CN114954543A - Independent wheel pair guiding control structure and method introducing permanent magnetic electromagnetic coupler - Google Patents

Abstract

The invention discloses a guide control structure and a guide control method for an independent wheel set introduced with a permanent magnetic electromagnetic coupler, the outer centers of the left and right wheels are connected with the outer brake disc through flanges, the center positions of the inner sides of the left and right wheels are respectively connected with one end of the U-shaped axle to form wheel pairs, the left and right wheels are concentrically provided with wheel side gears close to the inner sides of the wheels, the wheel side gears on the left and right sides are respectively meshed with pinions in the gear boxes corresponding to the two sides, the pinions in the two gear boxes are respectively connected with transmission shafts, the other ends of the two transmission shafts are respectively connected with an inner rotor part and an outer rotor part of an electromagnetic coupler in an interference fit mode, the electromagnetic coupler is adopted to control the rotation speed difference, and a novel equipment structure and a control method are provided for the steering control of the train independent wheels.

Description

An independent wheelset steering control structure and method incorporating a permanent magnet electromagnetic coupler

technical field

The invention belongs to the technical field of independent wheelset guidance control, and in particular relates to an independent wheelset guidance control structure and method incorporating a permanent magnet electromagnetic coupler.

Background technique

A wheelset is a unique component of a railway vehicle. It mainly includes rigid wheelset and independent wheelset. A rigid wheelset consists of two identical wheels and an axle, which are usually assembled in an interference fit relationship so that the two are firmly joined. The rigid wheelset produces a serpentine motion, and its serpentine motion is a self-excited vibration of a nonlinear dynamic system. The energy of this motion is input into the system by the energy of the forward motion of the wheelset through the wheel-rail contact creep. When the forward speed exceeds a certain value, the serpentine motion of the rigid wheelset is unstable. A simple way to eliminate the serpentine motion of a rigid wheelset is to decouple the left and right wheels of the rigid wheelset in the rotational direction so that the wheels on either side can rotate at different angular velocities. This type of wheel is called an independent wheelset. Due to the decoupling of the left and right wheels, the independent wheelset loses its longitudinal creep torque; moreover, the independent wheelset loses its guiding ability similar to that of a rigid wheelset without serpentine motion. Only by increasing the contact angle difference between the left and right wheels, the independent wheelset can improve the gravitational restoring force to restore part of the guiding ability. However, due to the influence of wheel manufacturing errors and track irregularities, even on straight tracks, the independently rotating wheel sets usually lie against one side of the track and cannot automatically return to the center of the track, increasing the tendency of the wheels to derail. On curves, the independently rotating wheelset relies primarily on the rim for steering, which results in the rim being prone to wear.

The positive aspects of an independent wheelset are the potential for good lateral stability, high critical speed, etc. when running in a straight line. Therefore, in order to take full advantage of its superior stable lateral dynamics and at the same time improve its steering ability on curves, active steering control of the independent wheelset is required.

The Chinese patent application with publication number CN105799717B and publication date of 20180622 provides a rail vehicle wheelset active guidance method and device thereof. Through the active guide control method of speed control, using the research idea of mechanical coupling, a differential structure in the form of mechanical coupling is designed. Based on the structure of the planetary gear reducer, certain improvements have been made, and this is installed on an independent wheel. Between the left and right wheels, the left and right wheels can obtain different speeds during operation, so as to achieve the speed difference required by the target curve, so as to achieve the purpose of active guidance, thereby improving the automatic centering ability and Curve-on-curve passability. However, this method involves the application of multi-stage gear transmission, the mechanical mechanism is more complicated, and the reliability is poor.

Presented in the open journal "Leng H, Wang H, Ren L. Dynamic performance study of transverse friction-coupled wheelset. 11th International Conference on Contact Mechanics and Wear of Rail/Wheel Systems (CM2018), Delft, TheNetherlands, September 24-27, 2018." A new type of laterally coupled independent wheelset structure with independent wheelset, that is, the left and right wheels are coupled through dry friction pairs, so that the rotation speeds of the wheels on both sides of the independent wheelset are convergent, so as to achieve the purpose of having a guiding characteristic similar to a rigid wheelset. The solution adopts friction coupling with simple structure, low cost, and easy implementation and application. However, the guiding ability of the laterally coupled independent wheelset is due to the convergence of the rotational speeds on both sides, and the limit of its guiding ability is the traditional rigid wheelset. Weak ability.

