CN113085913A

CN113085913A - Ultrahigh-speed wheel-rail train set

Info

Publication number: CN113085913A
Application number: CN202110516768.4A
Authority: CN
Inventors: 陈维加
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-05-12
Filing date: 2021-05-12
Publication date: 2021-07-09

Abstract

The invention discloses an ultra-high speed wheel-rail train set, which comprises a carriage set formed by a plurality of carriages and traction vehicle heads which are connected with the head and the tail of the carriage set and can control separation and running, and is characterized in that: the speed per hour for the continuous and stable operation of the train set is 450-600 km/h; the traction vehicle head is a pure electric traction vehicle head, a power mechanism of the traction vehicle head comprises a plurality of pairs of wheels directly driven by a motor and a power battery pack for supplying power to the motor, the traction vehicle head is provided with a power battery pack charging interface, and the motor driving power of a single wheel is 500-700 kw; the bogie with the low chassis is arranged at the bottom of the carriage, the height from the top of the carriage to the track is below 2.6m, the height from the top of the carriage to the bottom of the carriage is 2.35-2.5 m, the traction vehicle head is a streamline vehicle head, and the height from the highest position of the top of the traction vehicle head to the track is below 2 m. The train set is faster than high-speed rail, equivalent to magnetic suspension train, and relatively low in cost and energy consumption, and can replace magnetic suspension train and airplane.

Description

Ultrahigh-speed wheel-rail train set

Technical Field

The invention relates to an ultra-high-speed wheel-rail train set.

Background

As is well known, the existing high-speed rail is an electric wheel-rail train, the electric power required by the operation of the high-speed rail is supplied by a high-voltage power receiving contact system, a power receiving contact network with ten thousand volts of high-voltage alternating current is erected along a railway, and the high-speed rail obtains the electric power for driving the vehicle by contacting the power receiving contact network through a pantograph arranged at the top of a live carriage of the high-speed rail. After the pantograph receives the alternating current, the power is converted into low-voltage high-current direct current or alternating current through the voltage transformation and rectification device and is used for providing power for a motor driving the high-speed rail to run and other facilities in the carriage.

In order to ensure reliable contact between a pantograph and a contact network, disconnection of the contact network and even abrasion of the pantograph, the contact smoothness of the pantograph and the contact network is very important, the smoothness is related to a plurality of mechanical parameters of the contact network, except for a contact value of a geometric parameter, the most important is the tension of the contact network, researches show that the faster the vehicle runs, the higher the tension required by the contact network is, and the effective transmission of current can be ensured after the tension is improved. But tension can not be increased endlessly, because the cable up-and-down fluctuation distance is increased due to overhigh tension, the abrasion of the pantograph is increased, and the pantograph can not be reliably contacted with a contact net. The increase of the speed can lead to the acceleration of the vibration frequency of the pantograph, and the higher speed can cause the resonance of the pantograph and the power grid, thus causing the collision of the pantograph and the wire mesh to cause accidents. This means that this way of receiving the electricity from the overhead line system limits further increases in the speed of the high-speed rail.

In 2007, experiments are carried out by researchers of French TGV, the highest speed-per-hour record of 574km/h is created by a high-speed train set driven by a pantograph, the researches show that in the running state at the speed, the tension of a contact network is increased by one time of a normal value and approaches to the limit of materials, the speed of 574km/h is also the highest speed calculated according to the tension of the contact network adjusted at that time, strong resonance of the contact network can be caused when the speed is exceeded, serious accidents are caused, and the data collected at that time prove that the calculation is correct. In fact, 574km/h is only the instantaneous speed under certain experimental conditions, and cannot be continuously and stably maintained. At present, the actual speed per hour of the actual normal sustainable and stable operation of domestic and overseas high-speed rails is only 350-380 km/h, a few high-speed rails can reach 400km/h, and the key that the speed cannot be further broken through is caused by the structure of the power receiving contact net.

Compared with the existing high-speed rail, the magnetic suspension train has no wheel rail, no contact with the ground and no pantograph, so the running speed can be greatly improved. Research shows that although a magnetic suspension train has no friction resistance compared with a wheel-rail train, when the wheel-rail train runs at high speed, the rolling friction coefficient between wheels and rails is 0.001, 95% of power of a high-speed rail running at 350km is consumed on wind resistance, when the speed per hour reaches 480-500 km/h, 97% of power of the high-speed rail runs on the wind resistance, and the power consumed by the wheels and the rails only accounts for about 3%. It can be seen that the wheel-rail train (high-speed rail) and the magnetic levitation train have practically no great difference in energy consumption under the same design of the wind resistance of the train body. As long as the pantograph problem is solved, the speed breakthrough of the current wheel-rail train can be completely realized, and great competitiveness is formed compared with a magnetic suspension train.

