CN114919604A - Rail vehicle marshalling, rail vehicle reconnection marshalling and rail system - Google Patents
Rail vehicle marshalling, rail vehicle reconnection marshalling and rail system Download PDFInfo
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- CN114919604A CN114919604A CN202210622752.6A CN202210622752A CN114919604A CN 114919604 A CN114919604 A CN 114919604A CN 202210622752 A CN202210622752 A CN 202210622752A CN 114919604 A CN114919604 A CN 114919604A
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention provides a rail vehicle marshalling, a rail vehicle reconnection marshalling and a rail system, wherein the rail vehicle marshalling comprises the following components: the train comprises a first train, a second train, a third train and a fourth train which are connected in sequence; the first train and the fourth train are two head cars of a rail vehicle group, and the second train and the third train are two middle cars of the rail vehicle group; the first train and the second train form a first power unit; the third train and the fourth train form a second power unit. According to the rail vehicle marshalling, the rail vehicle reconnection marshalling and the rail system provided by the embodiment of the invention, two power units are arranged in the 4 marshalling, and each power unit consists of two trains; the traction power is higher, so that the subway train can have the rapid start-stop capability of the traditional subway train and also can have the high-speed running capability of a trunk high-speed motor train unit; and because this rail vehicle marshalling has two power units, it can possess the redundancy, has increased the reliability of system operation.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail vehicle marshalling, a rail vehicle reconnection marshalling and a rail system.
Background
With the increasing distance of urban rail mode operation lines, vehicle marshalling suitable for medium and long distance urban rail lines simultaneously has the functions of high-speed operation and quick start and stop. At present, although the traditional subway can realize the function of quick start and stop, the speed of the traditional subway cannot meet the requirement of 1 hour travel time, so that the traditional subway cannot be used under the operation condition, for example, the traditional subway cannot run at the speed of 200km/h or faster, so that the whole running time is longer after the subway runs for one time; although the high-speed electric multiple units on the trunk line have the condition of high-speed running, the high-speed electric multiple units on the trunk line belong to the national trunk line due to the positioning, and the starting and stopping are slow (for example, the common starting acceleration is 0.3-0.4 m/s 2 The average emergency braking deceleration is 0.8-1.0m/s 2 ) Resulting in difficulty in achieving high speed operation within a limited inter-station spacing. For example, if a main high-speed motor train unit is applied to an urban rail line, the inter-station distance of the urban rail line is much smaller than the inter-station distance of a line crossing provinces and cities, and the train needs to be braked and stopped shortly after the train starts, so that the train fails to accelerate to a speed interval meeting the requirement, and finally the train still cannot be applied to the medium-and long-distance urban rail line.
Disclosure of Invention
In order to solve the above problems, an embodiment of the present invention provides a rail vehicle consist, a rail vehicle reconnection consist, and a rail system.
In a first aspect, an embodiment of the present invention provides a rail vehicle consist, including: the train comprises a first train, a second train, a third train and a fourth train which are connected in sequence; the first train and the fourth train are two head cars of the rail vehicle consist, and the second train and the third train are two middle cars of the rail vehicle consist; the first train and the second train form a first power unit; and the third train and the fourth train form a second power unit.
Optionally, the second train and the third train each comprise: the system comprises a traction converter and first traction motor sets which are respectively matched with respective bogies one by one; the traction converter supplies power to the first traction motor set.
Optionally, the first train and the fourth train each comprise: a second traction motor group matched with a respective bogie; and the traction converter supplies power to the second traction motor group.
Optionally, the first power unit and the second power unit each further comprise: pantographs, high voltage devices and transformers; the pantograph, the high-voltage equipment and the transformer corresponding to the first power unit are arranged in the first train; the pantograph, the high-voltage equipment and the transformer corresponding to the second power unit are arranged in the fourth train.
Alternatively, in the case of a single-size operating date, the pantograph of one power unit is raised for operation; in the case of a double number of operating dates, the pantograph of the other power unit is lifted up to operate.
Optionally, the heat capacity of the rail vehicle consist is smaller than a preset threshold value, which is a value determined on the basis of the line running time, the number of line ramps, the passenger load and the starting acceleration of the rail vehicle consist.
Optionally, a powered end gate is provided at one end of each head car connected to the intermediate car, respectively, and at both ends of each intermediate car, respectively.
Optionally, luggage racks are provided in the first train, the second train, the third train and the fourth train.
Optionally, the first train and the fourth train each comprise a streamlined cab; a first vehicle door and a second vehicle door are arranged on the two longitudinal side walls of each train; length D of the intermediate vehicle 1 In accordance with the relation D 1 -5R- Δ, and the length D of the head car 2 In accordance with the relation D 2 5.5R-0.5 Δ; wherein, R represents a preset reference modulus; Δ represents the spacing between any two trains; the distance between the first door of the middle vehicle and the connection position of the power unit where the middle vehicle is located is 1.5R; the distance between the second door of the middle vehicle and the connection position of the power unit where the middle vehicle is located is 3.5R; the distance between the first door of the head car and the connection position of the power unit where the first door is located is 1.5R; the distance between the second door of the head car and the connection position of the power unit where the second door is located is 3.5R; the joint of the power unit represents the center position of the distance between the head car and the middle car in the power unit.