SUMMARY OF THE INVENTION

In order to overcome the above-mentioned shortcomings, the inventor of the present invention has continuously reformed and innovated through long-term exploration attempts and repeated experiments and efforts, and proposed an independent wheelset guidance control structure and method that introduces a permanent magnet electromagnetic coupler. It couples the wheels on both sides together through a permanent magnet drum-type speed-regulating electromagnetic coupler, and can control the magnitude of the electromagnetic torque by adjusting the magnitude of the winding current flowing into the outer rotor, so that the inner and outer rotors rotate with a certain speed difference or rotate with the same speed. , The rotation of the inner and outer rotors is transmitted to the wheels on both sides through the mechanical transmission mechanism, so as to realize the active guidance of the wheelset differential, the guidance is accurate and convenient, and the basic mechanical structure is adopted, which is stable and durable.

In order to achieve the above object, the technical solution adopted by the present invention is to provide an independent wheelset guiding control structure incorporating a permanent magnet electromagnetic coupler. It includes wheels, external brake discs, U-shaped axles, wheel side gears, gearboxes, controllers, and vehicle speed sensors. One end of the U-shaped axle forms a wheel pair, the wheels on the left and right sides are close to the inner side of the wheel, and the wheel side gears are installed concentrically. The pinions are respectively connected with transmission shafts, and the other ends of the two transmission shafts are respectively connected to the inner rotor part and the outer rotor part of the electromagnetic coupler by means of interference fit.

According to an independent wheelset guide control structure incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is that the brake disc and the wheel hub are connected and fixed by bolts, and the wheel side gear is connected and fixed by bolts. It is fixed on the hub, the pinion gear meshes with the wheel side gear, and the pinion gear and the transmission shaft are installed by interference fit.

According to an independent wheelset guidance control structure incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is: the electromagnetic coupler is provided with a control system, which includes a vehicle speed sensor: used for sensing the current vehicle speed ; Speed sensor, corresponding to the left and right wheels, used to sense the current speed of the left and right wheels; Curve line information transponder: used to sense the information of the curve line on the current route, including position information, length information, curve degree; Controller: It is connected with the electromagnetic coupler while receiving the control of the controller to control it to output three-phase alternating current of a certain frequency and size, so as to control the rotational speed of the inner and outer rotors of the electromagnetic coupler; The curve line information transponder and the converter are connected to receive the information of the vehicle speed sensor, the rotational speed sensor, and the curve line information transponder, and the converter is controlled to output a three-phase alternating current of a certain frequency and size.

According to an independent wheelset guiding control structure incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is that: the outer rotor of the electromagnetic coupler adopts the power supply mode of three-phase winding, and the outer rotor part is opposite to the wheel The side gear rotates, and an insulating ring with three graphite power receiving rails is embedded in the coupler shell to supply power to the coupler. Two spring-supported steel balls are installed on the side gear box wall to contact the two power receiving rails for power supply. .

According to an independent wheelset guiding control structure incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is: the electromagnetic coupler is a permanent magnet drum type speed-regulating electromagnetic coupler, which includes an external The rotor and the inner rotor, the outer rotor of the coupler is composed of the coupler shell, the outer rotor iron core embedded in the shell and made of laminated silicon steel sheets, the outer rotor coil winding and the end cover, and the inner rotor of the coupler is laminated by silicon steel sheets. The inner rotor iron core and the inner ring of the inner rotor iron core are formed. The outer rotor iron core and the inner rotor iron core are embedded with permanent magnets of NdFeB permanent magnet material. The wheel side gear and the pinion are meshed to drive the electromagnetic coupler The squirrel-cage inner rotor rotates; the rotation of the right wheel can drive the outer rotor of the electromagnetic coupler to rotate, and the speed difference between the outer rotor and the inner rotor of the coupler can reflect the speed difference of the wheels on both sides.

According to an independent wheelset guidance control structure incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is: in order to make the centerline of the transmission shaft relatively low relative to the ground without affecting the electromagnetic coupler and U The gear box is installed at a downward slope of 45° to meet the floor height requirements of low-floor vehicles.

An independent wheelset guidance control method incorporating a permanent magnet electromagnetic coupler, the steps of which include: (1) the controller obtains the line information of the vehicle operation and the vehicle operation speed information respectively through the curve line information transponder and the vehicle speed sensor; (2) The controller calculates the control expectation of the wheel speed difference on both sides when passing the curve; (3) The speed difference control expectation obtained in step 2) is used as the control target of the electromagnetic coupler vector control system to control the inner and outer rotors of the permanent magnet electromagnetic coupler Electromagnetic torque is generated between the two wheels to drive the wheels on both sides to form a speed difference passing curve; (4) Through the speed sensors installed at the wheels on both sides, the current wheel speed difference data is compared with the speed difference control expectation, and the difference between the two can be compared. The speed difference control error is obtained, and the speed difference control error is used as the feedback signal of the controller. According to the feedback signal, the permanent magnet electromagnetic coupler generates electromagnetic torque between the inner and outer rotors to drive the wheels on both sides to form a speed difference and tend to the speed difference control expectation.