From the safety analysis, 0.8 was taken as an index of the safety of the derailment coefficient according to the international standard. However, the high-speed train test in China shows that the derailment coefficient of the train is only about 0.1-0.2 and far less than 0.8 at the speed of 486km/h on the line. Therefore, the safety factor is completely guaranteed when the train adopting the wheel rail mode runs at 486km/h on the conventional high-speed rail.

Compared with the ultra-high speed wheel-rail train, the huge cost of the magnetic suspension train with the same speed per hour of 500-600km is not negligible, but is far higher than the cost of the wheel-rail train. Taking the newly published planning information of the magnetic levitation line in Shanghai Hangzhou of China as an example, the total length of the newly built line in the project is adjusted to 199.434 kilometers, wherein the magnetic levitation intercity line in Shanghai is 164.577 kilometers, and the magnetic levitation Shanghai airport connecting line (Shanghai branch line) is 34.857 kilometers; zhejiang section is 103.553 km long and is provided with two stations of Jiaxing and Hangzhou east. The maglev advanced counselor kristin-rocin from the german corporation of the introduction of the exemplary line technology was repeatedly shown to be about 6000 euro per kilometer. The converted RMB is close to 6 hundred million yuan. The magnetic levitation design scheme established by the Shanghai administrative engineering design and research headquarters shows that the magnetic levitation cost is about 5.84 hundred million yuan/kilometer.

Compared with the airplane, the flight time of the airplane is 3 hours and 5 minutes in the case of the current journey from Beijing to Guangzhou 2298km, and the high-speed rail can reach the airplane after 7 hours even if the high-speed rail runs at the speed of 350km/h directly. Even considering the factors of the time of waiting for passengers to take the airplane in advance, the flight punctuality rate, the time of security check, boarding and runway sliding, and the like, the time of waiting for passengers to take the airplane is still shorter than the running time of the high-speed rail by adding 2 hours, namely 5 hours and 5 minutes, to the 3 hours and 5 minutes of the time consumed by the airplane. At present, therefore, in the selection of travel tools for travel distances of more than 2000km, high-speed rails still lack competitive advantages compared with airplanes.

From the above conclusion, it can be known that the limitation of the high-voltage power receiving contact system is mainly caused, so that the actual running speed of the current wheel-rail train cannot be further broken through. Leading to a lack of sufficient advantage and replacement in competition with maglev trains and aircraft. Therefore, the current needs to develop an ultra-high speed wheel-rail train set which breaks through the existing high-speed rail at a speed, and establishes enough competitive advantages in terms of speed, energy consumption and manufacturing cost so as to replace a magnetic suspension train and an airplane.

Disclosure of Invention

The invention aims to: an ultra-high speed wheel-track train set is provided, which has a faster speed per hour than the current high-speed rail, is equivalent to the speed per hour of a magnetic levitation train, has lower energy consumption and relatively lower manufacturing cost, so that the magnetic levitation train and the airplane can be replaced.

The technical scheme of the invention is as follows: the utility model provides an ultra-high speed wheel rail train set, includes carriage group that multisection carriage constitutes and connects each steerable traction locomotive that breaks away from, travel at carriage group head and the tail which characterized in that: the speed per hour of the continuous and stable operation of the train set is 450-600 km/h; the traction vehicle head is a pure electric traction vehicle head directly driven by a power battery pack, a power mechanism of the traction vehicle head comprises a plurality of pairs of wheels directly driven by a motor and the power battery pack for supplying power to the motor, which are arranged on each vehicle head bogie, and the traction vehicle head is provided with a power battery pack charging interface connected with the power battery pack, and the motor driving power of a single wheel is 500-700 kw; the bogie with the low chassis is adopted at the bottom of the carriage, the height from the top of the carriage to the track is set to be below 2.6m, the height from the top of the carriage to the bottom of the carriage is 2.35-2.5 m, the traction vehicle head is a streamline vehicle head, and the height from the highest position of the top of the traction vehicle head to the track is below 2 m.

Furthermore, each pair of two wheels is directly driven by a respective independent motor, so that the driving power of the motor of a single wheel is also the power of the motor; or each pair of two wheels are coaxially connected by an axle, and the motor directly drives the two wheels to synchronously run through the axle, so that the motor driving power of a single wheel is half of that of the corresponding motor.

