: when the temperature of the stator of the traction motor is lower than a second preset high temperature of the stator, executing the step S227;

step S226: and sending a high-speed operation request of the cooling fan.

Step S227: judging whether the temperature of the stator of the traction motor is less than a first preset high temperature of the stator: and (5) the temperature of the stator of the traction motor is lower than the first preset high temperature of the stator, and the step (S223) is executed.

taking the greater value of the temperature of the driving end and the temperature of the non-driving end of a first traction motor driving bearing and the temperature of the driving end and the temperature of the non-driving end of a second traction motor driving bearing of the same bogie as the temperature of the traction motor driving bearing;

when the temperature of the driving bearing of the traction motor is more than or equal to a second preset high temperature of the driving bearing, sending a request for high-speed operation of a cooling fan;

when the temperature of the driving bearing of the traction motor is reduced from the second preset high temperature which is more than or equal to the second preset high temperature of the driving bearing to the temperature which is less than the second preset high temperature of the driving bearing and is more than or equal to the first preset high temperature of the driving bearing, the high-speed operation request of the cooling fan is continuously sent;

when the temperature of the traction motor driving bearing is reduced to be lower than a first preset high temperature of the driving bearing, stopping sending a high-speed operation request of a cooling fan;

the cooling index information further includes a drive end temperature and a non-drive end temperature of a first traction motor and a drive end temperature and a non-drive end temperature of a second traction motor of the same bogie. Specifically, the first preset high temperature of the driving bearing is 85 ℃, and the second preset high temperature of the driving bearing is 95 ℃.

Thus, when the temperature of the driving bearing of the traction motor is more than or equal to the second preset high temperature of the driving bearing, a request for high-speed operation of the cooling fan is sent out; and when the temperature is reduced to be lower than the second preset high temperature of the driving bearing and is more than or equal to the first preset high temperature of the driving bearing, the request of high-speed operation of the cooling fan is continuously sent. In the process of reducing the temperature of the drive bearing of the traction motor from high temperature, the traction motor needs to be continuously cooled so as to reduce the temperature of the stator of the traction motor.

As shown in fig. 7, a further specific implementation flow of the substep of determining whether to issue a request for high-speed operation of the cooling fan includes:

step S231: when the TCU rectifier and the inverter are activated, executing step S232;

step S232: whether a high-speed air cooling fault of a cooling fan exists or not: if the high-speed air cooling of the cooling fan is failed, executing the step S233; if the cooling fan is in high-speed air cooling without failure, executing the step S234;

step S233: a high-speed operation request of the cooling fan is not sent out;

step S234: determining a stator temperature of the traction motor;

step S235: judging whether the temperature of the stator of the traction motor is more than or equal to a second preset high temperature of the stator: and if the temperature of the stator of the traction motor is more than or equal to the second preset high temperature of the stator, executing the step S236: when the stator temperature of the traction motor is lower than the second preset high temperature of the stator, executing step S237;

step S236: and sending a high-speed operation request of the cooling fan.

Step S237: judging whether the temperature of the stator of the traction motor is less than a first preset high temperature of the stator: and (5) the temperature of the stator of the traction motor is lower than the first preset high temperature of the stator, and the step (S233) is executed.

Specifically, the temperature of the driving end and the temperature of the non-driving end of the first traction motor driving bearing and the temperature of the driving end and the temperature of the non-driving end of the second traction motor driving bearing are collected by a shaft temperature monitoring system and fed back to the central control unit through a communication bus such as an MVB bus.

In implementation, when a low-speed operation request of the cooling fan exists, but the low-speed air cooling fault of the cooling fan occurs, and the cooling fan cannot enter the low-speed operation, a high-speed operation request of the cooling fan is sent out. Specifically, under the condition that the traction inverter is in a working state and the cooling fan is in high-speed air cooling without fault,

and when the current speed of the train is greater than or equal to the second preset low speed and the low-speed air cooling of the cooling fan is failed, sending a high-speed running request of the cooling fan.

Therefore, when a low-speed operation request of the cooling fan exists, but the low-speed air cooling of the cooling fan is failed, the high-speed operation request of the cooling fan is sent under the condition that a low-speed operation instruction of the cooling fan cannot be sent. And according to the steps of the control method, under the conditions that no cooling fan low-speed operation instruction exists, the auxiliary power supply system allows the cooling fan to be started, a cooling fan high-speed operation request is provided, the cooling fan is free of failure in high-speed air cooling, and all conditions are met, the cooling fan high-speed operation instruction is sent. And the cooling fan cools the traction motor according to a high-speed air cooling mode. Therefore, the cooling degree is higher, the traction motor cannot be damaged, and the protection effect on the traction motor is achieved.

A flow of a specific implementation of the substep of determining whether to issue a request for high-speed operation of the cooling fan, as shown in fig. 8, includes:

step S241: when the TCU rectifier and inverter are pulsed active, step S242 is performed;

step S242: whether a cooling fan high-speed air cooling fault exists or not: if the high-speed air cooling of the cooling fan is failed, executing the step S243; if the cooling fan is air-cooled at high speed without failure, executing the step S246;

step S243: judging whether the current speed of the train is greater than or equal to a second preset low speed: executing step S244 if the current speed of the train is greater than or equal to the second preset low speed; returning to execute the step S243 when the current speed of the train is less than the second preset low speed;

step S244: whether the low-speed air cooling of the cooling fan has a fault or not: if the cooling fan has a fault in the low-speed air cooling, executing the step S245;

step S245: sending a high-speed operation request of a cooling fan;

step S246: and a request for high-speed operation of the cooling fan is not sent out.

According to the cooling fan control method of the rail train traction motor, the current speed of the train, the stator temperature of the traction motor, the drive end temperature and the non-drive end temperature of the traction motor drive bearing are monitored, the medium-voltage load starting control time sequence of the auxiliary power supply system and the state of the cooling fan are comprehensively considered, automatic starting and stopping control of high-speed air cooling of the cooling fan is achieved, heat can be timely dissipated for the traction motor, and the protection effect is achieved for the traction motor.

EXAMPLE III

The cooling fan control method of the rail train traction motor in the embodiment of the application has the following characteristics on the basis of the second embodiment.

In the implementation, the step of judging whether to send a low-speed operation request of the cooling fan in the operation control of the low-speed air cooling specifically comprises the following steps:

a plurality of substeps for judging whether to send a low-speed operation request of the cooling fan;

in any substep of judging whether to send a low-speed operation request of the cooling fan, when the judgment result is that the low-speed request of the cooling fan is sent, the low-speed operation request of the cooling fan is sent.

Specifically, the steps of the substeps of judging whether to send a request for low-speed operation of the cooling fan specifically include:

when the state of the traction inverter is a working state and the cooling fan is in low-speed air cooling without fault;

when the current speed of the train is greater than or equal to a second preset low speed, sending a low-speed running request of the cooling fan;

when the current speed of the train is reduced from the second preset low speed or more to the second preset low speed or less and is greater than or equal to the first preset low speed, the request for the low-speed operation of the cooling fan is continuously sent out;

and when the current speed of the train is reduced to be less than the first preset low speed, the request for low-speed operation of the cooling fan is not sent out.

Specifically, the first preset low speed is 7 km/h, and the second preset low speed is 10 km/h. The faster the current speed of the train, the higher the power of the traction motors. According to the difference of the current speed of the train, a high-speed running request and a low-speed running request of the cooling fan are sent out, so that energy can be saved.