According to an independent wheelset guidance control method incorporating a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is that the line information includes line curvature and outer rail superelevation.

According to an independent wheelset guidance control method using a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is that the line parameter information is triggered by a ground transponder signal or collected by mileage mapping.

According to an independent wheelset guidance control method introducing a permanent magnet electromagnetic coupler according to the present invention, a further preferred technical solution is: in step (2), the control expectation calculation method of the wheel speed difference between the two sides is based on the independent wheelset. The lateral dynamics model, considering the lateral movement yw and the _shaking movement _ψw of the independent wheelset , is shown in equations (1) and (2).

（1）

(1)

（2）

(2)

分别为左右侧车轮转动速度；k _x、k _y分别为一系纵横向定位刚度；T _L、T _R分别为两侧车轮的驱动力矩。在稳态运行情况下，假设独立轮对稳态通过曲线，其惯性项可忽略不计，即

，可得到下列两式：In formulas (1) and ( ₂ ), m _w is the mass of the wheelset; Iwz is the _tilting moment of inertia of the wheelset; _f11 is the longitudinal creep coefficient; f22 is the lateral creep coefficient; P is the axle weight of the wheelset; r ₀ is the nominal rolling circle radius; λ is the wheel cone tread slope; v is the wheelset forward speed; g is the acceleration of gravity; ϕ _sew is the superelevation angle of the outer rail of the curve; κ is the curvature of the curve; L _g is the nominal rolling circle Half of the lateral span; L _b is half of the lateral span of the primary suspension anchor point;

are the rotational speeds of the left and right wheels respectively; k _x and ky are the longitudinal and _lateral positioning stiffness of the primary system respectively; TL and TR are the driving _torques of the wheels on both sides respectively _. In steady-state operation, it is assumed that the independent wheelset passes through the steady-state curve, and its inertia term is negligible, i.e.

, the following two formulas can be obtained:

（3）

(3)

为两侧车轮实时转速差，且

。为避免轮缘与轨道接触的最直接的方法是控制轮对的横移量小于轮缘间隙，即控制目标为y _w0 = 0，由此可知两侧车轮的转速差控制期望为where:

is the real-time speed difference of the wheels on both sides, and

. The most direct method to avoid the contact between the rim and the track is to control the lateral movement of the wheelset to be less than the rim clearance, that is, the control target is y _w0 = 0. It can be seen that the control expectation of the speed difference of the wheels on both sides is

（4）

(4)

If the superelevation h setting of the outer rail of the line curve satisfies:

（5）

(5)

In the formula: h is in mm, v _p is the speed of each train passing through the curve section, in km/h. The formula (5) can be approximately expressed as:

（6）

(6)

Substitute the current vehicle running speed v and the line curvature κ to obtain the real-time speed difference control expectation of the wheels on both sides.

Compared with the prior art, the technical solution of the present invention has the following advantages/beneficial effects:

1. The wheels on both sides are coupled together by a permanent magnet drum-type speed-regulating electromagnetic coupler, and the magnitude of the electromagnetic torque can be controlled by adjusting the current flowing into the outer rotor winding, so that the inner and outer rotors rotate with a certain speed difference or the speed converges Rotation, the rotation of the inner and outer rotors is transmitted to the wheels on both sides through the mechanical transmission mechanism, so as to realize the active guidance of the wheelset differential speed, the guidance is accurate and convenient, and the basic mechanical structure is adopted, which is stable and durable.

2. The electromagnetic coupler is used to control the speed difference, and a new equipment structure and control method are proposed for the steering control of the independent wheel of the train.

Description of drawings

In order to explain the technical solutions of the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings used in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and therefore do not It should be regarded as a limitation of the scope, and for those of ordinary skill in the art, other related drawings can also be obtained according to these drawings without any creative effort.

FIG. 1 is a schematic structural diagram of an independent wheelset guiding control structure incorporating a permanent magnet electromagnetic coupler according to the present invention.

FIG. 2 is a cross-sectional view at B-B in FIG. 1 .

FIG. 3 is a partial enlarged view of C in FIG. 1 .

FIG. 4 is a schematic structural diagram of a permanent magnet electromagnetic coupler.

Figure 5 is a flow chart of the principle of the independent wheelset steering control with the introduction of a permanent magnet electromagnetic coupler.

Figure 6 is a simulation comparison diagram of the linear automatic centering capability of the independent wheelset guidance control with the introduction of the permanent magnet electromagnetic coupler.

Figure 7 is a simulation comparison diagram of the curve passing capability of the independent wheelset steering control with the introduction of a permanent magnet electromagnetic coupler.