Furthermore, the carriages adjacent to the traction headstock from head to tail in the carriage group are control carriages, a cockpit is arranged in each carriage, an artificial driving terminal is arranged in the cockpit, the artificial driving terminal is connected with a carriage control connection port arranged on the control carriage through a connecting wire, a headstock control connection port in inserting and matching with the carriage control connection port is arranged on the traction headstock, and the headstock control connection port is connected with a power battery pack and a motor intelligent controller arranged in the traction headstock and used for controlling the running of a motor through the connecting wire;

or an AI driving terminal is arranged in the traction headstock and is electrically connected with the power battery pack and the motor for automatically controlling the traction headstock to operate.

Furthermore, when the charging output ports of the carriage storage battery pack and the charging input ports of the carriage storage battery packs are connected in an inserting and matching manner, the carriage storage battery packs in the headstock charge the carriage storage battery packs; and the tractor is provided with a charging interface of the carriage power supply battery pack connected with the carriage power supply battery pack, the tractor is provided with an opening for exposing the charging interface of the carriage power supply battery pack, and the opening is provided with an electrically controlled opening and closing door.

Furthermore, in consideration of the power consumption and charging requirements after the carriage group is separated from the traction headstock, a carriage storage battery auxiliary charging interface connected with an internal carriage storage battery is arranged on each carriage, an opening for exposing the carriage storage battery auxiliary charging interface is arranged on each carriage, and a bin door which is opened and closed electrically is arranged on the opening. Therefore, when the carriage group stops at a garage or a platform, the carriage storage battery group can be charged.

Further, the diameter of the wheel is 1000-1300 mm, and the size design is about 1.4 times of the diameter of the current high-speed rail wheel, so that the design is based on the following considerations:

if the ultra-high speed train set adopts the same wheel diameter as the existing high-speed rail, the speed of the ultra-high speed train set far exceeds the speed per hour of 350km/h of the running of the existing normal high-speed rail, so that the rotating speed of each wheel is greatly increased, the abrasion of a bearing is increased, and the service life is shortened. And when the diameter of the wheel of the high-speed rail is increased, the rotating speed of the wheel can be kept basically the same as the original rotating speed even when the speed of the train set is increased (such as to 480 km/h), and therefore the abrasion of the wheel and the rail is basically the same as that of the existing high-speed rail, and the service life of the wheel and the rail is consistent.

Further, the invention also comprises a constant temperature control box which is arranged in the traction vehicle head and used for accommodating the power battery pack. The constant temperature control box is a known technology, realizes complete automatic control, ensures that the power battery pack works in a constant temperature state all the time under the conditions of parking, running and charging, and overcomes the problem of low-temperature power failure of the power battery pack.

Furthermore, the number of the power battery packs corresponds to that of the motors one by one, each power battery pack is provided with an independent power battery pack charging interface, the tractor head is provided with an opening for exposing the power battery pack charging interfaces, and the opening is provided with an electronically controlled opening and closing bin door.

Furthermore, the height from the top to the bottom of the carriage is 2.35-2.5 m.

Furthermore, the traction headstock and the adjacent carriage are connected and locked through an electric control traction locking mechanism, and the electric control traction locking mechanism is driven and controlled by a driving terminal in a cab or an AI driving terminal in the traction headstock.

Furthermore, the number of wheels on each traction vehicle head is 8, and the motor driving power of the single wheel is 650 kw.

Furthermore, the width of the carriage is 3.3-4.0 m, the width of the carriage is basically consistent with that of the carriage of the current high-speed rail, and the windward area of the carriage is 6-7.2 m²。

Further, the number of the carriages in the carriage group is 3-5.

The invention has the following advantages:

1. the train set is directly driven by the power battery pack without the need of power supply of a pantograph, so that the running speed of the train set is not influenced by the problems of the pantograph and a contact network at present, the bottleneck is broken through, the train set can continuously and stably run at the ultrahigh speed per hour of 450 plus 600km/h, and the speed of the train set is really increased.

2. The running track of the train set can completely use the existing high-speed rail, and a train with higher speed can be driven on the existing high-speed rail with the speed of 350km/h only by investing the manufacturing cost of the train because a pantograph and a corresponding whole set of high-voltage power-receiving contact system are not required to be installed. If the rail is newly manufactured, the manufacturing cost is greatly reduced. When the vehicle runs at the same speed of 350km/h, the energy consumption is reduced by half, and when the vehicle runs at the speed of 480km, the energy consumption is almost the same as that of the current high-speed rail at the speed of 350 km/h.