In the implementation, the steps of the substeps of judging whether to send a low-speed operation request of the cooling fan specifically comprise:

under the condition that the traction inverter is in a working state and the cooling fan is in low-speed air cooling without fault,

when the temperature of the stator of the traction motor is more than or equal to a second preset low temperature of the stator, sending a low-speed operation request of the cooling fan;

when the temperature of the stator of the traction motor is reduced from the second preset low temperature which is more than or equal to the second preset low temperature of the stator to the second preset low temperature which is less than the second preset low temperature of the stator and is more than or equal to the first preset low temperature of the stator, the request of the cooling fan for low-speed operation is continuously sent out;

when the temperature of the stator of the traction motor is reduced to be lower than a first preset low temperature of the stator, a request for low-speed operation of the cooling fan is not sent out.

Specifically, the first preset low temperature of the stator is 52 ℃, and the second preset low temperature of the stator is 60 ℃.

In the implementation, the steps of the substeps of judging whether to send a request for low-speed operation of the cooling fan specifically further include:

when any temperature of the driving end temperature and the non-driving end temperature of a first traction motor driving bearing and the driving end temperature and the non-driving end temperature of a second traction motor driving bearing of the same bogie is more than or equal to a second preset low temperature of the driving bearings, sending a low-speed operation request of a cooling fan;

when the highest temperature of the driving end and the non-driving end of the first traction motor driving bearing and the temperature of the driving end and the non-driving end of the second traction motor driving bearing is reduced from the temperature which is more than or equal to the second preset low temperature of the driving bearing to the temperature which is less than the second preset low temperature of the driving bearing and is more than the first preset low temperature of the driving bearing, continuously sending a low-speed operation request of the cooling fan;

and when the temperature of the driving end and the temperature of the non-driving end of the first traction motor driving bearing and the temperature of the driving end and the temperature of the non-driving end of the second traction motor driving bearing are respectively lower than the first preset low temperature of the driving bearing, not sending a low-speed operation request of the cooling fan.

Specifically, the first preset low temperature of the driving bearing is 50 ℃, and the second preset low temperature of the driving bearing is 60 ℃.

when the train is static, if any one of the temperature of the stator of the first traction motor and the temperature of the stator of the second traction motor is greater than or equal to a first preset low temperature of the stator, or the temperature of the driving end and the temperature of the non-driving end of the driving bearing of the first traction motor and the temperature of the driving end and the temperature of the non-driving end of the driving bearing of the second traction motor are greater than or equal to the first preset low temperature of the driving bearing, maintaining the low-speed starting request of the cooling fan for a preset time.

Specifically, the preset time is 3 minutes, and the time can be adjusted according to energy conservation or other conditions.

According to the cooling fan control method of the rail train traction motor, the low-speed air cooling and the automatic start-stop control of the stop operation of the cooling fan are realized by monitoring the current speed of the train, the stator temperature of the traction motor, the drive end temperature and the non-drive end temperature of the traction motor drive bearing, comprehensively considering the medium-voltage load start control time sequence of the auxiliary power supply system and the state of the cooling fan, so that the heat can be dissipated for the traction motor in time, and the protection effect is realized for the traction motor.

Example four

Under a normal working state, the cooling fan receives a low-speed operation instruction of the cooling fan, and the cooling fan cools the traction motor according to a low-speed air cooling mode; and the cooling fan receives the high-speed operation instruction of the cold cutting fan, and cools the traction motor according to a high-speed air cooling mode.

But there are also abnormal operating conditions such as:

in the first case, when there is a request for low-speed operation of the cooling fan, but there is a fault in low-speed air cooling of the cooling fan and the cooling fan cannot enter low-speed operation, a request for high-speed operation of the cooling fan is issued. Specifically, under the condition that a low-speed operation request of the cooling fan exists and the low-speed air cooling of the cooling fan is in failure,

and sending a high-speed operation request of the cooling fan when the cooling fan is free from faults in high-speed air cooling.

Therefore, when the low-speed operation request of the cooling fan exists, but the low-speed operation fault of the cooling fan occurs, the high-speed operation request of the cooling fan is sent under the condition that the low-speed operation instruction of the cooling fan cannot be sent. And then according to the steps of the control method, under the conditions that no cooling fan low-speed operation instruction exists, the auxiliary power supply system allows the cooling fan to be started, a cooling fan high-speed operation request is provided, the cooling fan is free of failure in high-speed air cooling, and all conditions are met, the cooling fan high-speed operation instruction is sent. And the cooling fan cools the traction motor according to a high-speed air cooling mode. Therefore, the cooling degree is higher, the traction motor cannot be damaged, and the protection effect on the traction motor is achieved. The method and the device realize that the cooling fan is started to run at a high speed when the low-speed running request of the cooling fan exists but the low-speed air cooling fault of the cooling fan occurs.

In the second case: when a high-speed operation request of the cooling fan exists, but the high-speed air cooling of the cooling fan is failed and the cooling fan cannot enter the high-speed operation, a low-speed request of the cooling fan is sent. Specifically, under the condition that a request for high-speed operation of the cooling fan exists and the high-speed air cooling of the cooling fan is in failure,

and sending a low-speed operation request of the cooling fan when the cooling fan is in low-speed air cooling failure.

Therefore, when the high-speed operation request of the cooling fan exists, but the high-speed air cooling of the cooling fan is failed, the low-speed operation request of the cooling fan is sent under the condition that the high-speed operation instruction of the cooling fan cannot be sent. And then according to the steps of the control method, under the conditions that no cooling fan high-speed operation instruction exists, the auxiliary power supply system allows the cooling fan to be started, a cooling fan low-speed operation request is provided, the cooling fan is free of fault in low-speed air cooling, and all conditions are met, the cooling fan low-speed operation instruction is sent. And the cooling fan cools the traction motor according to a low-speed air cooling mode. Therefore, the cooling degree is low, and a certain protection effect is achieved on the traction motor.

And sending a low-speed request of the cooling fan to generate a low-speed operation instruction of the cooling fan under the condition that the high-speed operation request of the cooling fan exists, but the high-speed air cooling fault of the cooling fan occurs and the high-speed operation cannot be carried out. That is, the flow of the protection measures after the cooling fan is failed in high-speed air cooling and runs in low-speed air cooling is shown in fig. 9, and the method further comprises the following steps:

step S511: taking the larger value of the temperature of the stator of the first traction motor and the temperature of the stator of the second traction motor of the same bogie as the temperature of the stator of the traction motor;

when the temperature of the stator of the traction motor is greater than or equal to the second early warning temperature of the stator, cutting off the inverter of the traction motor, namely stopping the traction motor; namely, step S512: judging whether the temperature of the stator of the traction motor is more than or equal to a second early warning temperature of the stator: when the temperature is greater than or equal to the second early warning temperature of the stator, executing step S513: cutting off an inverter of the traction motor; when the temperature of the stator of the traction motor is lower than the second early warning temperature of the stator, executing step S514;

when the temperature of the stator of the traction motor is lower than the second early warning temperature of the stator and is higher than or equal to the first early warning temperature of the stator, reducing the power of the traction motor to a preset proportion; namely, step S514: judging whether the temperature of the stator of the traction motor is more than or equal to a first early warning temperature of the stator: when the temperature is greater than or equal to the first early warning temperature of the stator, step S515 is executed: and reducing the power of the traction motor to a preset ratio.