The marks in the figure are:

1. Wheel 2. External brake disc 3. Flange 4. Wheel side gear 5. Transmission shaft 6. Pinion 7. Gear box 8. U-shaped axle 9. Electromagnetic coupler 10. Rotating shaft 11. Insulation ring 12. Power receiving track 13. Insulating sleeve 14. Spring 15. Steel ball 16. Power supply device mounting seat 17. Outer rotor core 18. Outer rotor coil winding 19. End cover 20. Permanent magnet 21. Inner rotor core 22. Inner rotor core inner ring 23. Coupler shell.

Detailed ways

In order to make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. . Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention. Thus, the detailed descriptions of embodiments of the invention provided below are not intended to limit the scope of the invention as claimed, but are merely representative of selected embodiments of the invention.

It should be noted that like numerals and letters refer to like items in the following figures, so once an item is defined in one figure, it may not be further defined and explained in subsequent figures.

Example:

As shown in Figures 1 to 5, an independent wheelset guidance control structure incorporating a permanent magnet electromagnetic coupler is introduced. It includes wheels, external brake discs, U-shaped axles, wheel side gears, gearboxes, controllers, and vehicle speed sensors. One end of the U-shaped axle forms a wheel pair, the wheels on the left and right sides are close to the inner side of the wheel, and the wheel side gears are installed concentrically. The pinions are respectively connected with transmission shafts, and the other ends of the two transmission shafts are respectively connected to the inner rotor part and the outer rotor part of the electromagnetic coupler by means of interference fit. The gearbox is installed and fixed on the U-shaped axle, and the other A fixed structure can also be used, as long as the gearbox can be fixed. The structural scheme includes left and right wheels, left and right external brake discs, wheel side gears and U-shaped axles. The left and right wheels are bolted to the left and right external brake discs respectively, and then a pair of "back-to-back" methods are used for interference fit with the journals at both ends of the U-shaped axle. At the same time, the wheel side gears are bolted to the wheel hub. Therefore, the lateral force of the wheel and rail can be transmitted from the wheel to the U-shaped axle through the connecting flange and the wheel side gear through the brake disc, and then through the tapered roller bearing. In order to connect the left and right wheels with the permanent magnet drum-type speed-regulating electromagnetic coupler, a wheel side gear with a large number of teeth is consolidated at the hub of the left wheel, and then meshes with a small number of teeth gear (ie, pinion), and the pinion is fixed. The right end of the rotating shaft of the knot is directly interfered with the electromagnetic coupler, so that the rotation of the left wheel can be transmitted to the inner rotor part of the electromagnetic coupler. The rotation of the right wheel is transmitted to the outer rotor part of the electromagnetic coupler through the same gear meshing, so that the wheels on both sides can be connected with the inner and outer rotors of the coupler respectively. The invention adopts the permanent magnet barrel type speed-regulating electromagnetic coupler, and the outer rotor winding coil generates a magnetic field under the excitation current. Relative motion is formed between the rotating magnetic field generated by the rotation of the outer rotor of the coupler driven by the right wheel and the inner rotor winding that reflects the rotational speed of the left wheel. . The action between the induced current in the inner rotor winding and the rotating magnetic field produces torque. If the rotational speed of the left and right wheels approaches, the induced current in the inner rotor winding gradually decreases, and the generated electromagnetic torque also decreases accordingly. If the magnitude of the excitation current changes, the intensity of the magnetic field generated by the outer rotor winding also changes accordingly, which in turn changes the torque of the interaction between the inner rotor and the outer rotor of the coupler. When the excitation current is zero, there is no interaction between the outer rotor and the inner rotor of the electromagnetic coupler, and the wheelset is equivalent to an independent wheelset. The realization of the function requires the use of the speed difference control system of the permanent magnet drum type speed-regulating electromagnetic coupler. The control system first obtains the line information (including line curvature and outer rail superelevation) of the vehicle operation and the vehicle operation speed information, and obtains the time when passing the curve. The control target of the speed difference between the two sides of the wheel; furthermore, the speed difference control target obtained above is used as the control target of the electromagnetic coupler vector control system, and the electromagnetic torque is controlled between the inner and outer rotors of the electromagnetic coupler to drive the wheels on both sides to form a speed difference through the curve.

As shown in Figure 4, the electromagnetic coupler is provided with a control system, which includes a vehicle speed sensor: used to sense the current vehicle speed; a rotational speed sensor, corresponding to the left and right wheels, used to sense the current rotational speed of the left and right wheels; curve line information response Converter: used to sense the information of the curve line on the current route, including position information, length information, and degree of curve; Converter: connected to the electromagnetic coupler while receiving the control of the controller, used to control the current size, thereby Control the rotational speed of the inner and outer rotors of the electromagnetic coupler; Controller: The controller is connected with the vehicle speed sensor, the rotational speed sensor, the curve line information transponder, and the converter, and receives the information from the vehicle speed sensor, the rotational speed sensor, and the curve line information transponder. The magnitude of the current is changed.