In a second aspect, an embodiment of the present invention further provides a rail vehicle reconnection grouping, including: a plurality of rail vehicles having a first door and a second door are grouped.
In a third aspect, an embodiment of the present invention further provides a track system, including: rail vehicles and screen door systems; the shielding door system comprises a plurality of shielding doors arranged on a platform, and the distance between every two adjacent shielding doors is the reference modulus; the rail vehicle includes: a rail vehicle consist having a first door and a second door, or a plurality of rail vehicle multi-consist consists having a first door and a second door; when the rail vehicle enters the station, a shield door corresponding to a first door of the rail vehicle and a shield door corresponding to a second door of the rail vehicle are in a controlled state.
The embodiment of the invention provides a scheme in the first aspect, wherein 4 trains are adopted to form a 4-group, and two power units (a first power unit and a second power unit) are arranged in the 4-group, and each power unit is composed of two trains; in the conventional 8-pack train, although two power units are provided, each power unit is composed of four trains, so that the traction power which can be provided for 4 trains by the rail vehicle pack in the embodiment of the invention is 1.5 times of the traction power which can be provided for 4 trains by the conventional 8-pack train, so that the rail vehicle pack can have the rapid start-stop capability of the conventional subway and also can have the high-speed running capability of a trunk high-speed motor train unit; in addition, because the rail vehicle consists of two power units, the redundancy is realized, and the reliability of the system operation is increased. In the second aspect of the embodiments of the present invention, each of the two rail vehicle consists of two pantograph groups, each pantograph group is capable of being raised by one of the two pantograph groups; compared with the traditional 8-group, the multi-connected group of the railway vehicle can simultaneously have 4 power units, the number of the power units is twice that of the power units of the traditional 8-group, and larger traction power can be provided, so that the purposes of quick start-stop and high-speed running are achieved. According to the scheme provided by the third aspect of the embodiment of the invention, the control of the shield door of the platform when the platform is corresponding to the entering of different marshalling vehicles is simplified, and the good compatibility between the vehicles in various marshalling forms and the shield door system is realized.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 illustrates a schematic diagram of a rail vehicle consist provided by an embodiment of the present invention;
fig. 2 is a schematic diagram showing an internal structure of a track vehicle consist provided by the embodiment of the invention, wherein two middle vehicles are power vehicles, and two head vehicles are trailers;
FIG. 3 is a schematic diagram of a track vehicle consist provided by an embodiment of the present invention, wherein the two center cars are power cars and the two head cars are trailers;
fig. 4 is a schematic diagram showing an internal structure of "two middle cars are power cars and two head cars are semi-power cars" in a rail vehicle consist provided by an embodiment of the present invention;
FIG. 5 is a schematic diagram of a track vehicle consist provided by an embodiment of the present invention, wherein the two middle cars are power cars and the two head cars are semi-power cars;
FIG. 6 illustrates an in-car arrangement of a rail vehicle consist provided by an embodiment of the present invention;
FIG. 7 illustrates a longitudinal side schematic view of a rail vehicle consist provided by an embodiment of the present invention;
FIG. 8 illustrates a partially enlarged schematic view of a rail vehicle consist provided by an embodiment of the present invention;
FIG. 9 illustrates a schematic view of a door and a screen door in a consist of a rail vehicle provided by an embodiment of the present invention.
An icon:
1-a first train, 2-a second train, 3-a third train, 4-a fourth train, 11-a first vehicle door, 12-a second vehicle door, 13-an electric end door, 14-a luggage rack, an a-traction converter, b-a first traction motor set, c-a second traction motor set, d-a pantograph, e-a high-voltage equipment, f-a transformer, g-a storage battery, a 1 -four-quadrant rectifier, a 2 Charger, a 3 -auxiliary inverter, a 4 -a traction inverter, a-a first power unit, B-a second power unit.
Detailed Description
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
An embodiment of the present invention provides a rail vehicle consist, as shown in fig. 1, including: a first train 1, a second train 2, a third train 3 and a fourth train 4 which are connected in sequence, wherein in the embodiment of the invention, the trains represent carriages; for example, a first train (first car) having a first train 1 as the rail vehicle train is connected in series to a 4-train integrated form by connecting a second train 2 (second car) to the rear of the first train 1, a third train 3 (third car) to the rear of the second train 2, and a last train such as a fourth train 4 (fourth car) having the rail vehicle train to the rear of the third train 3; fig. 1 shows a first train 1, a second train 2, a third train 3, and a fourth train 4 from left to right in this order.
As shown in fig. 1, the first train 1 and the fourth train 4 are two head cars of the rail vehicle consist, and the second train 2 and the third train 3 are two middle cars of the rail vehicle consist; the first train 1 and the second train 2 form a first power unit A; the third train 3 and the fourth train 4 constitute a second power unit B. That is, the rail vehicle is organized into 4-organized trains, each power unit of which is composed of two trains.