The flow of another protection measure after the cooling fan is failed in high-speed air cooling and runs in low-speed air cooling is shown in fig. 10;

step S521: taking the greater value of the temperature of the driving end and the temperature of the non-driving end of a first traction motor driving bearing and the temperature of the driving end and the temperature of the non-driving end of a second traction motor driving bearing of the same bogie as the temperature of the traction motor driving bearing;

when the temperature of the driving bearing of the traction motor is greater than or equal to the second early warning temperature of the driving bearing, an inverter of the traction motor is cut off, the traction motor stops working, and the train speed limit is the second speed limit; namely, step S522: judging whether the temperature of the driving bearing of the traction motor is more than or equal to a second early warning temperature of the stator: when the temperature is greater than or equal to the second early warning temperature of the driving bearing, executing step S523: cutting off an inverter of the traction motor, stopping the traction motor, and setting the train speed limit as a second speed limit; when the temperature of the driving bearing of the traction motor is lower than the second early warning temperature of the driving bearing, executing the step S524;

and when the temperature of the driving bearing of the traction motor is lower than the second early warning temperature of the driving bearing and is higher than or equal to the first early warning temperature of the driving bearing, the inverter of the traction motor is cut off, the traction motor stops working, and the train speed limit is the first speed limit. Namely, step S524: judging whether the temperature of the driving bearing of the traction motor is more than or equal to the first early warning temperature of the driving bearing: when the temperature is higher than or equal to the first early warning temperature of the driving bearing, executing the step S525: and cutting off an inverter of the traction motor, stopping the traction motor, and setting the train speed limit as a first speed limit.

Specifically, the first early warning temperature of the stator is 180 ℃, and the preset proportion is 50%; the second early warning temperature of the stator is 199 ℃.

Specifically, the second early warning temperature of the driving bearing is 140 ℃, and the second speed limit is 140 kilometers per hour; the first early warning temperature of the driving bearing is 120 ℃, and the first speed limit is 200 kilometers per hour.

The method for controlling cooling fans of traction motors of a rail train according to the first to fourth embodiments is applicable to a case where each motor train has two bogies, as shown in fig. 11, each bogie is provided with two traction motors 611, and the two traction motors 611 of the bogie are cooled by one cooling fan 621.

FIG. 12 is a diagram of power supply lines for the cooling fan shown in FIG. 11; fig. 13 is a control circuit of the cooling fan shown in fig. 11. As shown in fig. 12 and 13, the cooling fan is divided into a high-speed power supply line and a low-speed power supply line. When the cooling fan needs to run in a high-speed air cooling mode, the central control unit enables the low-speed relays Q04 and Q05 to be powered on, the normally open contacts are closed, the normally closed contacts are opened, the high-speed power supply circuit is powered on, and the low-speed power supply circuit is in a disconnected state, namely the high-speed power supply circuit and the low-speed power supply circuit are interlocking circuits and only one circuit can be powered on. When the cooling fan needs to operate at a low speed, the central control unit CCU enables the high-speed relay Q06 to be powered on, the low-speed power supply line to be powered on, the high-speed power supply line to be disconnected, and the cooling fan operates at a low speed. In fig. 12, the high-speed idle switch F01 of the high-speed power supply line and the low-speed idle switch F02 of the low-speed power supply line should be always closed, the closed state of the idle switch is also collected and transmitted back to the central control unit CCU in real time, and after the central control unit CCU detects the open state of the idle switch, a high-speed/low-speed idle switch fault is reported.

The contact states of the high-speed relay Q06 and the low-speed relays Q04 and Q05 in fig. 13 are fed back to the central control unit CCU, and the CCU determines whether a high-speed start fault and a low-speed start fault of the cooling fan occur according to the high/low control command and the contact states of the high/low relays.

The control method is provided with a starting fault counter, and the number of times of fault occurrence can be accumulated. The starting fault occurs for the first time, the fault reason is considered to be that a short-time shell of a relay is blocked or fault false triggering is considered, the fault is maintained for x minutes (specific data is adjustable) after the first starting fault occurs, the cooling fan is not allowed to be started again within x minutes, and the cooling fan is started again when the fault disappears and other starting instruction conditions are met after x minutes. If faults occur for 2 times or more, the faults can not be reset again and exist all the time and are displayed on the HMI. The fault reset can be completed only when the train is reset greatly.

EXAMPLE five

The cooling blower control system of rail train traction motor of the embodiment of the present application, as shown in fig. 14, includes:

a central control unit 631, a traction control unit 632, a brake control system 633, and an axle temperature monitoring system 634; the traction control unit 632, the brake control system 633 and the axle temperature monitoring system 634 are respectively connected to the central control unit 631 in communication via a communication bus, such as an MVB bus.

Fig. 14 is a block diagram of a cooling fan control system for a rail train traction motor. The cooling fan testing function can be realized through an HMI operation interface (namely a human-computer operation interface), and an IO module (namely an input-output module) can apply a starting instruction to the control circuit. The MVB Bus is a Multifunction Vehicle Bus (hereinafter referred to as Multifunction Vehicle Bus), and is a serial data communication Bus mainly used for interconnection devices with interoperability and interchangeability requirements.

Design test interface can carry out artificial test to cooling blower, verifies interconnecting link and cooling blower operating condition. A cooling fan testing interface is arranged on the HMI, a cooling fan low-speed testing button or a cooling fan high-speed testing button is arranged on the interface, and under the condition that the train is static, all cooling fans on the whole train can be tested to run at high speed and low speed through the corresponding buttons on the HMI.

EXAMPLE six

The freight train of the embodiment of the present application includes:

a cooling fan control system of a rail train traction motor of the fifth embodiment;

and (4) intermediate cars.

FIG. 15 is a cross-sectional view of a longitudinal reinforcement beam of the underframe of the center truck of the freight train in accordance with the exemplary embodiment of the present application; FIG. 16 is a right side view of FIG. 15; FIG. 17 is a left side view of FIG. 15; FIG. 18 is a top side view of FIG. 15; fig. 19 is a bottom side view of fig. 15. As shown in fig. 15 to 19, the intermediate wagon of the freight train according to the embodiment of the present application includes:

a vehicle body underframe;

the chassis longitudinal reinforcing beam 2 is used for mounting equipment under the middle vehicle and is fixed on the lower surface of the boundary beam of the vehicle chassis;

wherein the chassis longitudinal reinforcing beam 2 is arranged along the length direction of the boundary beam of the vehicle body chassis.

In the intermediate wagon of the freight train in the embodiment of the application, the equipment under the intermediate wagon is arranged at the longitudinal reinforcing beam of the underframe, the longitudinal reinforcing beam of the underframe and the edge beam of the wagon underframe are fixed on the lower surface of the edge beam, and the longitudinal reinforcing beam of the underframe is arranged along the length direction of the edge beam of the wagon underframe. The longitudinal reinforcing beam of the underframe and the boundary beam of the underframe of the car body are both longer, and the weight of the equipment under the car can be uniformly dispersed on the boundary beam of the underframe of the car body through the longitudinal reinforcing beam of the underframe, so that the strength and rigidity of the underframe of the car body are higher, and the strength and rigidity of the middle car are higher as a whole.

In implementation, as shown in fig. 15, the longitudinal chassis reinforcing beam 2 is a section with a central mirror symmetry structure.

The section bar with the cross section of a central mirror symmetry structure is used as a longitudinal stiffening beam of the underframe, namely, the cross section of the longitudinal stiffening beam of the underframe is in a closed symmetrical structure, so that the section bar with the structure is not easy to deform after being stressed and has a stable structure.

In an implementation, the longitudinal chassis reinforcing beams are fixed on the lower surfaces of the two edge beams of the car body chassis, and each longitudinal chassis reinforcing beam is arranged along the length direction of the edge beam of the car body chassis in a full length mode.

And an underframe longitudinal reinforcing beam is fixed below each edge beam of the car body underframe, so that the whole car body underframe and the underframe longitudinal reinforcing beam have higher strength and rigidity as a whole. The overall car body underframe and the underframe longitudinal reinforcing beam are higher in strength and rigidity as a whole due to the mode of full-length arrangement.