The outer rotor of the electromagnetic coupler adopts the power supply mode of three-phase winding. The outer rotor part rotates relative to the wheel side gear. An insulating ring with three graphite power receiving rails is embedded in the coupler shell to supply power to the coupler. Two spring-supported steel balls are mounted on the wall and contact the two power rails to supply power. Regarding the power supply mode of the three-phase winding of the outer rotor of the permanent magnet barrel type speed-regulating electromagnetic coupler, the outer rotor part of the permanent magnet barrel-type speed-regulating electromagnetic coupler rotates relative to the wheel-side gearbox. In order to facilitate the power supply of the coupler and simplify the mechanical structure, an insulating ring with three graphite power receiving tracks is embedded in the coupler shell. Two spring-supported steel balls are installed on the wall of the gear box on the wheel side to contact and supply power to the two power receiving rails respectively.

The electromagnetic coupler is a permanent magnet drum type speed-regulating electromagnetic coupler, which includes an outer rotor and an inner rotor. The outer rotor of the coupler is composed of a coupler shell and an outer rotor iron embedded in the shell and formed by laminating silicon steel sheets. The inner rotor of the coupler is composed of the inner rotor iron core and the inner rotor iron core inner ring formed by laminating silicon steel sheets. The outer rotor iron core and the inner rotor iron core are embedded with neodymium iron. The permanent magnet of boron permanent magnet material, the wheel side gear meshes with the pinion and drives the squirrel-cage inner rotor of the electromagnetic coupler to rotate; the rotation of the right wheel can drive the outer rotor of the electromagnetic coupler to rotate. The speed difference of the rotor can reflect the speed difference of the wheels on both sides.

In order to make the centerline of the drive shaft relatively low relative to the ground without affecting the interference between the electromagnetic coupler and the U-shaped axle, the gearbox is installed at a downward slope of 45° to meet the floor height requirements of the low-floor vehicle.

An independent wheelset guidance control method incorporating a permanent magnet electromagnetic coupler, the steps of which include: (1) the controller obtains the line information of the vehicle operation and the vehicle operation speed information respectively through the curve line information transponder and the vehicle speed sensor; (2) The controller calculates the control expectation of the wheel speed difference on both sides when passing the curve; (3) The speed difference control expectation obtained in step 2) is used as the control target of the electromagnetic coupler vector control system to control the inner and outer rotors of the permanent magnet electromagnetic coupler Electromagnetic torque is generated between the two wheels to drive the wheels on both sides to form a speed difference passing curve; (4) Through the speed sensors installed at the wheels on both sides, the current wheel speed difference data is compared with the speed difference control expectation, and the difference between the two can be compared. The speed difference control error is obtained, and the speed difference control error is used as the feedback signal of the controller. According to the feedback signal, the electromagnetic torque between the inner and outer rotors of the permanent magnet electromagnetic coupler is controlled to drive the wheels on both sides to form a speed difference and tend to the speed difference control. expect.

The line information includes line curvature and outer rail superelevation.

The line parameter information is acquired through the triggering of the ground transponder signal or the mileage mapping.

In step (2), the calculation method of the control expectation of the wheel speed difference between the two sides is based on the lateral dynamics model of the independent wheelset, considering the lateral movement yw and the _shaking motion _ψw of the independent wheelset , as shown in equations (1) and (2) shown.

（1）

(1)

（2）

(2)

分别为左右侧车轮转动速度；k _x、k _y分别为一系纵横向定位刚度；T _L、T _R分别为两侧车轮的驱动力矩。在稳态运行情况下，假设独立轮对稳态通过曲线，其惯性项可忽略不计，即

，可得到下列两式：In formulas (1) and ( ₂ ), m _w is the mass of the wheelset; Iwz is the _tilting moment of inertia of the wheelset; _f11 is the longitudinal creep coefficient; f22 is the lateral creep coefficient; P is the axle weight of the wheelset; r ₀ is the nominal rolling circle radius; λ is the wheel cone tread slope; v is the wheelset forward speed; g is the acceleration of gravity; ϕ _sew is the superelevation angle of the outer rail of the curve; κ is the curvature of the curve; L _g is the nominal rolling circle Half of the lateral span; L _b is half of the lateral span of the primary suspension anchor point;

are the rotational speeds of the left and right wheels respectively; k _x and ky are the longitudinal and _lateral positioning stiffness of the primary system respectively; TL and TR are the driving _torques of the wheels on both sides respectively _. In steady-state operation, it is assumed that the independent wheelset passes through the steady-state curve, and its inertia term is negligible, i.e.