In the rail vehicle consist provided by the embodiment of the invention, two power units are provided, for example, a first power unit A and a second power unit B are respectively provided in the 4 consist and are used for forming the rail vehicle consist, so that the rail vehicle consist is a train set which has traction power and can run. Each power unit is respectively composed of two trains, and the two trains which form the power unit are respectively a head train and a middle train which are connected with each other in the rail vehicle marshalling; the meaning of the head car and the intermediate car is understood in a literal sense, that is, the head car represents a train which can be positioned at the forefront position in the advancing direction in the rail vehicle group, and the advancing direction can comprise two opposite directions, so that the head car can be the first train 1 or the fourth train 4 in the rail vehicle group; the intermediate car represents a train located between two head cars, such as the second train 2 or the third train 3 in the rail vehicle consist. In the rail vehicle consist provided in the embodiment of the present invention, the first power unit a is constituted by the first train 1 (the head car) and the second train 2 (the intermediate car), and the second power unit B is constituted by the third train 3 (the intermediate car) and the fourth train 4 (the head car).
The rail vehicle marshalling provided by the embodiment of the invention adopts a form that 4 trains form a 4 marshalling, and two power units (a first power unit A and a second power unit B) are arranged in the 4 marshalling, and each power unit consists of two trains; in the conventional 8-pack train, although two power units are provided, each power unit is composed of four trains, so that the traction power which can be provided for 4 trains by the rail vehicle pack in the embodiment of the invention is about 1.5 times of the traction power which can be provided for 4 trains by the conventional 8-pack train, so that the rail vehicle pack can have the rapid start-stop capability of the conventional subway and also can have the high-speed running capability of the trunk high-speed motor train unit; in addition, the two power units are arranged in the rail vehicle group, so that the redundancy is realized, and the reliability of the system operation is increased.
Alternatively, referring to fig. 2, the second train 2 and the third train 3 each include: the system comprises a traction converter a and first traction motor sets b which are respectively matched with respective bogies one by one; the traction converter a supplies power to the first traction motor group b.
Usually, each train is equipped with two bogies, which are the running members of the train and one of the most important members in the construction of the rail vehicle. In the embodiment of the present invention, a second train 2 and a third train 3 are respectively located in a first power unit a and a second power unit B, where the second train 2 includes a traction converter a and two first traction motor sets B configured to match with two bogies of the second train 2, and each first traction motor set B includes two first traction motors, so that the second train 2 becomes a power vehicle in the first power unit a. Under the combined action of the traction converter a and the first traction motor group b, traction power can be provided for the first power unit a, and if the traction converter a included in the second train 2 supplies power to the first traction motor group b of the second train 2, the traction converter a and the first traction motor group b jointly form a power driving system, so that a bogie of the second train 2 matched with the first traction motor group b can be driven to form a power bogie, and the second train 2 becomes a power car in the first power unit a; referring to fig. 3, a bogie to which the first traction motor group b is connected, i.e., a power bogie, is indicated by black solid dots in fig. 3; the bogie, which is not connected to the traction motor, is shown as a white hollow circle in fig. 3. Similarly, the third train 3 also includes a traction converter a and a first traction motor group B configured with the bogie of the third train 3, and each first traction motor group B includes two first traction motors, so that the third train 3 can become a power vehicle in the second power unit B. Referring to fig. 2, when the traction converter a included in the third train 3 supplies power to the first traction motor group B of the third train 3, the bogie of the third train 3 matching the first traction motor group B can be driven to become a power bogie, and the third train 3 becomes a power vehicle in the second power unit B.
As shown in fig. 2, in the embodiment of the present invention, the traction converter a is an integrated whole structure capable of connecting the four-quadrant rectifier a 1 Charger a 2 Auxiliary inverter a 3 And a plurality of traction inverters a 4 The integrated structure is integrated in the same integral structure (traction converter a), so that the weight of a frame, a shell and the like of each device when each device is independently arranged is reduced, the integral weight of the railway vehicle marshalling is reduced, and the operation speed is favorably improved. Wherein, the four-quadrant rectifier a 1 For providing an intermediate DC voltage, such as DC1500V, to the respective power cell group; each traction inverter a 4 For connecting the four-quadrant rectifier a 1 The supplied direct current is inverted to the traction inverter a 4 The three-phase alternating current is needed by the matched first traction motor group b; the charger a 2 Charging the storage battery g and providing DC110V power supply for the train at the charger a 2 In the event of a fault, the battery g will provide DC110V power to the train, assisting the inverter a 3 Providing AC380V power supply for train, the charger a 2 Auxiliary inverter a 3 And the storage battery g can jointly form an auxiliary power supply system of the rail vehicle consist, and corresponding power supplies are provided for each system of the train including the power unit.
In the rail vehicle grouping provided by the embodiment of the invention, a traction converter a and a first traction motor group b matched with a bogie of each power unit are arranged in a middle vehicle of each power unit, so that two bogies of the middle vehicle become power bogies, and the middle vehicle becomes a power vehicle; the two middle vehicles are power vehicles, the two head vehicles do not have power (for example, the first traction motor set b is not arranged on a bogie of the head vehicle in a matching way) and are only configured for a trailer, and the rapid start and stop index can be met.
Alternatively, referring to fig. 4, the first train 1 and the fourth train 4 each include: a second traction motor group c matched with each bogie; the traction converter a supplies power to the second traction motor group c.