In implementation, as shown in fig. 15, the underframe longitudinal reinforcing beam 2 is a section with a rectangular frame or a square frame in cross section;

as shown in fig. 16, the inner frame edge of the longitudinal reinforcing beam of the underframe has trapezoidal mounting holes 21, the upper edges and the lower edges of the trapezoidal mounting holes are horizontal, and the upper edges of the trapezoidal mounting holes 21 are longer than the lower edges of the trapezoidal mounting holes;

the intermediate vehicle also comprises an equipment cabin bracket;

the end part of the equipment compartment support enters the trapezoidal mounting hole from the upper edge of the trapezoidal mounting hole, is located at the lower edge of the trapezoidal mounting hole, and is fixed with the longitudinal reinforcing beam of the underframe.

The section bar of the rectangular frame or the square frame is used as a longitudinal reinforcing beam of the underframe, is not easy to deform after being stressed, and is convenient to process on the frame edge. The trapezoidal mounting holes are fixed with the equipment compartment support, namely the longitudinal stiffening beam of the underframe can improve the strength and rigidity of the middle vehicle and can fix the equipment compartment support.

In implementation, as shown in fig. 15 and 17, the outer frame edge of the longitudinal chassis reinforcing beam is provided with a longitudinal chassis reinforcing beam C-shaped groove 22;

the middle vehicle also comprises a skirt board mounting bracket;

wherein the apron board mounting bracket is fixed at the C-shaped groove 22 of the chassis longitudinal reinforcing beam.

The fixing of the apron board mounting bracket can also be realized by the longitudinal reinforcing beam of the underframe.

In practice, as shown in fig. 16 and 17, the inner frame edge and the outer frame edge of the longitudinal reinforcing beam of the underframe are respectively provided with a plurality of mounting holes 23 for the equipment under the car;

the under-vehicle equipment comprises a traction converter, a traction converter cooling device and an air conditioner wastewater discharge device; the traction converter, the traction converter cooling device and the air conditioner wastewater discharge device are fixed with the underframe longitudinal stiffening beam 2 through bolts, nuts and the under-car equipment mounting holes 23.

The large-part under-vehicle equipment comprises a traction converter, and a traction converter cooling device and an air conditioner wastewater discharge device are respectively fixed with a longitudinal stiffening beam of the underframe through the matching of an under-vehicle equipment mounting hole, a nut and a bolt. When the device is installed, the under-vehicle equipment and the longitudinal stiffening beam of the underframe are assembled, and the under-vehicle equipment and the longitudinal stiffening beam of the underframe are installed in an integrated installation mode through bolts, so that the operation is convenient, and the working efficiency is improved.

In practice, as shown in fig. 18 and 19, the upper frame edge and the lower frame edge of the longitudinal chassis reinforcing beam are provided with a plurality of longitudinal chassis reinforcing beam mounting holes 24 along the length direction of the longitudinal chassis reinforcing beam;

a plurality of boundary beam mounting holes are formed in the upper frame edge and the lower frame edge of the boundary beam of the vehicle body underframe along the length direction of the boundary beam of the vehicle body underframe; the longitudinal chassis reinforcing beam mounting hole 24 and the side beam mounting hole are fixed on the lower surface of the side beam of the vehicle body chassis through bolts and nuts.

The longitudinal reinforcing beam of the underframe is fixed on the lower surface of the boundary beam of the underframe of the car body through the matching of the longitudinal reinforcing beam mounting hole of the underframe, the boundary beam mounting hole, the bolt and the nut.

In implementation, as shown in fig. 16, the trapezoidal mounting holes 21 are isosceles trapezoidal mounting holes;

the chassis longitudinal reinforcing beam is an aluminum alloy chassis longitudinal reinforcing beam with an integrated structure;

as shown in fig. 17, the outer frame of the longitudinal reinforcing beam has a plurality of anti-loosening confirmation holes 25 along the longitudinal direction of the longitudinal reinforcing beam, and the anti-loosening confirmation holes are located at positions corresponding to the mounting holes of the longitudinal reinforcing beam, and are used for confirming whether bolts for fixing the longitudinal reinforcing beam and the edge beam of the vehicle body chassis are fastened or not through the anti-loosening confirmation holes.

The isosceles trapezoid-shaped mounting holes facilitate the mounting of the equipment compartment bracket. The chassis longitudinal reinforcing beam is an integrated aluminum alloy chassis longitudinal reinforcing beam, has low density and high strength and rigidity, and has small influence on the weight of the middle vehicle. Whether the bolts for fixing the longitudinal reinforcing beam of the underframe and the boundary beam of the car body underframe are fastened or not is confirmed through the anti-loosening confirmation holes, and the check can be conveniently carried out.

EXAMPLE seven

The embodiment of the application provides a middle car of a freight train, and on the basis of the sixth embodiment, the middle car further has the following characteristics.

The technical problem that the intermediate car of this application embodiment solved provides a simple structure, safe and reliable's body construction, and the intermediate car loading and unloading of being convenient for and the big overweight goods of transportation small density improve automobile body integral rigidity, promote vehicle packaging efficiency.

Fig. 20 is a schematic view of a vehicle body underframe of the intermediate vehicle according to the embodiment of the present application. In practice, as shown in fig. 20, the vehicle body underframe 3 comprises:

two of the side beams 31 arranged in parallel;

the two end beams 32 are respectively fixed at two ends of the two edge beams 31, and two ends of each end beam 32 are fixed with the end parts of the two edge beams 31;

a middle longitudinal reinforcing beam 33 which is arranged in parallel with the edge beam 31 and two ends of the middle longitudinal reinforcing beam 33 are respectively fixed with the middle position of the inner sides of the two end beams 32;

and a plurality of transverse reinforcing beams 34 fixed to the lower surface of the middle longitudinal reinforcing beam 33 at intervals, and both ends of the transverse reinforcing beams 34 are fixed to the two side beams 31, respectively.

The two edge beams and the two end beams are enclosed to form a rectangular frame, the two ends of the middle longitudinal reinforcing beam are respectively fixed in the middle positions of the two end beams in the length direction, the middle longitudinal reinforcing beam realizes the reinforcement in the length direction of the edge beams, and the transverse reinforcing beam reinforces in the length direction of the end beams, so that the strength and the rigidity of the whole vehicle body chassis are integrally higher, and the overall rigidity of the middle vehicle can reach the purposes of transporting, loading and unloading overweight cargos in a local area. The middle longitudinal reinforcing beam and the transverse reinforcing beam are intersected to form a crossed position which is used as a bearing area of the overweight goods with small volume and high density and can bear the overweight goods with small volume and high density for a long time.

In practice, as shown in fig. 20, the upper surfaces of the central longitudinal reinforcing beam 33, the edge beam 31 and the end beam 32 are flat;

the middle vehicle also comprises a floor, and the floor is welded and fixed on the upper surfaces of the middle longitudinal reinforcing beam, the edge beam and the end beam;

the edge beam and the end beam are welded and fixed, and the middle longitudinal reinforcing beam, the transverse reinforcing beam, the edge beam and the end beam are welded and fixed.

The inside of the vehicle body underframe is fixed in a welding mode, so that the rigidity and the strength of the whole vehicle body underframe are higher. The deformation of the car body is small after the car body underframe and the car body rigidity are improved, equipment can be conveniently installed, equipment under the car can be hoisted on the side beam, the middle longitudinal reinforcing beam and the transverse reinforcing beam, and the hoisting and the arrangement of the equipment are convenient while the integral rigidity of the car body is enhanced.

Example eight

The embodiment of the application provides a middle car of a freight train, and on the basis of the seventh embodiment, the middle car further has the following characteristics.

The automobile body of middle car of this application embodiment adopts the aluminum alloy automobile body. The aluminum alloy car body adopts a hollow aluminum alloy section and is of an integral welding type structure. The car body adopts a modular design and mainly comprises four parts, namely a roof, side walls, a car body chassis, end walls and the like. The two side walls are symmetrically distributed, the upper parts of the side walls are connected with the roof, the lower parts of the side walls are connected with the underframe of the vehicle body, and the end parts of the side walls are connected with the outer end wall. The side wall plays the effect of bridge in whole car, and the level of side wall design directly relates to the outward appearance and the intensity of whole car.