3. Although the investment cost of the power battery and the motor is increased, the pantograph is eliminated, and the lower part of the carriage of the train set does not need to be provided with an extra-high voltage transformer and a complex transformation circuit, so that the overall cost is equal to the price of the existing high-speed rail.

4. In the traction vehicle head, a high-power motor is directly connected with the wheels, so that a gearbox is omitted. According to the diameter of the hub of the existing high-speed rail, the speed ratio is generally 2: the gearbox 1 is used for improving the output torque of the motor, but the invention meets the torque required by the running of the train by increasing the number of the motors, improves the electric driving efficiency, reduces the manufacturing cost, has simple structure, is easy to maintain and prolongs the service life of the train.

5. The train set reduces wind resistance and wind noise through the design of greatly reducing the height of the train body, solves the pressure wave of intersection and cave entrance and improves the speed of the minimum curve radius.

a. The windward area is reduced to reduce the wind resistance. Assuming that the present invention operates at an hour speed of 480km/h, the energy consumption is higher than that of the high-speed iron currently operating at an hour speed of 350km/h (480/350) ≈ 2 times. Due to the low chassis design, the height from the top to the bottom of the carriage is 2.35m, the width of the carriage is 3.3m consistent with that of the existing high-speed rail, the height of the carriage of the existing high-speed rail is 4.05m, and the windward area is about 57% of that of the existing high-speed rail. Since the wind resistance is proportional to the windward area, which is equivalent to reducing the wind resistance of the train by 57%, the energy consumption of the high-speed rail train running at 480km/h is almost the same as that of the high-speed rail running at 350 km/h.

b. The height of the train body is reduced, the side wall area and the cross sectional area of the train are reduced, and the pressure wave when the two trains meet at a high speed and the piston effect when the two trains enter and exit a cave are also greatly reduced.

c. The height of the train body is reduced, the gravity center of the train is also reduced, the overturning risk of the train is reduced, and the safety is improved. The train can travel at higher speeds on the same minimum curve radius track.

6. Compared with a magnetic suspension train, if the wind resistance design of the magnetic suspension is completely the same as that of the train set, the energy consumption of the part is basically equal, but the magnetic suspension has liquid nitrogen loss, so the total energy consumption is still far higher than that of the magnetic suspension train. In terms of overall manufacturing cost, the ultra-high-speed wheel-rail train set is far lower than a magnetic suspension train, so that the ultra-high-speed wheel-rail train set has great advantages compared with the magnetic suspension train.

7. The speed of the ultra-high-speed wheel-rail train is increased to 450-600km/h, taking the distance from Beijing to 2298km in Guangzhou as an example, when the average speed per hour of the ultra-high-speed wheel-rail train reaches 480km/h (about 5 minutes after electricity is changed once midway), 4 hours and 50 minutes can be reached, and the flight time of an airplane is 3 hours and 5 minutes. Considering the factors of the advanced waiting time of passengers taking airplanes, the flight punctuality rate, security check, boarding, the runway sliding time and the like, and the common airport is far away from the urban area, and 2 hours is added on the basis of 3 hours and 5 minutes, namely 5 hours and 5 minutes, so that the actual operation time of the invention with the average speed of 480km/h is lower than that of the airplane, the invention can completely replace the air route within 2300km, and the consumption of aviation fuel can be greatly reduced.

Drawings

The invention is further described with reference to the following figures and examples:

FIG. 1 is a schematic view of an ultra high speed wheel-rail train set according to the present invention;

FIG. 2 is an isolated front perspective view of the tractor head;

fig. 3 is a front view of the tractor head on the rail;

FIG. 4 is an isolated top perspective view of the tractor head;

FIG. 5 is a schematic view of an individual three-dimensional structure of a head truck;

FIG. 6 is a front perspective view of the car (control car) adjacent the tractor nose;

FIG. 7 is a front perspective view of the car (middle car) not adjacent to the tractor;

FIG. 8 is a schematic view of a single perspective of a low chassis truck;

FIG. 9 is a cross-sectional view of the wagon of FIG. 7;

fig. 10 is a schematic view of the control relationship between the tractor and the control cars.