, the following two formulas can be obtained:

（3）

(3)

为两侧车轮实时转速差，且

。为避免轮缘与轨道接触的最直接的方法是控制轮对的横移量小于轮缘间隙，即控制目标为y _w0 = 0，由此可知两侧车轮的转速差控制期望为where:

is the real-time speed difference of the wheels on both sides, and

. The most direct method to avoid the contact between the rim and the track is to control the lateral movement of the wheelset to be less than the rim clearance, that is, the control target is y _w0 = 0. It can be seen that the control expectation of the speed difference of the wheels on both sides is

（4）

(4)

If the superelevation h setting of the outer rail of the line curve satisfies:

（5）

(5)

In the formula: h is in mm, v _p is the speed of each train passing through the curve section, in km/h. The formula (5) can be approximately expressed as:

（6）

(6)

Substitute the current vehicle running speed v and the line curvature κ to obtain the real-time speed difference control expectation of the wheels on both sides.

The following is a further detailed description in conjunction with an example: as shown in Figures 1-5, an independent wheelset guidance control structure incorporating a permanent magnet electromagnetic coupler includes a wheel 1, a U-shaped axle 8, an external brake disc 2 and Permanent magnet barrel type speed-regulating electromagnetic coupler 9. The external brake disc 2 is bolted to the flange 3 and then bolted to the left and right wheels 1 respectively, and then installed on the journals at both ends of the U-shaped axle 8 with a pair of tapered roller bearings arranged in a "back-to-back" manner. The wheel side gear 4 is bolted to the wheel hub of the wheel 1 .

The pinion 6 in the left gear box 7 is connected with the journal at the left end of the transmission shaft 5 by a key, and at the same time, the journal at the right end of the transmission shaft 5 has an interference fit with the inner ring 22 of the inner rotor core of the coupler, so the rotational speed of the left pinion is equal to that of the coupler. The rotational speed of the inner rotor. In addition, the pinion 6 in the right gear box 7 is keyed to the right end journal of the rotating shaft 10 , and the left end journal of the rotating shaft 10 of the U-shaped axle 8 is interference fit with the shaft hole of the coupler housing 23 . Therefore the right pinion speed is equal to the speed of the outer rotor of the coupler.

The permanent magnet barrel type speed-regulating electromagnetic coupler 9 is mainly composed of an outer rotor and an inner rotor. The outer rotor of the coupler is composed of a coupler casing 23 , an outer rotor iron core 17 formed by laminating silicon steel sheets embedded in the casing, an outer rotor coil winding 18 and an end cover 19 . The inner rotor of the coupler is composed of an inner rotor iron core 21 formed by laminating silicon steel sheets and an inner rotor iron core inner ring 22 . The permanent magnet 20 of NdFeB permanent magnet material is embedded on the laminated core of silicon steel sheet, which can improve the power density of the electromagnetic coupler, so that its dynamic performance is better and the manufacturing process is simpler.

The wheel side gear 4 connected with the bolts at the hubs of the wheels 1 on both sides meshes with the pinion 6 and rotates the wheel through a certain transmission ratio to drive the squirrel-cage inner rotor of the permanent magnet cylindrical speed-regulating electromagnetic coupler 9 to rotate. The rotation of the right wheel can drive the outer rotor of the permanent magnet drum-type speed-regulating electromagnetic coupler 9 to rotate. Therefore, the speed difference between the outer rotor and the inner rotor of the coupler can reflect the speed difference of the wheels on both sides.

In order to make the centerline of the transmission shaft 5 lower relative to the ground without affecting the interference between the permanent magnet drum-type speed-regulating electromagnetic coupler 9 and the U-shaped axle 8, the gearbox is installed at a downward slope of 45° to meet the low floor requirements. The height of the floor of the car is required.

An insulating ring 11 with three graphite power receiving rails 12 is embedded in the receiving ring mounting groove of the coupler housing 23 to form a power supply device mounting seat 16 . On the wheel side gear box wall, three steel balls 15 supported by springs 14 are installed in contact with the power supply devices for power supply on the three power receiving rails 12 respectively. The spring 14 and the steel ball 15 are embedded in an insulating sleeve 13 .

In order to realize the independent wheelset guidance control function of the permanent magnet electromagnetic coupler, first, obtain the line information of the vehicle operation (including the line curvature and outer rail superelevation) and the vehicle operation speed information, and obtain the wheel speeds on both sides when passing the curve. Poor control target. Furthermore, the above-obtained speed difference control target is used as the control target of the electromagnetic coupler vector control system, and the permanent magnet electromagnetic coupler is controlled to generate electromagnetic torque between the inner and outer rotors to drive the wheels on both sides to form a speed difference passing curve. Among them, the vehicle speed information can be obtained through the existing vehicle speed sensor, and the line parameter information can be triggered by the ground transponder signal or the mileage mapping acquisition, etc. The control flow schematic diagram is shown in Figure 5.