The vehicle body is the main body of the vehicle structure. The design of the vehicle body needs to consider two requirements:

the self functions of the vehicle body are as follows: the strength and the rigidity are related to the safety, the reliability and the comfort of operation; the railway clearance is met; the aerodynamic performance is good; safe and reliable service life.

Provide the environment for the installation of later process: and providing an installation interface and a rooting environment according to input requirements such as technical conditions, a general plan and the like.

The integral C-shaped groove in the automobile provides an interface for installation of in-automobile facilities such as electric (such as in-automobile wire grooves, indicator lamps and displays), interior (such as interior wall plates and interior frameworks) and equipment (such as door mechanisms, handrails, seats, air conditioners, windows and air conditioning systems).

Along with the increase of the application of the rail vehicles in batches, the development of system type research on the vehicle bodies by adopting different interface structures is imperative. The standardization and modularization of the whole C-shaped groove are formed, and the modularized and unified installation is realized by constructing serial products of the whole C-shaped groove.

Fig. 21 is an exploded schematic view of a side wall of the intermediate vehicle according to the embodiment of the present application. The middle car of the embodiment of the application further comprises a side wall, as shown in fig. 21, the side wall comprises a side wall section bar 41 fixed from top to bottom, the side wall section bar 41 is provided with a side wall full-length installation groove along the full length of the side wall section bar, and the side wall section bar is of an integrated structure.

The side wall section bar is of an integrated structure, and the side wall section bar and the side wall full-length installation groove along the full length of the side wall section bar are integrally extruded together in the same die and are integrally formed. Therefore, the installation problem of the side wall full-length installation groove and the side wall section bar does not exist.

The size, the structure and the interface relation of the side wall full-length mounting groove are unchanged, the distribution positions of the side wall full-length mounting groove are variable according to different requirements of a vehicle body section and subsequent mounting, and different adaptability changes are made. The design and manufacturing technology development trend of standardization, modularization and serialization of the body structure of the middle vehicle is met.

The side wall full-length installation groove can be divided into two types, namely an exposed type and a built-in type.

In implementation, when the side wall full-length installation groove is exposed, the side wall full-length installation groove is convexly arranged on the inner side of the side wall sectional material;

as shown in fig. 21, the side wall full length installation groove includes:

the center of the C-shaped side wall full-length installation groove 411 is positioned at the intersection of the studs of the side wall section bar;

and/or an L-shaped side wall full-length installation groove 412, wherein the root of the L-shaped side wall full-length installation groove 412 is located at the intersection of the studs of the side wall profile 41;

and/or the side wall full-length installation groove 413 of the L-shaped and C-shaped combination, wherein the center of the side wall full-length installation groove 413 of the L-shaped and C-shaped combination is positioned at the intersection of the studs of the side wall section bar 41.

The shape of the through long installation groove of the C-shaped side wall is similar to the shape of a letter C. The center of the C-shaped side wall full-length installation groove is located at the intersection of the studs of the side wall sectional material, and the arrangement position improves the bearing capacity of the C-shaped side wall full-length installation groove. And (3) subsequent installation and use: and the large end of the T-shaped bolt is buckled into the through long installation groove of the C-shaped side wall, and the component to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move in the C-shaped side wall full-length installation groove, so that the position of the installation component is adjusted.

The shape of the L-shaped side wall full-length installation groove is similar to that of a letter L, the root of the L-shaped side wall full-length installation groove is generally located at the intersection of studs of side wall profiles, and a triangular support with multiple studs is formed in a cavity, so that the bearing capacity is improved. And (3) subsequent installation and use: the extending surface of the L-shaped side wall through long mounting groove is bonded with the attachment surface by glue, and the upper part of the L-shaped side wall through long mounting groove is positioned and clamped by a clamp with a screw.

The L-shaped and C-shaped combined side wall through-length installation groove is combined like a letter C and L, a connecting part of the L-shaped and C-shaped combined side wall through-length installation groove and a vehicle body section is similar to a common C-shaped groove, a small flanging is formed at an opening of the C-shaped groove and extends to the outside of the opening, and the small flanging is similar to an L-shaped groove. The side wall of L type and C type combination leads to long mounting groove center and generally lies in section bar stud junction, forms the triangular supports of many studs in the die cavity, improves bearing capacity. And (3) subsequent installation and use: type C moiety: the big end of the T-shaped bolt is buckled into the C-shaped groove, and the component to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move in the C-shaped groove, so that the position of the mounting component can be adjusted. L-type moiety: the L-shaped extending surface of the mixed C-shaped groove is bonded with the attachment surface by glue, and the upper part of the mixed C-shaped groove is positioned and clamped by a clamp with a screw. L-shaped moiety: and a round hole is formed in the L extending surface of the mixed C-shaped groove and is used as a fabrication hole for vehicle body assembly and vehicle body positioning. Generally located at the center of the vehicle body, the one-position end, the two-position end or the place with the requirement of accurate positioning. (because the whole vehicle body is longer, about 20m, the accessory installation needs datum positioning, more datums are arranged, the nearby measurement is convenient, and the positioning accuracy is improved)

In implementation, the intersection of the studs of the side wall profile is a triangular support with multiple studs.

Like this, the bearing capacity of side wall full length mounting groove is stronger.

In implementing, when the side wall leads to long mounting groove and is the formula of hiding outward, the side wall leads to long mounting groove to be concave to be established the inboard of side wall section bar, the side wall leads to long mounting groove to include:

the side wall of indent C type leads to long mounting groove 414, the center of side wall of indent C type leads to long mounting groove is located the stud intersection of side wall section bar.

The inward concave C-shaped side wall through long mounting groove means that the whole C-shaped groove is arranged in the section bar cavity, belongs to a part of the section bar stud and forms a closed cavity. The concave C-shaped side wall through long mounting groove can reduce the weight of the section bar and provide more mounting space, and is suitable for places with strict requirements on the mounting space. The shape of the through long mounting groove of the side wall of the inward concave C-shaped groove is similar to that of a Chinese character 'kou', an inner skin of the vehicle body section is arranged on one side of the mounting surface of the C-shaped groove, two inclined rib supports are arranged on one side of the non-mounting surface of the C-shaped groove, and the inclined ribs are connected with an outer skin of the vehicle body section to form a quadrilateral cavity. And (3) subsequent installation and use: a cross-shaped opening is processed on one side of the mounting surface of the inward-concave C-shaped side wall through-length mounting groove, namely a rectangular hole is formed in the middle of the installation surface, and long round holes are formed in the two sides of the installation surface. The rectangular hole is a fabrication hole and used for mounting the T-shaped bolt. The large end of the T-shaped bolt is introduced from the middle rectangular opening and slides to the long round hole, and the member to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move at the opening of the long circular hole, so that the effect of adjusting the position of the installation component to a certain degree is achieved.

The side wall full-length installation groove structure meets the requirements of universality, applicability, reliability, maintainability and economy. The side wall full-length mounting groove realizes the same structure, mounting interface and performance parameters of the parts. The modularization of the vehicle body interface is a necessary condition for guaranteeing the installation modularization of the subsequent process.

1. High strength and reliability

The consolidation strength is increased, the installation strength is improved, and the installation reliability is higher. Further improve bearing capacity and enlarge the threshold range of the weight of the accessories installed in the subsequent procedure or further reduce hoisting points.

2. Convenient installation and stable quality

2.1) the installation of the subsequent accessories is simpler and more convenient and quicker, and the installer can complete the operation only by using a simple tool.

