CN114954543A - Independent wheel pair guiding control structure and method introducing permanent magnetic electromagnetic coupler - Google Patents
Independent wheel pair guiding control structure and method introducing permanent magnetic electromagnetic coupler Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices
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- H—ELECTRICITY
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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
Technical Field
The invention belongs to the technical field of independent wheel pair guiding control, and particularly relates to an independent wheel pair guiding control structure and method with a permanent magnetic electromagnetic coupler.
Background
The wheel set is a unique component of a railway vehicle. Mainly comprises a rigid wheel pair and an independent wheel pair. The rigid wheel pair consists of two identical wheels and an axle, which are typically assembled in an interference fit relationship so that the two are securely joined. The rigid wheel set generates snake-shaped motion, the snake-shaped motion is self-excited vibration of a nonlinear dynamic system, energy of the motion is input into the system through wheel-rail contact creep by the energy of the forward motion of the wheel set, and the snake-shaped motion of the rigid wheel set is unstable when the forward speed of the wheel set exceeds a certain value. One simple way to eliminate the serpentine motion of the rigid wheel-pair is to decouple the left and right wheels of the rigid wheel-pair in the direction of rotation so that the wheels on either side can rotate at different angular velocities. This type of wheel is called an independent wheel pair. Due to the decoupling of the left and right wheels, the independent wheel pair loses the longitudinal creep torque thereof; furthermore, the independent wheel sets lose their ability to steer similar to rigid wheel sets without snaking. The independent wheel pair can only improve the gravity restoring force by increasing the contact angle difference between the left wheel and the right wheel so as to restore partial guiding capacity. However, even on straight tracks, the independently rotating wheel sets typically rest on one side of the track and cannot be automatically returned to the center of the track due to wheel manufacturing tolerances and track irregularities, thereby increasing the tendency for the wheels to derail. On a curve, the independently rotating wheel sets are steered primarily by the wheel rim, which results in the wheel rim being susceptible to wear.
The active aspect of the independent wheel pair is that when the independent wheel pair runs on a straight line, the independent wheel pair has the potential of good transverse stability, higher critical speed and the like. Therefore, in order to fully utilize the excellent stable lateral dynamics and improve the guiding capability on a curve, active guiding control of an independent wheel set is required.
Chinese patent application publication No. CN105799717B, published as 20180622, provides an active wheel pair guiding method and device for a railway vehicle. The differential mechanism structure in a mechanical coupling form is designed by utilizing the research idea of mechanical coupling through an active guide control mode of rotating speed control, certain improvement is carried out on the structure based on a planetary gear reducer, and the differential mechanism structure is arranged between left and right wheels of an independent wheel pair, so that the left and right wheels can obtain different rotating speeds during operation, the rotating speed difference required by a target curve is achieved, the purpose of active guide is realized, and the automatic centering capacity on a straight line of a vehicle and the curve passing capacity on the curve of the independent wheel pair are improved. However, the method relates to the application of multi-stage gear transmission, and has the disadvantages of more complicated mechanical mechanism and poorer reliability.
The publication of "Long H, Wang H, Ren L, Dynamic performance test of conversion-coupled Wheel sets.11 th International Conference on Contact mechanisms and Wear of Rail/Wheel Systems (CM2018), Delft, The Netherlands, September 24-27, 2018" proposes a novel structure of independent Wheel sets with independent Wheel sets in transverse coupling, i.e. The left and right wheels are coupled by a dry friction pair, so that The rotating speeds of The wheels on both sides of The independent Wheel sets are converged, thereby achieving The purpose of having The steering characteristic similar to that of rigid Wheel sets. The friction coupling adopted by the scheme has the advantages of simple structure, low cost and easiness in implementation and application, but the guiding capacity of the transverse coupling independent wheel set is derived from the convergence of rotating speeds at two sides, the limit of the guiding capacity is the traditional rigid wheel set, and the capacity of passing through a small-radius curve is weaker.