As shown in FIGS. 6-7 , in order to investigate the improvement effect of the independent wheelset guidance control provided by the present invention introducing the permanent magnet electromagnetic coupler on the straight line automatic centering ability and the curve passability of the independent wheelset. Set the initial position of the track to apply random irregularities, and remove the disturbance after 100 m. The straight line condition, and 40 m long straight line + 50 m long gentle curve + 40 m long circular curve with a radius of 100 m combination, curve The curve condition with the superelevation of 50 mm is simulated, and the results shown in Figure 6-7 are obtained. The results show that the invention can make the independent wheel set run in a straight line, and after being laterally disturbed, run off the center of the track, so that the wheel set can return to the center of the line. When the wheelset enters the curve line, the traverse amount of the wheelset can quickly converge to zero, so as to smoothly pass the curve.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", " rear, left, right, vertical, horizontal, top, bottom, inside, outside, clockwise, counterclockwise, etc., or The positional relationship is based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, Therefore, it should not be construed as a limitation of the present invention.

Note: Formula (5) is from Luo Ren, Shi Huailong. Railway Vehicle System Dynamics and Applications [M]. Chengdu: Southwest Jiaotong University Press, 2018:131-132.

In the present invention, unless otherwise expressly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of the two elements or the interaction relationship between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

In the present invention, unless otherwise expressly specified and limited, a first feature "on" or "under" a second feature may include the first and second features in direct contact, or may include the first and second features Not directly but through additional features between them. Also, the first feature being "above", "over" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature is "below", "below" and "below" the second feature includes that the first feature is directly and diagonally below the second feature, or simply means that the first feature is level below the second feature.

The above are only the preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be regarded as limitations of the present invention, and the protection scope of the present invention should be based on the scope defined by the claims. For those skilled in the art, without departing from the spirit and scope of the present invention, several improvements and modifications can also be made, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims (10)

1. An independent wheel pair guiding control structure introducing a permanent magnetic electromagnetic coupler is characterized by comprising wheels, an external brake disc, a U-shaped axle, wheel side gears, a gear box, a controller and a vehicle speed sensor, wherein the centers of the outer sides of the left and right wheels are connected with the external brake disc through flanges, the centers of the inner sides of the left and right wheels are respectively connected with one end of the U-shaped axle to form wheel pairs, the wheel side gears are concentrically arranged on the left and right wheels close to the inner sides of the wheels, the wheel side gears on the left and right sides are respectively meshed with pinions in the gear boxes corresponding to the two sides, the pinions in the two gear boxes are respectively connected with transmission shafts, and the other ends of the two transmission shafts are respectively connected with an inner rotor part and an outer rotor part of the electromagnetic coupler.

2. The independent wheel pair guiding control structure with the permanent magnetic electromagnetic coupler introduced thereinto according to claim 1, wherein the brake disc is fixedly connected with a hub through bolts, the wheel side gear is fixedly connected with the hub, the pinion is meshed with the wheel side gear, and the pinion is installed with a transmission shaft through interference fit.

3. The structure for controlling the steering of an independent wheel set introduced with a permanent-magnet electromagnetic coupler as claimed in claim 1, wherein the electromagnetic coupler is provided with a control system comprising a vehicle speed sensor: the vehicle speed sensor is used for sensing the current vehicle speed; the rotating speed sensors are correspondingly arranged at the left wheel and the right wheel and are used for sensing the current rotating speeds of the left wheel and the right wheel; curved line information transponder: the system is used for sensing the information of a curve line on the current route, and comprises position information, length information and curve degree; a current transformer: the controller is connected with the electromagnetic coupler while being controlled by the controller, and is used for controlling current so as to control the rotating speed of the inner rotor and the outer rotor of the electromagnetic coupler; a controller: the controller is connected with the vehicle speed sensor, the rotating speed sensor, the curve line information responder and the converter, receives the information of the vehicle speed sensor, the rotating speed sensor and the curve line information responder, and controls the converter to output three-phase alternating current with certain frequency and magnitude.

4. The structure of claim 1, wherein the outer rotor of the electromagnetic coupler is powered by three-phase windings, the outer rotor partially rotates relative to the wheel side gear, an insulating ring with three graphite powered tracks is embedded in the coupler housing to power the coupler, and two steel balls supported by springs are mounted on the wheel side gear housing wall to power the two powered tracks.