Shown in the figure: 1. towing the locomotive; 2. a carriage; 2a, controlling a carriage; 2b, a middle compartment; 3. a power battery pack; 4. a head bogie; 5. a motor; 6. a wheel; 7. a charging interface of the power battery pack; 8. a low chassis bogie; 9. a track; 10. a brake; 11. a cockpit; 12. a carriage control connection port; 13. a headstock control connection port; 14. an intelligent controller of the motor; 15. a carriage battery pack; 16. a charging input port of a carriage storage battery pack; 17. a charging output port of a carriage storage battery pack; 18. a carriage power supply battery pack; 19. a charging interface of a carriage power supply battery pack; 20. the auxiliary charging interface of the carriage storage battery pack; 21. a male end of the electric control traction locking mechanism; 22. the female end of the electric control traction locking mechanism; h1, car roof to track height; h2, car roof to floor height; h3, the height from the highest position of the top of the tractor head to the track; l, the width of the carriage.

Detailed Description

Example 1: an embodiment of the ultra-high speed wheel-rail train set provided by the invention is described as follows with reference to fig. 1 to 10:

as shown in fig. 1, the ultra-high speed wheel-rail train set provided by the embodiment is integrally composed of a carriage set formed by four carriages 2 and traction locomotives 1 which are connected to the head and the tail of the carriage set and can control separation and running.

With reference to fig. 2 to 5, the traction vehicle head 1 is a pure electric traction vehicle head directly driven by the power battery pack 3, and a power mechanism of the pure electric traction vehicle head is composed of a vehicle head bogie 4 provided with wheels 6, a motor 5 directly connected with the wheels 6, and the power battery pack 3 for supplying power to the motor 5. The front bogie 4 and the rear bogie 4 are two, four wheels 6 which are symmetrical in pairs are pivotally mounted on each front bogie 4, each wheel 6 is directly connected and driven by a respective independent motor 5, the motor driving power of a single wheel is 650kw, so that core power output parts on the front traction vehicle head 1 and the rear traction vehicle head 1 in the embodiment are 8 motors 5 with power of 650kw, and compared with the existing high-speed rail, a reduction gearbox between each motor 5 and each wheel 6 is omitted. Meanwhile, as in the conventional technology, brakes 10 are mounted on the head bogie 4 corresponding to the wheels 6. In addition, a motor intelligent controller 14 electrically connected with each motor 5 is arranged in the traction vehicle head 1. When the ultra-high speed wheel-rail train set is actually operated, the continuous and stable operation speed per hour is 450-600 km/h.

Specifically, as shown in fig. 4, the number of the power battery packs 3 in the embodiment is 8 because the number corresponds to the number of the motors 5. Every power battery group 3 is known power battery group that has the BMS, all sets up independent power battery group interface 7 that charges on it, is equipped with the opening that supplies power battery group interface 7 to charge to expose on traction vehicle head 1, is equipped with the bin gate of automatically controlled switching on this opening. In addition, in consideration of the condition that the running temperature of the train set is low in the north, a constant temperature control box for accommodating the power battery pack 3 is further arranged in the traction locomotive 1.

For each

power battery pack

3, 10 lithium batteries with each section of 100kWh are used, the single traction vehicle head 1 counts 80 lithium batteries, the single endurance mileage is close to 1500km, and the lithium batteries are lithium iron phosphate with the energy density of 170 kg/Wh.

With reference to FIGS. 6-7: in this embodiment, carriage 2 adjacent to the traction vehicle head 1 from head to tail in the carriage group is a control carriage 2a, and a cockpit 11 is arranged inside the control carriage, and a manual driving terminal is arranged in the cockpit 11. The traction vehicle head 1 and the control carriage 2a are connected and locked through an electric control traction locking mechanism, in the embodiment, a male end 21 of the electric control traction locking mechanism is arranged on the control carriage 2a and is driven and controlled by a manual driving terminal in the cockpit 11, and a female end 22 of the electric control traction locking mechanism is arranged on the traction vehicle head 1.

And the middle two cars 2 in the car group are middle cars 2b, which are only used for passengers. Both the control car 2a and the intermediate car 2b are provided with wheels 6 and brakes 10 using a low-floor bogie 8. As shown in fig. 8, the low-chassis bogie 8 is of the prior art, on which a total of four wheels 6, which are paired in twos symmetry, are also pivotally mounted.

The manner of electrical connection between the tractor 1 and the control car 2a in the present invention will be described with reference to fig. 2, 4 and 10. The manual driving terminal is connected with a carriage control connection port 12 arranged on the control carriage 2a through a connection line, a carriage control connection port 13 which is in plug fit with the carriage control connection port 12 is arranged on the traction carriage 1, and the carriage control connection port 13 is connected with the power battery pack 3 and a motor intelligent controller 14 which is arranged in the traction carriage 1 and is used for controlling the running of the motor 5 through the connection line. On the premise that the train set normally runs, the motor intelligent controller 14 is communicated with the manual driving terminal, the rotating speed of the motor 5 can be adjusted manually, and the running speed of the train set is increased or reduced. And when the traction vehicle head 1 is separated from the carriage group, the running speed and the distance of the traction vehicle head 1 are completely controlled by the motor intelligent controller 14.