Disclosure of Invention
In order to overcome the defects, the inventor of the invention continuously reforms and innovates through long-term exploration and trial and multiple experiments and endeavors, and provides an independent wheel set guiding control structure and a method for introducing a permanent magnet electromagnetic coupler.
In order to achieve the purpose, the invention adopts the technical scheme that: an independent wheel pair guiding control structure with a permanent magnetic electromagnetic coupler is introduced. The wheel side gears on the left side and the right side 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 an electromagnetic coupler in an interference fit mode.
According to the invention, a further preferable technical scheme of the independent wheel pair guiding control structure introducing the permanent magnetic electromagnetic coupler is as follows: the brake disc and the hub are fixedly connected through bolts, the wheel side gear is fixedly connected to the hub, the pinion is meshed with the wheel side gear, and the pinion and the transmission shaft are installed in an interference fit mode.
According to the invention, a further preferable technical scheme of the independent wheel pair guiding control structure introducing the permanent magnetic electromagnetic coupler is as follows: the electromagnetic coupler is provided with a control system, which comprises a vehicle speed sensor: the vehicle speed sensor is used for sensing the current vehicle speed; the rotating speed sensors are correspondingly arranged near the left and right wheels and are used for sensing the current rotating speeds of the left and right wheels; 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 the controller is controlled to output three-phase alternating current with certain frequency and magnitude 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.
According to the invention, a further preferable technical scheme of the independent wheel pair guiding control structure introducing the permanent magnetic electromagnetic coupler is as follows: an outer rotor of the electromagnetic coupler adopts a three-phase winding power supply mode, the outer rotor partially rotates relative to a wheel side gear, an insulating ring with three graphite power receiving tracks is embedded in a shell of the coupler to supply power to the coupler, and two steel balls supported by springs are arranged on the wall of the wheel side gear box and are respectively in contact power supply with the two power receiving tracks.
According to the invention, a further preferable technical scheme of the independent wheel pair guiding control structure introducing the permanent magnetic electromagnetic coupler is as follows: the electromagnetic coupler is a permanent magnet cylinder type speed-regulating electromagnetic coupler and comprises an outer rotor and an inner rotor, wherein the outer rotor of the coupler consists of a coupler shell, an outer rotor iron core, an outer rotor coil winding and an end cover, the outer rotor iron core is embedded in the shell and is formed by laminating silicon steel sheets, the inner rotor of the coupler consists of an inner rotor iron core and an inner rotor iron core inner ring, the inner rotor iron core and the inner rotor iron core are formed by laminating silicon steel sheets, permanent magnets made of neodymium iron boron permanent magnet materials are embedded in the outer rotor iron core and the inner rotor iron 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 can 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 two sides.
According to the invention, the further preferable technical scheme is that the independent wheel pair guiding control structure introduced with the permanent magnetic electromagnetic coupler comprises the following steps: in order to ensure that the central line of the transmission shaft is lower relative to the ground height and the interference between the electromagnetic coupler and the U-shaped axle is not influenced, the gear box is installed in a way of inclining downwards by 45 degrees so as to meet the requirement of the height of the bottom plate of the low-floor vehicle.
An independent wheel pair guiding control method introducing a permanent magnetic electromagnetic coupler comprises 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 of the rotating speed difference of the wheels on the 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.
According to the invention, a further preferable technical scheme is that the method for controlling the guidance of the independent wheel set by introducing the permanent magnet electromagnetic coupler comprises the following steps: the line information includes line curvature and outer rail superelevation.
According to the invention, a further preferable technical scheme is that the method for controlling the guidance of the independent wheel set by introducing the permanent magnet electromagnetic coupler comprises the following steps: the line parameter information is obtained by triggering a ground transponder signal or mapping and acquiring mileage.
According to the invention, a further preferable technical scheme is that the method for controlling the guidance of the independent wheel set by introducing the permanent magnet electromagnetic coupler comprises the following steps: the method for calculating the control expectation of the rotational speed difference of the wheels on the two sides in the step (2) is to consider the transverse movement of the independent wheel pair according to the transverse dynamic model of the independent wheel pairy w And head shaking motionψ w As shown in formulas (1) and (2).