In the embodiment of the present invention, in order to meet a higher fast start-stop index, the rail vehicle formation may be designed to have a structure in which two head cars are semi-powered cars and two middle cars are fully powered cars, for example, in a case that each of the two middle cars of the rail vehicle formation includes a traction converter a and a first traction motor set b disposed in one-to-one correspondence with bogies of the two middle cars, a second traction motor set c is disposed in each of the head cars (e.g., the first train 1 and the fourth train 4) of the two power units, each second traction motor set c includes two second traction motors, the second traction motor set c can be matched with one bogie of the head car, and the second traction motor set c can also obtain power supplied by the traction converter a located in the same power unit, so that the bogie matched with the second traction motor set c becomes a power bogie, further, the head car is: a semi-powered vehicle in which one bogie is a power bogie and the other bogie is unpowered; referring to fig. 5, the power trucks are shown in fig. 5 as black filled dots and the non-power trucks are shown as white open circles.
In the rail vehicle grouping provided by the embodiment of the invention, the head vehicle is a semi-power vehicle and the middle vehicle is a full-power vehicle, because one bogie in the head vehicle of each power unit does not contain power (if the second traction motor group c is not matched, the idle sliding of the train can be effectively prevented, and because the other bogie in the head vehicle of each power unit is a power bogie and comprises the second traction motor group c, the weight of the power bogie is greater than that of the non-power bogie, the design not only can improve the effect of train traction braking, but also is beneficial to balancing the weight of a driver cab so as to realize the center of gravity of the head vehicle.
Optionally, each of the first power unit a and the second power unit B further includes: a pantograph d, a high-voltage device e and a transformer f; a pantograph d, a high-voltage device e and a transformer f corresponding to the first power unit A are arranged in the first train 1; a pantograph d, a high-voltage apparatus e, and a transformer f corresponding to the second power unit B are provided in the fourth train 4.
In the rail vehicle consist provided by the embodiment of the invention, the first power unit a and the second power unit B are respectively provided with a pantograph d, and the corresponding pantograph d of each power unit can obtain electric energy from a contact net arranged above a train and respectively transmit the obtained electric energy to a high-voltage device e (such as connected with the pantograph d) of the power unit; because the high-voltage equipment e corresponding to each of the two power units is connected with each other through a wire, that is, a path is formed through the wire between the high-voltage equipment e of the two power units, after any pantograph d obtains electric energy, the electric energy can be transmitted to other trains in the whole rail vehicle formation through the high-voltage equipment e (such as the high-voltage equipment e connected with the pantograph d) of the power unit, so that each power unit in the rail vehicle formation can obtain the electric energy, and in the process of rail vehicle formation operation, only one pantograph d needs to be lifted to be connected with an overhead line, so that the electric energy can be obtained, and the first power unit a and the second power unit B are driven to operate simultaneously.
Alternatively, in the case of a single-size operation date, the pantograph d of one power unit is lifted for operation; in the case of the double number of the operation date, the pantograph d of the other power unit is lifted up to operate. Based on the current operation specifications in the field of rail transit motor train units, in the process of grouping and running of rail vehicles, the pantograph d needs to be replaced once when the end is replaced (namely the advancing direction is replaced), for example, the pantograph d touching a contact system is lowered, and the other pantograph d is raised for use, so that the loss of the two pantographs d is balanced; and under the urban rail mode operation route, one route can not exceed 1 hour when one track vehicle marshalling is finished, at the moment, the marshalling of the track vehicle needs to be changed, so that the condition of changing the end for many times in the one-day operation time range is caused, if the end is changed every time, the pantograph d needs to be changed once, the end changing time is greatly increased, the operation efficiency is reduced, and because the pantograph has the limitation of the times of lifting the pantograph, the service life of the pantograph is shortened due to frequent lifting of the pantograph. In the embodiment of the invention, the operation date can be divided into single and double days, and under the condition that the operation date is single day (for example, the date is a single number), any pantograph d in the two power units is lifted, and if the pantograph d of the first power unit A is lifted during the single-day operation, the pantograph d is not replaced no longer no matter how many times the end is replaced in the operation process of the day; when the operation date is changed into double days (if the date is double), the pantograph d of the first power unit A is lowered, and the pantograph d of the second power unit B is raised for use, so that the loss of the pantograph d of the two power units can be balanced, the time waste caused by frequently raising and lowering the pantograph when the end is changed is reduced, and the operation efficiency is improved; in addition, the pantographs d of the two power units can also be used as a backup by the pantograph d of the other power unit when one of the pantographs d fails, ensuring that the rail vehicle consist can operate normally when one pantograph d fails.
Referring to fig. 2 or 4, in a rail vehicle consist provided by an embodiment of the present invention, each power unit (e.g., first power unit a or second power unit B) has, in addition to a pantograph d and a high voltage device e, a transformer f for use with the pantograph d and high voltage device e of the respective power unit. In order to equalize the weight of the individual trains in the rail vehicle consist, the pantograph d, the high-voltage equipment e and the transformer f corresponding to each power unit may be arranged in the head train of the corresponding power unit, i.e. in the fourth train 4 of the first power unit a and the second power unit B, wherein the head train may be an unpowered trailer as shown in fig. 2; alternatively, as shown in fig. 4, the head vehicle may be a semi-powered vehicle, which is not limited in the embodiment of the present invention.
Optionally, the thermal capacity of the rail vehicle consist is smaller than a preset threshold value, the preset threshold value being a value determined on the basis of the line running time, the number of line ramps, the passenger load and the starting acceleration of the rail vehicle consist.