Meanwhile, as shown in fig. 2, 4, 6, 7 and 10, each car 2 in the car group in the present embodiment is provided with a car battery pack 15 for supplying electricity to the car 2 for life, the carriage battery packs 15 are connected to a charging input port 16 of the carriage battery pack arranged on the carriage 2 (namely a control carriage 2 a) adjacent to the head-tail traction carriage 1 through connecting lines, each traction locomotive 1 is provided with a carriage storage battery charging output port 17 which is in plug-in fit with the carriage storage battery charging input port 16 on the adjacent carriage 2, the charging output port 17 of the carriage storage battery pack is connected with a carriage power supply battery pack 18 arranged in the traction vehicle head 1, when the cabin battery pack charge output port 17 is in mating engagement with the cabin battery pack charge input port 16, the storage battery pack 18 in the traction locomotive 1 charges each compartment storage battery pack 15; and the traction headstock 1 is provided with a carriage power supply battery pack charging interface 19 connected with the carriage power supply battery pack 18, the traction headstock 1 is provided with an opening for exposing the carriage power supply battery pack charging interface 19, and the opening is provided with an electrically controlled opening and closing door.

In this embodiment, each car 2 is provided with a car battery auxiliary charging interface 20 connected to the internal car battery 15, the car 2 is provided with an opening through which the car battery auxiliary charging interface 20 is exposed, and the opening is provided with an electronically controlled opening/closing door. The design completely considers the power consumption and the charging requirements after the carriage group is disconnected from the traction locomotive 1, so that the carriage storage battery pack 15 can be charged when the carriage group is parked at a garage or a platform.

As with the power battery pack 3, the car supply battery pack 18 and the car storage battery pack 15 both employ a known lithium battery pack with BMS and are both communicatively connected to a manual driving terminal so that the driver can grasp the battery information.

Referring to the size design of the tractor head 1 and the carriage 2 in the embodiment, as shown in fig. 3 and fig. 9, the contour design of the carriage 2 (for example, the middle carriage 2b, the cross-section contour design of the control carriage 2a is consistent with the design) can be referred to the existing high-speed rail, but the overall height of the low-chassis bogie 8 is reduced, the height H1 from the top of the carriage 2 to the rail 9 is set to be 2.50m in the embodiment, the tractor head 1 is a streamline head, and the height from the top of the streamline head to the rail is 2 m. The height H2 from the top to the bottom of the car 2, i.e. the height of the car 2 itself, is 2.35m, minus the top and bottom walls of the carThe wall thickness, then the height in the carriage 2 can be controlled at 2m, and still has human comfort. The width L of the carriage 2 is 3.3m, which is consistent with the width of the existing high-speed rail carriage. The frontal area of the carriage as shown in FIG. 9 is designed to be 7.2m²About 57% of the windward area of the existing high-speed rail.

The purpose of reducing the frontal area is to reduce the wind resistance, and the final purpose of reducing the wind resistance is to balance the energy consumption when the ultra-high speed wheel-rail train set runs at high speed. Assuming that the present invention operates at an hour speed of 480km/h, the energy consumption is higher than that of the high-speed iron currently operating at an hour speed of 350km/h (480/350) ≈ 2 times. Since the windward area of the carriage 2 is about 57% of the existing high-speed rail, and the wind resistance is in direct proportion to the windward area, namely, the wind resistance of the train set is reduced by 57%, so that the energy consumption of the high-speed rail running at 480km/h can be almost the same as that of the high-speed rail running at 350km/h at present.