In the formulae (1) and (2),m w the wheel set mass;I wz is 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;λis a wheelTaper type tread inclination;vthe forward speed of the wheel set;gis the acceleration of gravity;ϕ sew is a curve outer rail ultra-high angle;κis the curvature of the curve; l is g Half the nominal rolling circle lateral span; l is 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 respectively the driving torque of the wheels at both sides. 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:
in the formula:
for the real-time rotation speed difference of the wheels at both sides, an
. The most direct method for avoiding contact between the wheel rim and the rail is to control the transverse displacement of the wheel pair to be smaller than the wheel rim gap, i.e. the control objective isy w0 = 0, it is thus understood that the differential rotational speed control of the wheels on both sides is desired
If the outer rail of the circuit curve is ultrahighhThe setting satisfies:
in the formula:hthe unit of (a) is mm,v p the speed of each train passing through the curve segment is the unit km/h. Equation (5) can be approximated as:
substituting the current vehicle running speedvAnd line curvatureκAnd obtaining the real-time rotating speed difference control expectation of the wheels on the two sides.
Compared with the prior art, the technical scheme of the invention has the following advantages/beneficial effects:
1. the wheels on two sides are coupled together through the permanent magnet barrel type speed regulation type electromagnetic coupler, and the electromagnetic torque can be controlled by adjusting the current led into the outer rotor winding, so that the inner rotor and the outer rotor rotate at a certain rotating speed difference or rotate at the same rotating speed, the rotation of the inner rotor and the outer rotor is transmitted to the wheels on two sides through the mechanical transmission mechanism, the differential active guide of the wheel pair is realized, the guide is accurate and convenient, and the adopted basic mechanical structure is stable and durable.
2. The electromagnetic coupler is adopted to control the rotating speed difference, and a new equipment structure and a control method are provided for the steering control of the independent wheels of the train.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic structural diagram of an independent wheel set guiding control structure incorporating a permanent magnetic electromagnetic coupler according to the present invention.
Fig. 2 is a sectional view at B-B in fig. 1.
Fig. 3 is a partially enlarged view at C in fig. 1.
Fig. 4 is a schematic structural diagram of a permanent-magnet electromagnetic coupler.
Fig. 5 is a schematic flow diagram of independent wheel pair steering control incorporating permanent magnet electromagnetic couplers.
Fig. 6 is a simulation comparison diagram of the linear automatic complex energy of the independent wheel pair guiding control introduced with the permanent magnetic electromagnetic coupler.
Fig. 7 is a simulated comparison of curve throughput for independent wheel set steering control incorporating permanent magnet electromagnetic couplers.
The labels in the figure are respectively:
1. the automobile comprises a wheel 2, an external brake disc 3, a flange 4, a wheel side gear 5, a transmission shaft 6, a pinion 7, a gear box 8, a U-shaped axle 9, an electromagnetic coupler 10, a rotating shaft 11, an insulating ring 12, a power receiving rail 13, an insulating sleeve 14, a spring 15, steel balls 16, a power supply device mounting seat 17, an outer rotor iron core 18, an outer rotor coil winding 19, an end cover 20, a permanent magnet 21, an inner rotor iron core 22, an inner rotor iron core 23 and a coupler shell.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions in the embodiments of the present invention are clearly and completely described below, and it is obvious that the described embodiments are a part of the embodiments of the present invention, not all of the embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention. Thus, the detailed description of the embodiments of the present invention provided below is not intended to limit the scope of the invention as claimed, but is merely representative of selected embodiments of the invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it may not be further defined and explained in subsequent figures.