5. The structure of claim 1, wherein the electromagnetic coupler is a permanent magnet cylinder type speed-adjustable electromagnetic coupler, and comprises an outer rotor and an inner rotor, the outer rotor of the coupler is composed of a coupler housing, an outer rotor core, an outer rotor coil winding and an end cap, the outer rotor core is embedded in the housing and is formed by laminating silicon steel sheets, the inner rotor of the coupler is composed of an inner rotor core and an inner rotor core inner ring, the inner rotor core and the outer rotor core are formed by laminating silicon steel sheets, permanent magnets made of neodymium-iron-boron permanent magnet materials are embedded in the outer rotor core and the inner rotor core, and a wheel side gear is meshed with a pinion to drive a squirrel-cage inner rotor of the electromagnetic coupler to rotate; the right wheel rotates to drive the outer rotor of the electromagnetic coupler to rotate, and the rotation speed difference between the outer rotor and the inner rotor of the coupler can reflect the rotation speed difference between the wheels on the two sides.

6. The independent wheel pair guiding control structure introduced with the permanent magnetic electromagnetic coupler as claimed in claim 1, wherein the gear box is installed with an angle of 45 degrees downwards so as to enable the center line of the transmission shaft to be lower relative to the ground without influencing the interference between the electromagnetic coupler and the U-shaped axle, so as to meet the requirement of the vehicle bottom plate height of the low-floor vehicle.

7. An independent wheel pair guiding control method introducing a permanent magnetic electromagnetic coupler is characterized by comprising the following steps: the method comprises the following steps that (1) a controller respectively obtains line information of vehicle operation and vehicle operation speed information through a curve line information responder and a vehicle speed sensor; (2) the controller calculates the expected control speed difference of the wheels on two sides when the wheels pass through the curve; (3) taking the rotating speed difference control expectation obtained in the step 2) as a control target of a vector control system of the electromagnetic coupler, and controlling an electromagnetic torque generated between an inner rotor and an outer rotor of the permanent magnetic electromagnetic coupler to drive wheels on two sides to form a rotating speed difference passing curve; and (4) obtaining the current wheel rotation speed difference data and the rotation speed difference control expectation by the rotation speed sensors arranged at the wheels at the two sides, obtaining a rotation speed difference control error by subtracting the current wheel rotation speed difference data and the rotation speed difference control expectation, taking the rotation speed difference control error as a feedback signal of a controller, and generating electromagnetic torque between an inner rotor and an outer rotor of the permanent magnet electromagnetic coupler according to the feedback signal to drive the wheels at the two sides to form the rotation speed difference tending to the rotation speed difference control expectation.

8. The method of claim 7, wherein the track information comprises track curvature and outer rail height.

9. The method for controlling the steering of the independent wheel set introduced with the permanent magnetic electromagnetic coupler as claimed in claim 7, wherein the line parameter information is acquired by signal triggering of a ground transponder or mileage mapping.

10. The method for controlling the steering of an independent wheel set by introducing a permanent-magnet electromagnetic coupler as claimed in claim 7, wherein the expected calculation method for controlling the rotational speed difference of the wheels on both sides in the step (2) is to consider the transverse movement of the independent wheel set according to the transverse dynamic model of the independent wheel sety _w And head shaking motionψ _w As shown in formulas (1) and (2):

（1）

（2）

in the formulae (1) and (2),m _w the wheel set mass;I _wz the oscillating moment of inertia of the wheel pair;f ₁₁ is the longitudinal creep coefficient;f ₂₂ is the transverse creep coefficient;Pthe axle weight of the wheel set is;r ₀ is the nominal rolling circle radius;λthe inclination of the wheel conical tread is adopted;vthe forward speed of the wheel set;gis the acceleration of gravity;ϕ _sew is a curve outer rail ultrahigh angle;κis the curvature of the curve;L _g half the nominal rolling circle lateral span; l is a radical of an alcohol _b Is half of the transverse span of a series of suspension positioning points;

the rotating speeds of the left and right side wheels are respectively;k _x 、k _y respectively a series of longitudinal and transverse positioning rigidity;T _L 、T _R driving torque of wheels on two sides respectively; in steady-state operation, assuming a steady-state passage curve of the independent wheel pair, its inertial term is negligible, i.e. it is assumed that

The following two formulae are obtained:

（3）

in the formula:

for the real-time rotation speed difference of the wheels at both sides, an

(ii) a The most direct way to avoid contact of the wheel rim with the rail is to control the amount of lateral displacement of the wheel-set to be less than the wheel rim clearance, i.e. to avoid contact of the wheel rim with the railThe control target isy _w0 = 0, it is thus understood that the differential rotational speed control of the wheels on both sides is desired

（4）

If the line curve outer rail superelevation h setting satisfies:

（5）

in the formula: the unit of h is mm, and the length of h,v _p the speed of each train passing through the curve segment is the unit km/h;

equation (5) can be approximated as:

（6）

and substituting the current vehicle running speed v and the line curvature kappa into the curve to obtain the real-time rotating speed difference control expectation of the wheels on the two sides.

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