2.2) for the vehicle body itself: the separation of the main structure of the vehicle body and the C groove is avoided, and the C groove is fixed on the vehicle body in a welding, riveting and bonding mode. The secondary adjustment and repair of the accessory installation precision and the side wall profile degree are reduced, wherein the secondary adjustment and repair of the side wall is influenced by the deformation of the side wall caused by the installation of the C-shaped groove and the accessory. The full-length C groove structure is beneficial to improving the assembly precision, reducing the assembly difficulty, saving the installation time and improving the working efficiency.

Welding deformation is easy to generate during welding, the verticality of the installation planeness is influenced, and the process difficulty is high in places with high installation requirements; the welding C groove needs to be arranged on a vehicle body profile stud, and the welding defect problems such as welding feathering and the like caused by the thickness of the profile wall are prevented. The C-shaped groove is welded at multiple positions, so that heat input is large, and the flatness of the side wall is affected.

The welding and riveting C-shaped groove requires space, and the visibility and accessibility of welding limit the design position of the C-shaped groove. If the vehicle body is operated in a narrow space, a lot of inconvenience is brought. Therefore, the labor intensity is greatly reduced by the full-length C-shaped groove, and the working efficiency is greatly improved.

3. Convenient maintenance, strong replaceability and high maturity

Due to the structural system type (the C-shaped groove interface and the mounting bolt system type), when the device is maintained, replaced parts can be found conveniently, interchangeability is improved, fault quick maintenance is facilitated, maintenance time is saved, and maintenance cost is reduced.

Is beneficial to design change and is easy to adjust. When the mounting point is changed in the next procedure, the mounting requirements can be met by moving the position of the bolt without changing the vehicle body.

The design efficiency of the product is improved, a standardized and modularized vehicle body full-length C-shaped groove structure is established (new parts are required to be designed due to the fact that the section and the length of a new C-shaped groove are reduced), modularization is conducted, a mature structure and an interface system type are determined to be limited, and corresponding modules are directly called in the product design and production processes, so that the design efficiency and the design accuracy are improved.

4. Reduce the cost

The modularized and uniform mounting structure is provided, the mounting quality is guaranteed, the production efficiency is improved, and the production cost is reduced.

Example nine

The embodiment of the application provides a middle car of a freight train, and on the basis of the eighth embodiment, the middle car further has the following characteristics.

In practice, fig. 22 is a schematic view of a closed inner end wall of the intermediate car according to the embodiment of the present application; FIG. 23 is a schematic view of the U-shaped interface plugging profile of the closed inner end wall shown in FIG. 22; FIG. 24 is an exploded view of the inner end wall half of the closed inner end wall shown in FIG. 22. The intermediate car still includes: as shown in figures 22 and 23 of the drawings,

the wall body section bar comprises a plurality of wall body section bars, wherein one end of each wall body section bar is provided with a wall body section bar U-shaped interface 51, and the other end of each wall body section bar is provided with a protruding wall body section bar stud 52;

the wall profile vertical rib 52 of one wall profile is inserted into the U-shaped interface 51 of the wall profile of the other wall profile to be spliced and welded to form a wall;

wherein the wall section studs 52 are used as lining plates for welding.

The two ends of the wall body section bar are respectively provided with a wall body section bar U-shaped interface and a wall body section bar stud, when a plurality of wall body section bars are required to be welded and fixed, the wall body section bar stud of one wall body section bar is only required to be inserted into the wall body section bar U-shaped interface of the other wall body section bar for splicing and welding, and the wall body is formed by multiple operations. In the process of splicing and welding, the wall body section bar stud plays a role of a lining plate for welding. Thus, it is not necessary to separately provide a welding backing plate at the time of welding.

In implementation, as shown in fig. 21, when the wall is the sidewall; the side walls are formed by welding the wall body profiles 41 from top to bottom;

the wall body section bar stud 52 of one end of the side wall is inserted into a body U-shaped connector preset with the body chassis of the middle car and welded, and the wall body section bar U-shaped connector 51 of the other end is spliced and welded with a body stud preset on the top of the middle car.

A plurality of wall body section bars form the side wall from top to bottom in a welding mode. The two ends of the side wall are required to be fixed with the vehicle body, the wall section vertical ribs of the side wall are in plug-in welding with a vehicle body U-shaped interface preset on the vehicle body bottom frame, and the wall section U-shaped interface is in plug-in welding with vehicle body vertical ribs preset on the vehicle top. Therefore, the side wall, the vehicle body underframe and the vehicle roof are welded and fixed.

In practice, as shown in fig. 22, 23 and 24, when the wall body is an inner end wall half-wall; the inner end wall half wall is formed by transversely welding wall body profiles;

the wall body section bar comprises a U-shaped interface plugging section bar 53, wherein one end of the U-shaped interface plugging section bar 53 is provided with two U-shaped interface grooves 531, and two arms of a U-shaped interface 51 of the wall body section bar at one end of the inner end wall half wall are respectively inserted into the U-shaped interface grooves 531 for lap welding;

the stud connecting section bar 54 is provided with connecting section bar U-shaped interfaces at two ends of the stud connecting section bar 54 respectively, and the connecting section bar U-shaped interfaces are respectively in lap joint welding with the stud of the wall body section bar at one side of the two inner end wall half walls.

Each wall body section bar is transversely welded to form an inner end wall half wall, because the wall body section bar stud is inserted into the U-shaped connector of another wall body section bar for welding, in the process of splicing and welding, the wall body section bar stud plays a role of a lining plate for welding. Thus, it is not necessary to separately provide a welding backing plate at the time of welding. Meanwhile, the air tightness between the wall body section bars of the inner end wall half wall is high, meanwhile, the welding deformation is effectively controlled, the welding water leakage is prevented, and the flatness of the inner end wall half wall is improved.

Two arms of a U-shaped connector of a wall body section at one end of each inner end wall half wall are in lap joint welding with a U-shaped connector groove, a U-shaped connector of a connecting section is in lap joint welding with studs of wall body sections at one side of the two inner end wall half walls in a lap joint welding mode, the assembly of the inner end walls can be controlled by adjusting the lap joint quantity, and the smooth installation of the inner end walls is guaranteed.

When the inner end wall is installed, firstly, the U-shaped interface plugging section bar is welded with the side walls on two sides and the car roof and the car body underframe on one side; secondly, inserting a wall section bar of an inner end wall into the U-shaped interface plugging section bar for lapping; thirdly, a U-shaped interface plugging section bar connected with the vehicle body underframe is installed on the installation part and welded; then, inserting the wall body section bar composition of the other inner end wall into the U-shaped interface plugging section bar for overlapping, and installing the edge sealing section bar at the position where the underframe is not welded; and finally, adjusting the lap joint quantity to respectively combine the stud connecting section bar with the inner end wall half walls on the two sides for lap joint welding.

Thus, the air tightness of the entire inner end wall is high, i.e., the inner end wall is a closed inner end wall. The middle vehicle adopts a closed inner end wall, and has the following beneficial effects:

1. the system has no passenger carrying requirement, and a working area and a freight cabin area need to be isolated according to the requirement characteristics of freight transportation, so that the use requirement of a freight motor train unit is met;

2. the air tightness requirements of different working areas and warehouse areas are met;

3. the integral bearing frame structure is formed with the end part of the roof and the underframe part of the vehicle body, and the strength, the longitudinal direction and the torsional rigidity of the vehicle body are improved.

The material of the inner end wall not only has proper strength, but also requires good welding performance, and particularly the performance of a welding seam is close to the performance level of a base material. The material is selected according to different functions of each part and stress conditions at the part, the inner end wall board is made of 6005A-T6 materials, and other plates are made of 5083-H111 materials. The mechanical properties of the aluminum alloy material for the inner end wall of the center car are listed in table 1.

TABLE 1 mechanical properties of aluminum alloy material for inner end wall

2.2.1.2 inner end wall section bar

The invention relates to an inner end wall structure suitable for a freight motor train unit. The wall thickness of the section of the inner end wall profile is 2.5mm, and the thickness of the stud is 2.5 mm.