Example (b):
as shown in fig. 1 to 5, an independent wheel pair guiding control structure with a permanent magnetic electromagnetic coupler is introduced. The wheel side gears on the left side and the right side are respectively meshed with pinions in 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 gear boxes are installed and fixed on the U-shaped axle, and other fixing structures can be adopted as long as the gear boxes can be fixed. The structure scheme comprises a left wheel, a right wheel, a left external brake disc, a right external brake disc, a wheel side gear and a U-shaped axle. The left wheel and the right wheel are respectively connected with the left external brake disc and the right external brake disc through bolts and then are in interference fit with shaft necks at two ends of the U-shaped axle in a back-to-back mode, and meanwhile, the wheel side gears are connected with wheel hubs through bolts. Therefore, the transverse force of the wheel track can be transmitted to the U-shaped axle from the wheel through the brake disc connecting flange and the wheel side gear and then through the tapered roller bearing. In order to connect the left and right wheels with the permanent magnet cylinder type speed regulation type electromagnetic coupler, a wheel side gear with a large number of teeth is fixedly connected to the hub of the left wheel and then meshed with a gear with a small number of teeth (namely a pinion), and the right end of a rotating shaft fixedly connected with the pinion is directly in interference fit with the electromagnetic coupler, so that the rotation of the left wheel can be transmitted to an 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 engagement, so that the wheels on two sides can be respectively connected with the inner rotor and the outer rotor of the coupler. The invention adopts a permanent magnet barrel type speed regulation type electromagnetic coupler, and an outer rotor winding coil generates a magnetic field under exciting current. The right wheel drives the coupler outer rotor to rotate to generate a rotating magnetic field and the inner rotor winding reflecting the rotating speed of the left wheel to form relative motion, and the inner rotor winding cuts the magnetic induction line to generate induced electromotive force, so that induced current is generated in the outer rotor winding. Torque is generated by the action between the induced current in the inner rotor winding and the rotating magnetic field. If the rotating speeds of the left and right wheels approach, the induced current in the inner rotor winding is gradually reduced, and the generated electromagnetic torque is correspondingly reduced. If the magnitude of the exciting current is changed, the magnetic field intensity generated by the outer rotor winding is correspondingly changed, and then the interactive torque between the inner rotor and the outer rotor of the coupler is also changed. When the exciting current is zero, the outer rotor and the inner rotor of the electromagnetic coupler have no interaction, and the wheel pair is equivalent to an independent wheel pair. The control system firstly acquires the running line information (including line curvature and outer rail superelevation) of the vehicle and the running speed information of the vehicle to obtain the control target of the rotating speed difference of the wheels on two sides when the wheels pass through a curve; and then, the obtained rotating speed difference control target is used as a control target of an electromagnetic coupler vector control system, and electromagnetic torque generated between an inner rotor and an outer rotor of the electromagnetic coupler is controlled to drive wheels on two sides to form a rotating speed difference passing curve.
As shown in fig. 4, the electromagnetic coupler is provided with a control system including 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 the 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 changes the current of the converter.
An outer rotor of the electromagnetic coupler adopts a three-phase winding power supply mode, the outer rotor partially rotates relative to a wheel side gear, an insulating ring with three graphite power receiving tracks is embedded in a shell of the coupler to supply power to the coupler, and two steel balls supported by springs are arranged on the wall of the wheel side gear box and are respectively in contact power supply with the two power receiving tracks. Regarding the power supply method of the outer rotor three-phase winding of the permanent magnet drum type speed regulation type electromagnetic coupler, the outer rotor part of the permanent magnet drum type speed regulation type electromagnetic coupler rotates relative to the wheel side gear box. So as to conveniently supply power to the coupler and simplify the mechanical structure, and an insulating ring with three graphite power receiving tracks is embedded in the shell of the coupler. Two steel balls supported by springs are arranged on the gear box wall of the wheel side and are respectively contacted with two power receiving tracks for supplying power.
The electromagnetic coupler is a permanent magnet cylinder type speed-regulating electromagnetic coupler and comprises an outer rotor and an inner rotor, wherein the outer rotor of the coupler consists of a coupler shell, an outer rotor iron core, an outer rotor coil winding and an end cover, the outer rotor iron core is embedded in the shell and is formed by laminating silicon steel sheets, the inner rotor of the coupler consists of an inner rotor iron core and an inner rotor iron core inner ring, the inner rotor iron core and the inner rotor iron core are formed by laminating silicon steel sheets, permanent magnets made of neodymium iron boron permanent magnet materials are embedded in the outer rotor iron core and the inner rotor iron 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 can 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 two sides.