Typically, the train resistance mainly includes air resistance and wheel track resistance, and the air resistance mainly comes from the head car, so that the air resistance of the rail vehicle consist (i.e. 4 consist) provided by the embodiment of the present invention is substantially the same as that of the conventional 8 consist, but the wheel track resistance of the 4 consist is half of that of the wheel track resistance of the conventional 8 consist, and therefore, the total resistance of the rail vehicle consist provided by the embodiment of the present invention is greater than half of that of the conventional 8 consist; in order to overcome the resistance, the rail vehicle grouping provided by the embodiment of the invention needs to have larger traction power, and if the traction power meets the heat capacity standard required by the traditional motor train unit vehicle, the rail vehicle grouping can realize high-speed operation with resistance overcoming. The thermal capacity refers to the maximum thermal balance that the power unit of the rail vehicle group can achieve when operating, the working heat of the power unit and the cooling system (such as a fan or a cooling liquid) of the power unit. However, in the process of improving the present invention, the inventor finds that if the traction power provided by two power units is increased, the weights of four trains are also increased, for example, to match the increased traction power, more cooling liquid, cooling pump and cooling fan must be provided in the power units to achieve heat balance to ensure heat capacity balance under long-term operation, which still conflicts with high-speed operation and cannot meet higher operation requirements.
Therefore, the embodiment of the invention utilizes the characteristics of urban rail operation lines, namely the characteristics that in an urban rail urban area line, the distance between stations is generally short and the time required to run at the highest speed is short, and determines the preset threshold value of the required heat capacity according to the running time of the corresponding urban rail line, the number of ramps in the line, the passenger capacity, the starting acceleration and other data, so that the heat capacity required by the marshalling of the rail vehicle is lower than the preset threshold value. For example, compared with a conventional main line railway, in the case that the section of a traffic road and a station of an urban rail line is short, the maximum speed continuous operation time of a vehicle is short, and the ramp distance in the line is short, the preset threshold value is usually smaller than the heat capacity of a conventional motor train unit with high traction power. In the process of short-time high-speed operation, even if a short-time overload condition occurs, the two power units in the rail vehicle marshalling are not influenced, the operation in various stop modes in a metropolitan area line can be met, the requirements of a transformer, a four-quadrant rectifier, a traction inverter, the power capacity of a traction motor and the capacity of a corresponding cooling system are correspondingly reduced, and the overall weight of the rail vehicle marshalling is directly reduced.
Further, the rail vehicle consist may further include: and the temperature monitoring system is used for monitoring whether the heat capacity is normal or not. For example, the temperature monitoring system may monitor the temperature corresponding to each of the transformer f, the traction converter a, and the two traction motors (the first traction motor set b and the second traction motor set c) in the two power units. If the temperature of the electrical equipment in the transformer f, the traction converter a and the two traction motors meets the power limit of the electrical equipment in the corresponding early warning interval, the temperature monitoring system linearly reduces the power limit of the electrical equipment until the temperature of the electrical equipment is lower than the corresponding early warning interval. For example, the early warning interval of the temperature corresponding to the transformer f is [105 ℃,115 ℃), the early warning interval of the temperature corresponding to the traction converter a is [60 ℃,67 ℃), two traction motors are generally forced to air-cool by using a fan, the early warning interval of the temperature of the corresponding stator winding is [180 ℃,190 ℃), and if one of the measured temperatures of the three electrical devices belongs to the corresponding early warning interval, the temperature monitoring system will linearly reduce the power limit step by step until the temperature of the electrical device is lower than the early warning interval.
If the transformer f, the traction converter a and the two traction motors have electrical equipment with the temperature meeting the corresponding alarm interval, the temperature monitoring system cuts off the traction power of the rail vehicle marshalling and applies the brake. For example, if the alarm intervals for the temperature corresponding to the transformer f are [115 ℃, + ∞ ], the alarm intervals for the temperature corresponding to the traction converter a are [67 ℃, + ∞ ], and the alarm intervals for the temperatures corresponding to the two types of traction motors are [190 ℃, + ∞ ], and one of the measured temperatures of the three types of electrical equipment belongs to the corresponding alarm interval, the temperature monitoring system cuts the traction power of the track vehicle consist and applies the brake.
Alternatively, referring to FIG. 6, FIG. 6 is a schematic illustration of an in-vehicle arrangement of any of the power units; at one end of each head car connected to the middle car, respectively, and at the respective both ends of each middle car, there are provided electric end doors 13. The electric end door 13 is normally closed, and is used for isolating air flow leap between the four trains caused by the pressure difference between the first train 1 and the fourth train 4 in high-speed operation; in addition, this electronic end door 13 can set up manual door opening button, and the passenger of being convenient for passes, can manually pull open when the outage, and defaults the mode of closing the door and close the door for mechanical type when the outage to can play under the condition that the conflagration appears, can keep apart the condition of a fire between the train through this electronic end door 13 is automatic.
Optionally, baggage racks 14 are provided in the first train 1, the second train 2, the third train 3 and the fourth train 4. In which the arrangement of the luggage rack 14 in each train can reduce the standing area occupied by the luggage carried by the passengers and improve the actual passenger carrying capacity, the luggage rack 14 may be a large luggage rack for storing large pieces of luggage, and fig. 6 shows the arrangement position of the luggage rack 14 in any power unit.