Example ten

The embodiment of the application provides a middle car of a freight train, and on the basis of the ninth embodiment, the middle car further has the following characteristics.

Fig. 25 is a schematic view of a roof of the center vehicle according to the embodiment of the present application. In implementation, the middle vehicle further comprises a vehicle body, and the vehicle body comprises a roof and the side walls;

as shown in fig. 25, the intermediate vehicle further includes:

the fresh air opening is formed in the side wall;

the second cargo compartment door opening 210 and the upper door frame 211, the upper edge of the second cargo compartment door opening 210 is located at the edge beam of the roof, and the upper edge of the second cargo compartment door opening 210 is welded and fixed with the upper door frame 211.

In the intermediate vehicle according to the embodiment of the present application, the transportation object is cargo, which is different from that of a passenger vehicle, and therefore, structural improvement is also performed in terms of function. First, the air conditioner installation port is eliminated. The freight transportation motor train unit has no passenger carrying requirement. If the air conditioner is installed, a mounting hole needs to be formed in the roof, the vehicle body section is removed by about 337KG, and the whole air conditioning system weighs about 1660KG and weighs about 1323KG compared with the air conditioning system without the vehicle body section. Therefore, the air conditioner mounting port is eliminated, and the requirement of vehicle body light weight is met.

And secondly, the position of the fresh air inlet is arranged at the side wall. The existing fresh air opening is arranged on the shoulder part of the vehicle body. Because the air conditioner is not installed, if the fresh air inlet is still arranged on the shoulder of the vehicle body, water cannot be drained in the vehicle, and rainwater can easily enter the vehicle. The fresh air opening of the middle vehicle is formed in the side wall, and rainwater is prevented from entering the vehicle through the fresh air opening. In addition, the fresh air opening arranged at the shoulder part of the automobile needs to be provided with a half hole on the roof and a half hole on the side wall, so that the process is complex. The fresh air inlet of the middle vehicle is arranged at the side wall, and only one-time processing is needed to be carried out on the side wall, so that the processing procedure and the vehicle body assembling procedure are simplified.

Finally, the upper edge of the second cargo compartment door opening is raised to the side beam of the vehicle roof from the side wall position in the prior art, and an upper door frame is added. In order to meet the requirement of fast loading and unloading large-size containers, a large-span second cargo bin door opening is arranged on the side part of the vehicle body. The method that the upper door angle and the lower door angle are directly milled on the side wall section bar of the existing middle vehicle is changed, and the upper edge of the second cargo compartment door opening is improved to the side beam of the vehicle roof. To ensure greater strength in the installation of loading doors in the doorway area and to ensure a large span loading doorway size, a door frame machined from a thick sheet of 6082-T6 aluminum is welded to the upper edge of the doorway. The car body welds the door frame and avoids the welding seam of the door corner area completely, the door corner structure becomes a processing section bar, and the strength is increased.

EXAMPLE eleven

FIG. 26 is a schematic illustration of a head car according to an embodiment of the present application; FIG. 27 is an enlarged view of a portion A of FIG. 26; shown in fig. 28 is a side view of fig. 27; shown in fig. 29 is a right side view of fig. 27; please refer to fig. 26-29.

The embodiment provides a head vehicle, which comprises a water tank 160, a head roof 101 and a head side wall 102, wherein the water tank 160 is arranged on one side of the center line in the width direction of the vehicle body; the head roof panel 101 is arranged above the water tank 160, and the water tank 160 is hung on the head roof panel 101 through the first hanging seat 170; the primary side wall 102 is connected with one side of the primary roof 101 in the width direction of the train, and the water tank 160 is suspended at the upper end of the primary side wall 102 through the second suspension seat 180.

In this embodiment, the water tank 160 is disposed on one side of the center line of the vehicle body in the width direction, so that the water tank 160 is eccentrically disposed in the primary vehicle compartment, thereby avoiding the air duct structure in the primary vehicle compartment and avoiding the interference phenomenon. The water tank 160 is respectively suspended on the head car top plate 101 and the head car side wall 102 through the first suspension seat 170 and the second suspension seat 180, so that the stability of connection of the water tank 160 is ensured.

Further, the side wall 102 of the head car of the present embodiment includes a first section and a second section connected to each other, the first section is connected to the head car roof 101, and a vertical cross section of the first section is arc-shaped.

The water tank 160 includes a top surface 161, a bottom surface 162, and four side surfaces 163 connecting the top surface 161 and the bottom surface 162, and the top surface 161 is connected to the side surfaces 163 adjacent to the sidewall 102 via inclined surfaces 164.

In the embodiment, the inclined surface 164 connecting the top surface 161 and the side surface 163 is arranged, so that the water tank 160 avoids the side wall 102 of the head car on the premise of ensuring a larger volume, and interference is avoided.

In this embodiment, a side 163 of the water tank 160 facing the side wall 102 of the head car is provided with a water injection pipe 165, a side 163 of the water tank 160 facing the cab is provided with an overflow pipe and a drain pipe, and the drain pipe is provided with a drain valve. Through the arrangement, the overflow pipe and the drain pipe avoid electric parts in the carriage, so that the safety in the carriage is improved; meanwhile, the arrangement of the overflow pipe and the drain pipe on the side 163 of the water tank 160 facing the cab also allows an operator to have a sufficient installation and overhaul space.

Further, the water tank 160 of the embodiment suspends the head car top plate 101 through the two first hanging seats 170, and the first hanging seats 170 are arranged on one side, away from the head car side wall 102, of the top surface 161 of the water tank 160, so that the installation of an operator is facilitated; the two first hanging seats 170 are respectively located at both ends of the water tank 160 in the length direction of the vehicle body.

Specifically, the first hanger 170 of the present embodiment includes a first sub hanger 171 connected to the head roof panel 101 and a second sub hanger 172 connected to the water tank 160.

First sub-hoist and mount portion 171 includes first hoist and mount face and two first curb plates, the one end connector roof board 101 of first curb plate, and first hoist and mount face is connected to the other end of first curb plate, and the both ends of first hoist and mount face are connected respectively to two first curb plates.

The second sub-hoisting part 172 comprises a second hoisting surface and two second side plates, one end of each second side plate is connected with the water tank 160, the other end of each second side plate is connected with the second hoisting surface, and the two second side plates are respectively connected with the two ends of the second hoisting surface.

The first hoisting surface is provided with a plurality of first hoisting holes, the second hoisting surface is provided with a plurality of second hoisting holes corresponding to the first hoisting holes one to one, and the fasteners sequentially penetrate through the first hoisting surface and the second hoisting surface to fixedly connect the first sub-hoisting part 171 and the second sub-hoisting part 172.

Optionally, the first side plate of the present embodiment is welded to the head roof plate 101, the second side plate is welded to the water tank 160, and the fastener may be a bolt.

Further, the water tank 160 of the present embodiment is connected to the first car side wall 102 through two second hanging seats 180, the second hanging seats 180 are connected to the side surface 163 of the water tank 160 facing the first car side wall 102, and the two second hanging seats 180 are respectively located at two ends of the water tank 160 along the length direction of the car body.

Specifically, the second hanger 180 includes a third sub-hanger 181 connected to the head car top plate 101 and a support section 182 connected to the water tank 160, and the support section 182 supports the water tank 160 on the head car side wall 102.

The third sub-hoisting part 181 comprises a third hoisting surface and two third side plates, one end of the third side plate is connected with the roof plate 101, the other end of the third side plate is connected with the third hoisting surface, and the two third side plates are respectively connected with two ends of the third hoisting surface.

The support profile 182 comprises a first support surface connected to the bottom surface 162 of the water tank 160, a second support surface connected to the side surface 163 of the water tank 160 facing the head sidewall 102, and a fourth sling surface perpendicular to the second support surface.