In order to ensure that the central line of the transmission shaft is lower relative to the ground height and the interference between the electromagnetic coupler and the U-shaped axle is not influenced, the gear box is installed in a way of inclining downwards by 45 degrees so as to meet the requirement of the height of the bottom plate of the low-floor vehicle.
An independent wheel pair guiding control method introducing a permanent magnetic electromagnetic coupler comprises 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 of the rotating speed difference of the wheels on the 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 the controller, and controlling the inner rotor and the outer rotor of the permanent magnetic electromagnetic coupler to generate electromagnetic torque according to the feedback signal so as to drive the wheels at the two sides to form the rotation speed difference tending to the rotation speed difference control expectation.
The line information includes line curvature and outer rail superelevation.
The line parameter information is obtained by triggering a ground transponder signal or mapping and acquiring mileage.
The method for calculating the control expectation of the rotational speed difference of the wheels on the two sides in the step (2) is to consider the transverse movement of the independent wheel pair according to the transverse dynamic model of the independent wheel pairy w And head shaking motionψ w As shown in formulas (1) and (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 ultra-high angle;κis the curvature of the curve;L g half the nominal rolling circle lateral span;L 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 respectively the driving torque of the wheels at both sides. 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:
in the formula:
for the real-time rotation speed difference of the wheels at both sides, an
. The most direct method for avoiding contact between the wheel rim and the rail is to control the transverse displacement of the wheel pair to be smaller than the wheel rim gap, i.e. the control objective isy w0 = 0, it is thus understood that the differential rotational speed control of the wheels on both sides is desired
If the outer rail of the circuit curve is ultrahighhThe setting satisfies:
in the formula:hthe unit of (a) is mm,v p the speed of each train passing through the curve segment is the unit km/h. Equation (5) can be approximated as:
substituting the current vehicle running speedvAnd line curvatureκAnd obtaining the real-time rotating speed difference control expectation of the wheels on the two sides.
The following is described in further detail with reference to examples: as shown in fig. 1 to 5, an independent wheel pair guiding control structure with a permanent magnet electromagnetic coupler introduced comprises a wheel 1, a U-shaped axle 8, an external brake disc 2 and a permanent magnet barrel type speed regulation type electromagnetic coupler 9. The external brake disc 2 is respectively connected with the left and right wheels 1 through the flanges 3 through bolts, then is mounted on shaft necks at two ends of the U-shaped axle 8 through a pair of tapered roller bearings arranged in a back-to-back mode, and meanwhile, the wheel side gear 4 is connected with a hub of the wheel 1 through bolts.
The pinion 6 in the left gear box 7 is connected with the left end shaft neck of the transmission shaft 5 through a key, and meanwhile, the right end shaft neck of the transmission shaft 5 is in interference fit with the inner ring 22 of the iron core of the inner rotor of the coupler, so that the rotating speed of the left pinion is equal to that of the inner rotor of the coupler. In addition, the pinion 6 in the right-hand gear case 7 is journaled to the right end of the rotary shaft 10, and the left end of the rotary shaft 10 of the U-shaped axle 8 is journaled to the shaft hole of the coupler housing 23 in an interference fit. The right pinion rotational speed is therefore equal to the rotational speed of the outer rotor of the coupler.
The permanent magnet cylinder type speed regulation type electromagnetic coupler 9 is mainly composed of an outer rotor and an inner rotor. The coupler outer rotor is composed of a coupler shell 23, an outer rotor iron core 17 formed by laminating silicon steel sheets embedded in the shell, an outer rotor coil winding 18 and an end cover 19. The coupler inner rotor is composed of an inner rotor iron core 21 and an inner rotor iron core 22, wherein the inner rotor iron core 21 is formed by laminating silicon steel sheets. The permanent magnet 20 made of the neodymium iron boron permanent magnet material is embedded on the silicon steel sheet laminated iron core, so that the power density of the electromagnetic coupler can be improved, the dynamic performance of the electromagnetic coupler is better, and the manufacturing process is simpler.