In the following, taking the mileage from the sea to beijing 1318km as an example, the statistical comparison of the data of the ultra-high-speed wheel-track train set, the current harmony number CRH380A and the magnetic levitation in japan sorb county on the electricity consumption, the time consumption, the power and the weight of the whole train is as follows:

	total number of joints/passenger car Number of car sections/passengers	Average speed per hour （km/h）	Time consuming （h）	Average person per hundred kilometers Electric power consumptive (degree)	All the people are Electric power consumptive (degree)	Power of whole vehicle （kw/h）	Electric machine Total number of	Power battery pack Weight (ton)	Manger vehicle Heavy (ton)
										Harmonious horn CRH380A	8/8/494	350	3.8	4.9	65	8472	16	0	515
Ultrahigh-speed wheel Rail train set	6/4/275	480	2.7	6.1	80	8337	16	155	354
										Japanese pear tree County magnetic suspension	7/5/256	480	2.7	6.2	82	7920	0	0	228

From the above table, it can be seen that our ultra-high speed wheeltrack train is approximately 1 hour faster than the current harmony code CRH380A in time consumption, which is a great advantage, and the energy consumption is basically close according to the previous calculation. In terms of the weight of the whole vehicle, even if the super-high-speed wheel-rail train calculates the weight of the power battery pack 3, the weight of the full-scale train is still lighter than that of the current harmony number CRH 380A. As for the reduction of the number of passengers, it is possible to completely solve the problem by increasing the number of shifts.

Compared with the magnetic levitation system in the county of Japan, the magnetic levitation system is basically equivalent to the magnetic levitation system in terms of time consumption, hundred kilometers of electricity consumption per capita and the whole process of electricity consumption per capita, but as pointed out above, under the premise that the wind resistance design of the magnetic levitation system is completely the same as that of the magnetic levitation system, the magnetic levitation system has liquid nitrogen loss, so the total energy consumption is far higher than that of the magnetic levitation system. The current magnetic levitation cost is 6-7 hundred million per kilometer, and the total cost of the magnetic levitation from Shanghai to Beijing is about 8000 hundred million. And the total investment of the 1318km Beijing of our ultra-high rail-bound train is 20 hundred million, which is about 0.2 percent of the magnetic suspension cost, when the existing track is used in Shanghai. The total mileage of 350km speed-per-hour high-speed rails in China is about 15000km, even if the ultra-high-speed rails are configured according to the same passenger flow rate of the Jing and Hu line and the existing lines, the total investment is less than 300 hundred million yuan, and 50 percent of flights in China can be replaced. Even if a new track line is built, the manufacturing cost is not higher than that of the existing high-speed rail.

The ultra-high-speed wheel-rail train set has great significance compared with an airplane when the speed is increased to 450-600km/h, and taking the distance from Beijing to Guangzhou of 2298km as an example, when the average speed of the ultra-high-speed wheel-rail train set reaches 480km/h (electricity needs to be changed once midway for about 5 minutes), 4 hours and 50 minutes can be reached, and the flight time of the airplane is 3 hours and 5 minutes. Considering the factors of the advanced waiting time of passengers taking airplanes, the flight punctuality rate, security check, boarding, the runway sliding time and the like, and the common airport is far away from the urban area, and 2 hours is added on the basis of 3 hours and 5 minutes, namely 5 hours and 5 minutes, so that the actual operation time of the invention with the average speed of 480km/h is lower than that of the airplane, the invention can completely replace the air route within 2300km, and the consumption of aviation fuel can be greatly reduced.

For another example, if the train runs at an average speed of 480km/h from beijing to shanghai for 1318km, the train runs at an average speed of 480km/h without electricity change in the midway, the train can arrive within 50 minutes in 2 hours, the flight time of the airplane is 2 hours and 5 minutes, and if the factors of the advanced waiting time of passengers taking the airplane, the flight punctuality rate, security check, boarding, the runway taxi time and the like are considered, the time consumption of the train exceeds 3 hours, so that the train completely lacks advantages compared with the ultrahigh-speed train set.

It should be understood that the above-mentioned embodiments are only illustrative of the technical concepts and features of the present invention, and are intended to enable those skilled in the art to understand the contents of the present invention and implement the present invention, and not to limit the scope of the present invention. All modifications made according to the spirit of the main technical scheme of the invention are covered in the protection scope of the invention.

Claims

1. The utility model provides a hypervelocity wheel rail train set, includes carriage group that multisection carriage (2) constitute and connect each steerable traction locomotive (1) that breaks away from, travel of carriage group head and the tail, its characterized in that: the speed per hour of the continuous and stable operation of the train set is 450-600 km/h; the traction vehicle head (1) is a pure electric traction vehicle head directly driven by a power battery pack (3), a power mechanism of the traction vehicle head comprises a plurality of pairs of wheels (6) which are directly driven by a motor (5) and are arranged on each vehicle head bogie (4), and the power battery pack (3) is used for supplying power to the motor (5), meanwhile, a power battery pack charging interface (7) connected with the power battery pack (3) is arranged on the traction vehicle head (1), and the motor driving power of a single wheel is 500-700 kw; the bottom of the carriage (2) is provided with a low chassis bogie (8), the height from the top of the carriage (2) to the track (9) is set below 2.6m, the height from the top of the carriage (2) to the bottom of the carriage is 2.35-2.5 m, the traction vehicle head (1) is a streamline vehicle head, and the height from the highest position of the top of the traction vehicle head to the track (9) is below 2 m.