Alternatively, referring to fig. 7, fig. 7 shows a longitudinal side view of the rail vehicle consist; wherein, the first train 1 and the fourth train 4 both comprise streamlined drivers' cabs; the two longitudinal side walls of each train are respectively provided with a first door 11 and a second door 12, namely, two doors are respectively arranged on the two sides of each train. Fig. 8 is a partially enlarged schematic view of a case where two of the rail vehicle groups are coupled together, as shown in fig. 8; length D of intermediate vehicle 1 In accordance with the relation D 1 5R-Delta, and length D of the head car 2 In accordance with the relation D 2 5.5R-0.5 Δ; wherein, R represents a preset reference modulus; Δ represents the spacing between any two trains; the distance between the first door 11 of the middle vehicle and the joint of the power unit where the first door is located is 1.5R; the distance between the second door 12 of the middle vehicle and the joint of the power unit where the middle vehicle is located is 3.5R; the distance between the first door 11 of the head car and the joint of the power unit where the first door is located is 1.5R; the distance between the second door 12 of the head car and the joint of the power unit where the second door is located is 3.5R; the joint of the power unit represents the center position of the distance between the head car and the middle car in the power unit.
As shown in fig. 7, in the rail vehicle consist provided by the embodiment of the invention, the two head cars respectively have streamlined cab, so that the design can reduce the air resistance generated during the operation of the rail vehicle consist, and further improve the operation speed; also, in the embodiment of the present invention, the rail vehicle consist is designed such that each train has two pairs of doors, i.e., a pair of first doors 11 and a pair of second doors 12 are provided on both longitudinal side walls of the first train 1, the second train 2, the third train 3 and the fourth train 4, respectively; as shown in fig. 6, the first door 11 and the second door 12 may be power-operated sliding doors for performing rapid boarding and alighting at a speed within 30s in the case of maximum overtaking. The specific positions of the first door 11 and the second door 12 in the rail vehicle consist are different from the specific positions of two pairs of doors in the conventional 8 consist because the head train is provided with a streamlined cab, so that the specific positions of the first door 11 and the second door 12 in the rail vehicle consist are different from the specific positions of two pairs of doors in the conventional 8 consist. In the embodiment of the invention, the distance between the tail of the primary car and the car coupler connecting surface is taken as the length of the primary car, wherein the car coupler connecting surface is the position for coupling the car coupler between two grouped primary cars which are connected in series.
Referring to fig. 8, in the embodiment of the present invention, a reference module R may be preset, and the reference module R is a reference value that can be used to indicate the length of each train, and is related to the length of the middle car or the head car, and the embodiment of the present invention can use the reference module R as a measure for designing specific positions of the first door 11 and the second door 12 of the middle car or the head car, and the reference module R is indicated by a distance between two white squares in fig. 8. Wherein D may be used 1 The length of the intermediate vehicle (such as the second train 2 or the third train 3) in any power unit (such as the first power unit A or the second power unit B) is shown, and the length of the intermediate vehicle can be set according to actual needs, so that the length D of the intermediate vehicle 1 May be known; for example, the intermediate train may be a city D train with a length D 1 Then canDetermining; the length D of the intermediate vehicle can be described by a preset reference module R 1 To obtain a relational expression D 1 Where Δ represents the distance between any two trains in the rail vehicle consist, this distance Δ may also be preset as actually required, so that this distance Δ is a known fixed value; thus, the distance Δ between any two trains in the rail vehicle consist and the length D of the intermediate cars of the rail vehicle consist are determined 1 In the case of (D), the reference modulus R ═ can be obtained by a formula transformation 1 + Δ)/5. Obtaining the basic module R according to the length D of the head car 2 The relation D corresponding to the reference modulus R 2 The length D of the head car with the streamline cab can be further determined when the length D is 5.5R-0.5 delta 2 The specific numerical value of (1).
For convenience of describing the specific arrangement position of the vehicle door, the center position of the distance between the head vehicle and the middle vehicle in each power unit (the first power unit a or the second power unit B) is referred to as a connection point of the power unit, for example, the connection point of the first power unit a is the middle position of the distance between the first train 1 and the second train 2. Under the condition that the lengths of a middle vehicle and a head vehicle are respectively determined, a first vehicle door 11 is arranged on the middle vehicle of each power unit and at a position 1.5R away from the connecting part of the corresponding power unit; a second vehicle door 12 is arranged on the middle vehicle of each power unit and at a position 3.5R away from the connecting part of the corresponding power unit; similarly, a first door 11 is arranged on the head car of each power unit at a position 1.5R away from the joint of the corresponding power unit; and a second door 12 is provided on the head car of each power unit at a position 3.5R from the joint of the corresponding power unit, resulting in a rail vehicle consist (a rail vehicle consist shown in fig. 7) having the first door 11 and the second door 12 on both longitudinal side walls, respectively. Here, in one train, the distance between the first door 11 and the second door 12 is 2R.