After wheel side gears 4 which are connected with wheel hubs of wheels 1 at two sides through bolts are meshed with a pinion 6, the wheels are rotated to drive a squirrel-cage inner rotor of a permanent magnet cylinder type speed regulation type electromagnetic coupler 9 to rotate through a certain transmission ratio. And the right wheel can drive the outer rotor of the permanent magnet cylinder type speed regulation type electromagnetic coupler 9 to rotate. Therefore, the rotation speed difference of the outer rotor and the inner rotor of the coupler can reflect the rotation speed difference of wheels on two sides.
In order to ensure that the central line of the transmission shaft 5 is lower relative to the ground height without influencing the interference between the permanent magnet barrel type speed regulation type electromagnetic coupler 9 and the U-shaped axle 8, the gear box is installed in a manner of inclining downwards by 45 degrees so as to meet the requirement of the vehicle bottom plate height of the low-floor vehicle.
An insulating ring 11 having three graphite power receiving tracks 12 is fitted into the power receiving ring mounting groove of the coupler housing 23 to form a power feeding device mounting base 16. And, to the wheel-side gear case wall, there are installed three steel balls 15 supported by springs 14, respectively, for contacting with the power feeding means for feeding power to the three power receiving rails 12. In which a spring 14 and a steel ball 15 are embedded in an insulating sleeve 13.
In order to realize the function of independent wheel set guiding control of the permanent magnet electromagnetic coupler, firstly, the running line information (including line curvature and outer rail superelevation) of the vehicle and the running speed information of the vehicle are obtained, and the control target of the rotating speed difference of the wheels on two sides when passing through a curve is obtained. And then, the obtained rotating speed difference control target is used as a control target of a vector control system of the electromagnetic coupler, and an electromagnetic torque generated between an inner rotor and an outer rotor of the permanent magnetic electromagnetic coupler is controlled to drive wheels on two sides to form a rotating speed difference passing curve. The vehicle speed information can be acquired by the existing vehicle speed sensor, the line parameter information can be triggered by a ground responder signal or collected by mileage mapping, and the like, and a control flow schematic diagram is shown in fig. 5.
As shown in fig. 6 to 7, in order to examine the improvement effect of the independent wheel pair guiding control introduced with the permanent magnetic electromagnetic coupler provided by the invention on the straight line automatic centering capability and the curve trafficability characteristic of the independent wheel pair. Setting the initial position of the track to apply random non-smooth agitation, withdrawing after 100 m to deactivate the linear working condition of the agitation, and the linear working condition of the length of 40 m, the length of 50 m, the gentle curve of the length of 40 m, the radius of the length of 40 m, the circular curve combination of the length of 100 m and the ultrahigh curve of 50 mm, and carrying out simulation to obtain the results shown in figures 6-7. The result shows that the invention can lead the independent wheel pair to run on a straight line and deviate from the center of the track to run after being transversely disturbed, thus leading the wheel pair to be capable of returning to the center of the track to run. When the wheel pair enters the curve line, the transverse displacement of the wheel pair can be quickly converged to zero, so that the wheel pair smoothly passes through the curve.
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 equipment 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.
Note: the formula (5) is derived from Luoren, Shihualong, railway vehicle system dynamics and application [ M ] Chengdu, southwest traffic university Press, 2018: 131-.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. 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.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. The first feature being "under," "below," and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or merely indicates that the first feature is at a lower level than the second feature.
The above is only a preferred embodiment of the present invention, and it should be noted that the above preferred embodiment should not be considered as limiting the present invention, and the protection scope of the present invention should be subject to the scope defined by the claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and these modifications and adaptations should be considered within the scope of the 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):
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:
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
If the line curve outer rail superelevation h setting satisfies:
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:
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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