A plurality of third hoisting holes are formed in the third hoisting surface, a plurality of fourth hoisting holes which correspond to the third hoisting holes one to one are formed in the fourth hoisting surface, and the fasteners sequentially penetrate through the third hoisting surface and the fourth hoisting surface to fixedly connect the third sub-hoisting part 181 and the supporting profile 182.

In the embodiment, the first supporting surface, the second supporting surface and the fourth hoisting surface form a B-shaped structure together; the first supporting surface is welded with the bottom surface 162 of the water tank 160, the second supporting surface is welded with the side surface 163 of the water tank 160, the welding connection contact area is large, the stress is uniform, the strength is high, the structure is safe and reliable, and the installation and maintenance of operators are convenient; the fasteners may be selected to be bolts.

Example twelve

Referring to fig. 26, the present embodiment provides a water tank 160 for being disposed in the head car 100 according to the eleventh embodiment. Specifically, the water tank 160 is disposed on one side of a center line in the width direction of the vehicle body, one side of the water tank 160 is used for connecting a head roof panel, and the other side of the water tank 160 is used for connecting a head side wall.

In this embodiment, the water tank 160 is disposed on one side of the center line of the vehicle body in the width direction, so that the water tank 160 is eccentrically disposed in the primary vehicle compartment, thereby avoiding the air duct structure in the primary vehicle compartment and avoiding the interference phenomenon.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A cooling fan control method of a rail train traction motor is characterized by comprising the following steps:

the central control unit acquires the state of a traction inverter from the traction control unit, acquires the state of a cooling fan from an electric switch of a cooling fan power supply circuit, and acquires cooling index information from a system where a cooling index information acquisition device is positioned;

the step of judging whether to send out the cooling fan operation request specifically further comprises: judging whether a low-speed operation request of a cooling fan is sent; judging whether to send out a cooling fan operation instruction, specifically comprising: judging whether a low-speed operation instruction of the cooling fan is sent;

the step of judging whether to send out a high-speed operation request of the cooling fan comprises the following steps:

in any substep of judging whether to send a high-speed operation request of the cooling fan, when the judgment result is that the high-speed operation request of the cooling fan is sent, sending the high-speed operation request of the cooling fan;

the step of judging whether to send a low-speed operation request of the cooling fan specifically comprises the following steps:

in any substep of judging whether to send a low-speed operation request of the cooling fan, when the judgment result is that the low-speed operation request of the cooling fan is sent, sending the low-speed operation request of the cooling fan;

the method comprises a plurality of steps for judging whether a cooling fan high-speed operation request is sent, and specifically comprises the following steps:

when the current speed of the train is reduced from the second preset high speed or more to the second preset high speed or less and is greater than or equal to the first preset high speed, the high-speed running request of the cooling fan is continuously sent out;

wherein the cooling index information includes a current speed of the train.

2. The control method according to claim 1, characterized by further comprising the steps of:

the central control unit acquires information whether the auxiliary power supply system allows the cooling fan to be started or not and the state of the cooling fan;

and judging whether to send a cooling fan operation instruction or not according to the information whether the auxiliary power supply system allows the cooling fan to be started or not, whether a cooling fan operation request exists or not and the state of the cooling fan.

3. The control method according to claim 2, wherein the step of determining whether to issue the cooling fan high-speed operation instruction specifically comprises the steps of:

and when no cooling fan low-speed operation instruction exists, the auxiliary power supply system allows the cooling fan to be started, a cooling fan high-speed operation request is provided, and a cooling fan high-speed air cooling fault-free condition is met, the cooling fan high-speed operation instruction is sent.

4. The control method according to claim 3, wherein the step of determining whether to issue the low-speed operation command of the cooling fan specifically comprises the steps of:

and under the condition that no high-speed running instruction of the fan exists, the auxiliary power supply system allows the cooling fan to be started, and the low-speed starting of the cooling fan has no fault, if a low-speed running request or no low-speed running request exists and the high-speed air cooling of the cooling fan has a fault, sending out a low-speed running instruction of the fan.

5. The control method according to claim 4, wherein the plurality of substeps of determining whether to issue a request for high-speed operation of the cooling fan further comprise:

under the condition that the state of the traction inverter is a working state and the cooling fan has no starting fault,

the cooling index information further comprises the stator temperature of a first traction motor and the stator temperature of a second traction motor of the same bogie.

6. The control method according to claim 5, wherein the plurality of substeps of determining whether to issue a request for high-speed operation of the cooling fan further comprise:

when the temperature of the traction motor driving bearing is more than or equal to a second preset high temperature of the driving bearing, sending a high-speed operation request of a cooling fan;

when the temperature of the driving bearing of the traction motor is reduced to be lower than a first preset high temperature of the driving bearing, stopping sending a high-speed operation request of the cooling fan;

the cooling index information further includes a drive end temperature and a non-drive end temperature of a first traction motor and a drive end temperature and a non-drive end temperature of a second traction motor of the same bogie.

7. The control method according to claim 5, wherein the plurality of substeps of determining whether to issue a request for low-speed operation of the cooling fan specifically comprises:

when the state of the traction inverter is a working state and the cooling fan is started at a low speed without failure;

8. The control method according to claim 7, wherein the plurality of substeps of determining whether to issue a request for low-speed operation of the cooling fan specifically comprise:

when the temperature of the stator of the traction motor is reduced to be less than the first preset low temperature of the stator, a low-speed operation request of the cooling fan is not sent out.

9. The control method according to claim 8, wherein the plurality of substeps of determining whether to issue a request for low-speed operation of the cooling fan further comprise:

10. The control method according to claim 9, wherein the plurality of substeps of determining whether to issue a request for low-speed operation of the cooling fan further comprise:

11. The control method according to claim 6, wherein the plurality of substeps of determining whether to issue a request for high-speed operation of the cooling fan further comprise:

and sending a high-speed operation request of the cooling fan when the cooling fan is started at a high speed without failure under the conditions that the low-speed operation request of the cooling fan exists and the low-speed air cooling of the cooling fan is failed.

12. The control method according to claim 10, wherein the plurality of substeps of determining whether to issue a request for low-speed operation of the cooling fan specifically comprises:

and sending a low-speed operation request of the cooling fan when the cooling fan is started at a low speed without failure under the conditions that the high-speed operation request of the cooling fan exists and the high-speed air cooling of the cooling fan is failed.

13. The control method according to claim 12, wherein when there is a request for high-speed operation of the cooling fan but there is a failure in high-speed air cooling of the cooling fan and the cooling fan cannot enter high-speed operation, a low-speed request is issued to generate a low-speed operation command for the fan, the method further comprises the following steps:

when the temperature of the stator of the traction motor is greater than or equal to the second early warning temperature of the stator, cutting off an inverter of the traction motor, and stopping the traction motor;

when the temperature of the stator of the traction motor is lower than the second early warning temperature of the stator and is higher than or equal to the first early warning temperature of the stator, reducing the power of the traction motor;

when the temperature of the driving bearing of the traction motor is greater than or equal to the second early warning temperature of the driving bearing, an inverter of the traction motor is cut off, the traction motor stops working, and the train speed limit is the first speed limit;

and when the temperature of the driving bearing of the traction motor is lower than the second early warning temperature of the driving bearing and is higher than or equal to the first early warning temperature of the driving bearing, the inverter of the traction motor is cut off, the traction motor stops working, and the speed limit of the train is the second speed limit.

14. The utility model provides a rail train traction motor's cooling blower control system which characterized in that includes:

the central control unit is used for realizing the cooling fan control method of the rail train traction motor according to any one of claims 1 to 13.

15. A freight train, comprising:

the rail train traction motor cooling fan control system of claim 14.