For example, when a city D-type train is used as a center car of the rail vehicle train set, the length D of the center car 1 22000 mm, the distance delta between any two trains is 800 mm according to the relation D 1 The preset reference modulus R is 4560 mm, which is known as 5R- Δ; thus, the head car length D with a streamlined cab 2 Can be designed to be 24680 mm; after determining the length D of the intermediate vehicle 1 Length D of the head car 2 Thereafter, a first door 11 may be provided in the intermediate vehicle at 6840 mm from the connection of the respective power unit, and a second door 12 may be provided in the intermediate vehicle at 15960 mm from the connection of the respective power unit; and, a first door 11 is provided in the head car at a position 6840 mm from the junction of the respective power units, and a second door 12 is provided in the head car at a position 15960 mm from the junction of the respective power units, to constitute the rail vehicle consist provided by the embodiment of the present invention.
The rail vehicle marshalling provided by the embodiment of the invention is realized by presetting a reference module R and according to the known length D of the middle vehicle 1 And the distance delta between any two trains, and calculating to obtain the length D of the head train with the streamline cab 2 (ii) a Further, the specific positions of the first door 11 and the second door 12 on each train can be specified according to the reference module R. Based on such a design of the vehicle door, the screen door system (i.e. the device arranged at the platform for corresponding to the vehicle door and realizing the opening and closing function) used in combination with the track vehicle can also be arranged according to the reference module R, for example, the distance between each screen door in the screen door system is set as the reference module R, as shown in fig. 9, the white squares in fig. 9 indicate a plurality of screen doors with the distance as the reference module R; the train near the white square represents a conventional 8 consist train; the train far away from the white square represents the condition that two rail vehicles are connected in a marshalling way; the half of the train that is far from the white square represents the case where one rail vehicle consist is used alone. In the case where the inbound train is a single-use rail vehicle consist (i.e., a 4-consist), as shown in fig. 9, the shield door corresponding to the black square in the drawing may be opened or closed; in the case of connecting two of the rail vehicle consists (i.e., a 4+4 double consist), the two rail vehicle consistsThe two head cars in the group for realizing mutual coupling are respectively provided with a streamline cab, so that the distance between the second doors of the two head cars is larger and is 4R (see the partial enlarged schematic view of FIG. 8); therefore, in addition to normally opening or closing the barrier doors corresponding to the doors of the four trains at the most advanced station (e.g., the barrier doors corresponding to the black squares in fig. 9), the barrier doors corresponding to the barrier doors in the 4+4 double-coupled formation can be opened or closed continuously at the door interval of the front train (e.g., the barrier doors corresponding to the black triangles in fig. 9) by only the distance of 4R from the last second door 12 of the front train. The design of the vehicle doors enables the same set of shield door system to be used when the train entering the station is a track vehicle marshalling (namely 4 marshalling) which is used independently, or when the train entering the station is two track vehicle marshalling which is linked (namely 4+4 double-linked marshalling), namely, the same set of shield door system can be shared when different vehicle marshalling enters the station by making the distance between the shield doors corresponding to the second doors 12 of the two linked head vehicles be 4R based on the length of the middle vehicle and the head vehicle and the distance between the trains. The railway vehicle marshalling provided by the embodiment of the invention can be matched with the platform screen door used by the traditional 8 marshalling under the condition that the preset reference module R is consistent with the space between the platform screen doors used by the traditional 8 marshalling, and the platform screen door does not need to be reconstructed. For example, as shown in fig. 9, when a conventional 8-group station enters, the shielding doors corresponding to the black squares and the black circles in fig. 9 are opened or closed; the design has the advantages that the control of the shield door of the platform when the shield door is corresponding to the arrival of different marshalling vehicles is simplified, and the good compatibility between the vehicles in various marshalling forms and the shield door system is realized.
The embodiment of the invention also provides a rail vehicle reconnection marshalling, which comprises a plurality of rail vehicle marshalling with streamline cabs, a first vehicle door 11 and a second vehicle door 12. Wherein a plurality of the above-mentioned rail vehicle consists can be connected in sequence by a coupling device (such as a coupler), for example, in the case that two of the above-mentioned rail vehicle consists are connected, as shown in fig. 9, the train far away from the white square in fig. 9 represents the rail vehicle reconnection consist proposed by the embodiment of the present invention, the consist corresponding to the black square in the figure represents the front train of the rail vehicle reconnection consist, and the consist not corresponding to the black square represents the rear train of the rail vehicle reconnection consist; wherein, the tail of the last train (such as the fourth train 4 of the front train) of the front train can be mutually connected with the head of the first train (such as the first train 1 of the rear train) of the rear train (the rear rail vehicle marshalling) to form a rail vehicle double-connection marshalling formed by two rail vehicle marshalling; in an embodiment of the invention, each of the rail vehicle multi-consist may be raised by one pantograph, respectively, i.e. the rail vehicle multi-consist may use two pantographs simultaneously; compared with the traditional 8-group train, the railway vehicle multi-connection train can simultaneously have 4 power units, the number of the power units is twice that of the traditional 8-group train, and larger traction power can be provided, so that the purposes of quick start and stop and high-speed operation can be achieved.
An embodiment of the present invention further provides a track system, as shown in fig. 9, where the track system includes: rail vehicles and screen door systems; the shielding door system comprises a plurality of shielding doors arranged on a platform, and the distance between every two adjacent shielding doors is a reference modulus R. Wherein, this rail vehicle includes: one rail vehicle consist having the streamlined cab, the first door 11 and the second door 12, or a rail vehicle double consist consisting of a plurality of rail vehicle consists having the streamlined cab, the first door 11 and the second door 12.