2. An ultra high speed wheel-track train set according to claim 1, characterized in that each pair of two wheels (6) is directly driven by a separate motor (5), or each pair of two wheels (6) is coaxially connected by an axle, via which the motor (5) directly drives the two wheels (6) to run synchronously.

3. The ultra-high-speed wheel-track train set according to claim 1, characterized in that carriages (2) adjacent to the traction locomotive (1) from head to tail in the carriage set are control carriages (2 a), a cockpit (11) is arranged in each control carriage, a manual driving terminal is arranged in each control cab (11), the manual driving terminal is connected with a carriage control connection port (12) arranged on each control carriage (2 a) through a connection line, a locomotive control connection port (13) in plug fit with the carriage control connection port (12) is arranged on the traction locomotive (1), and the locomotive control connection port (13) is connected with a power battery set (3) and a motor intelligent controller (14) arranged in the traction locomotive (1) and used for controlling the operation of a motor (5) through the connection line;

or an AI driving terminal is arranged in the traction vehicle head (1), is electrically connected with the power battery pack (3) and the motor (5), and is used for automatically controlling the traction vehicle head (1) to operate.

4. A superspeed wheel-track train set according to claim 1 or 3, characterized in that each carriage (2) in the carriage set is internally provided with a carriage storage battery set (15) for supplying electricity for carriage life, the carriage storage battery sets (15) are connected to a carriage storage battery set charging input port (16) arranged on a carriage (2) adjacent to a head-tail traction vehicle head (1) through a connecting line, each traction vehicle head (1) is provided with a carriage storage battery set charging output port (17) in plug fit with a carriage storage battery set charging input port (16) on an adjacent carriage (2), the carriage storage battery set charging output port (17) is connected with a carriage power supply battery set (18) arranged in the traction vehicle head (1), when the carriage storage battery set charging output port (17) is in plug fit with the carriage storage battery set charging input port (16), each compartment battery pack (15) is charged by a compartment power supply battery pack (18); and a compartment power supply battery pack charging interface (19) connected with the compartment power supply battery pack (18) is arranged on the traction vehicle head (1), an opening for exposing the compartment power supply battery pack charging interface (19) is arranged on the traction vehicle head (1), and an electronically controlled opening and closing bin door is arranged on the opening.

5. The ultra-high speed wheel-rail train set according to claim 4, wherein each car (2) is provided with a car storage battery auxiliary charging interface (20) connected with the internal car storage battery (15), the car (2) is provided with an opening for exposing the car storage battery auxiliary charging interface (20), and the opening is provided with an electrically-controlled opening and closing door.

6. An ultra high speed wheel-rail train set according to claim 1, wherein said wheels (6) have a diameter of 1000 to 1300 mm.

7. An ultra high speed wheel-track train set according to claim 1, characterized by further comprising a thermostatic control box provided in the tractor head (1) for accommodating the power battery pack (3).

8. The ultra-high-speed wheel-rail train set according to claim 1 is characterized in that the number of the power battery packs (3) corresponds to the number of the motors (5) one by one, each power battery pack (3) is provided with an independent power battery pack charging interface (7), the traction locomotive (1) is provided with an opening for exposing the power battery pack charging interface (7), and the opening is provided with an electrically-controlled opening and closing bin gate.

9. An ultra high speed wheel-rail train set according to claim 1, characterized in that the height of the car (2) from the top to the bottom is 2.35 m.

10. An ultra-high speed wheel-track train set according to claim 3, characterized in that the tractor head (1) and the adjacent carriage (2) are connected and locked by an electrically controlled traction locking mechanism which is driven and controlled by a manual driving terminal in the cockpit (11) or an AI driving terminal in the tractor head (1).

11. An ultra high speed wheel rail train set according to claim 1 or 2, characterized in that the number of wheels (6) on each tractor head (1) is 8, and the motor drive power of the single wheel is 650 kw.

12. An ultra high speed wheel-rail train set according to claim 1, wherein the width of the car (2) is 3.3-4.0 m, and the windward area of the car (2) is 6-7.2 m²。

13. An ultra high speed wheel rail train set according to claim 1, wherein the number of cars (2) in said set is 3-5.