As shown in fig. 9, the white squares in fig. 9 represent a barrier gate system composed of a plurality of barrier gates having a pitch of the reference modulus R; the trains which are remote from the white square in fig. 9 represent the rail vehicle, for example, in the case of a two-rail vehicle consist consisting of a rail vehicle double consist, and in the case of a single rail vehicle consist.
When the rail vehicle enters the station, the shield door corresponding to the first door 11 of the rail vehicle and the shield door corresponding to the second door 12 of the rail vehicle are in a controlled state; the controlled state comprises an opening state and a closing state, namely the shielding door can be opened or closed; when a single rail vehicle is grouped into a station, the shield doors corresponding to each vehicle door of the rail vehicle can be controlled to be opened or closed in two different modes, for example, the shield doors corresponding to the black squares in fig. 9 are controlled; similarly, when the rail vehicle is in a reconnection grouping for entering a station, the shield doors corresponding to each vehicle door of the reconnection grouping for the rail vehicle can be controlled to be in two different modes, i.e., the shield doors corresponding to the black square and the black triangle in fig. 9 are controlled; the track system is simple in structure, high in compatibility and practical.
The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the technical scope of the present invention, and the technical scope of the present invention is covered by the modifications or alternatives. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (11)
1. A rail vehicle consist, comprising: a first train (1), a second train (2), a third train (3) and a fourth train (4) which are connected in sequence;
the first train (1) and the fourth train (4) are the two head cars of the rail vehicle consist, the second train (2) and the third train (3) are the two middle cars of the rail vehicle consist; the first train (1) and the second train (2) form a first power unit (A); the third train (3) and the fourth train (4) form a second power unit (B).
2. A rail vehicle consist according to claim 1, characterized in that the second train (2) and the third train (3) each comprise: the traction converter (a) and the first traction motor sets (b) are respectively matched with the respective bogies one by one; the traction converter (a) supplies power to the first traction motor set (b).
3. A rail vehicle consist according to claim 2, characterised in that the first train (1) and the fourth train (4) each comprise: a second traction motor group (c) matched with each bogie; the traction converter (a) supplies power to the second traction motor group (c).
4. A rail vehicle consist according to claim 1, characterised in that the first power unit (a) and the second power unit (B) each further comprise respectively: a pantograph (d), a high-voltage equipment (e) and a transformer (f);
the pantograph (d), the high-voltage equipment (e) and the transformer (f) corresponding to the first power unit (A) are arranged in the first train (1);
the pantograph (d), the high-voltage equipment (e) and the transformer (f) corresponding to the second power unit (B) are provided in the fourth train (4).
5. A rail vehicle consist according to claim 4, characterised in that in the case of a single service date, it is operated by the pantograph (d) of one power unit being raised;
in the case of a double number of operating dates, the raising operation by the pantograph (d) of the other power unit.
6. The rail vehicle consist according to claim 1, characterized in that the thermal capacity of the rail vehicle consist is smaller than a preset threshold value, which is a value determined on the basis of the line running time, the number of line ramps, the passenger load and the starting acceleration of the rail vehicle consist.
7. A rail vehicle consist according to claim 1, characterised in that at the end of each head car which is connected to the intermediate car, respectively, and at the respective ends of each intermediate car, there is provided a power end gate.
8. A rail vehicle consist according to claim 1, characterized in that luggage racks are provided in the first train (1), the second train (2), the third train (3) and the fourth train (4).
9. The rail vehicle consist according to any one of claims 1 to 8, characterized in that the first train (1) and the fourth train (4) each comprise a streamlined cab; a first vehicle door (11) and a second vehicle door (12) are arranged on the two longitudinal side walls of each train;
length D of the intermediate vehicle 1 In accordance with the relation D 1 -5R- Δ, and the length D of the head car 2 In accordance with the relation D 2 5.5R-0.5 Δ; wherein, R represents a preset reference modulus; Δ represents the spacing between any two trains;
the distance between the first door (11) of the intermediate vehicle and the joint of the power unit where the first door is located is 1.5R; the distance between the second door (12) of the intermediate vehicle and the joint of the power unit where the second door is located is 3.5R;
the distance between the first vehicle door (11) of the head vehicle and the joint of the power unit where the first vehicle door is located is 1.5R; the distance between the second door (12) of the head car and the joint of the power unit where the second door is located is 3.5R;
the joint of the power unit represents the center position of the distance between the head car and the middle car in the power unit.
10. A railway vehicle reconnection consist, comprising: a plurality of rail vehicle consists as claimed in claim 9.
11. A track system, comprising: rail vehicles and screen door systems; the shielding door system comprises a plurality of shielding doors arranged on a platform, and the distance between every two adjacent shielding doors is the reference modulus; the rail vehicle includes: a rail vehicle consist as claimed in claim 9 or a rail vehicle multi-consist as claimed in claim 10;
when the railway vehicle enters a station, a shield door corresponding to a first door (11) of the railway vehicle and a shield door corresponding to a second door (12) of the railway vehicle are in a controlled state.
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| CN202210622752.6A CN114919604A (en) | 2022-06-02 | 2022-06-02 | Rail vehicle marshalling, rail vehicle reconnection marshalling and rail system |
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