KR101307742B1 - Railway vehicle system utilizing a linear motor - Google Patents

Abstract

The present invention relates to a railroad vehicle system using a linear motor in an acceleration / deceleration section or an ultra-high speed section. In the railroad vehicle system in which the traction motor is driven along the rail 30 in a wheel-on-rail manner, the history 10 ( 20) the driving section is divided into an acceleration / deceleration section (AS) or an ultra-high speed section (HS) and a general driving section (NS), and in the general driving section (NS), the railway vehicle 40 is driven by the traction motor. While the driving of the ground track and the railroad car 40 is provided with a linear motor unit is provided in the acceleration and deceleration section (AS) (DS) or ultra-high speed section (HS) by the linear drive unit is provided with additional driving force or braking force By accelerating and decelerating the railway vehicle, the driving section between the stations is divided into an acceleration / deceleration section or an ultra-high speed section and a general driving section, and driving is performed by using a linear motor according to the characteristics of the driving section. There is an effect that can reduce the overall time required to travel Headway to boost performance.

Description

Railway vehicle system utilizing a linear motor in an acceleration / deceleration section or an ultra high speed section

According to the present invention, in a railway vehicle system in which a general driving is performed by a traction motor, the driving section may be divided into an acceleration / deceleration section or an ultra high speed section and a general driving section, and the driving performance may be improved by using a linear motor according to the driving section characteristics. The present invention relates to a railway vehicle system using a linear motor in an acceleration / deceleration section or an ultra high speed section.

In general, the acceleration / deceleration performance of a railway car is set considering the weight of the vehicle and the performance of the propulsion unit. In the case of the station having a lot of stopping stations, the acceleration / deceleration performance improvement is a key to the operation of the vehicle and the reduction of the total travel time.

The general railway vehicle uses the wheel-on-rail type adhesive driving method, so there is a speed limit above the sticking limit (about 430 km / h).

Electric railway vehicles are supplied with direct current or alternating current power to drive the traction motor through the main power supply, and supply the necessary electricity in the vehicle such as air conditioning systems, lights, and communications through the auxiliary power supply (SIV).

The torque generated by the traction motor is converted to mechanical energy of high torque and low speed through the reduction gear, which generates the driving force by the friction between the wheels of the train and the rail.

In particular, a large torque and a braking force are required in the acceleration or deceleration section, but only a lower torque is required in the actual running section. Therefore, the traction motor is generally designed and manufactured at a continuous rating required for actual travel.

When starting, it generates more traction by injecting more current than the continuous rating of the traction motor, but the instantaneous rating is limited to about 1.5 to 2 times.

Therefore, the conventional electric railway vehicle has a great difficulty in acceleration / deceleration performance due to the capacity limit of the propulsion device, the weight of the vehicle, the limit of the power supply, the adhesion limit, or the improvement of the high-speed driving.

For example, a large-capacity traction motor can be used to improve acceleration / deceleration performance, but the driving efficiency is lowered due to an increase in the weight of the vehicle in a normal driving section other than the acceleration / deceleration section.

In the case of using a traction motor having an increased output density to avoid this problem, the problem of increasing the weight of the vehicle can be solved, but it is difficult to apply the present invention due to the limitation of the power supply in the vehicle and the capacity of the catenary.

In addition, even if a large-capacity traction motor is used to improve the super-high-speed driving performance, there is a problem that the super-high-speed driving is impossible because the wheels slide due to the adhesion limit in the wheel-

Patent Application Publication No. 2000-0031533 (Publish date: 2000.06.05) Japanese Laid-open Patent Publication 2005-218185 (published date: 2005.08.11)

The present invention is to solve the problems of the prior art, the present invention is a railway vehicle system that runs using a traction motor, the driving section divided into acceleration and deceleration section or ultra-high speed section, and general driving section and driving section According to the characteristics, it is intended to provide a railway vehicle system that enables acceleration / deceleration or ultra-high speed driving of a railway vehicle by using a linear transmission unit that can additionally provide additional driving force.

In order to achieve this object, a railway vehicle system using a linear motor in an acceleration / deceleration section or an ultra-high speed section according to the present invention is a railway vehicle system in which a wheel-on-rail driving is performed along a rail by a traction motor. The driving section is divided into an acceleration / deceleration section or an ultra-high speed section and a general driving section. In the general driving section, the railroad vehicle is driven by the traction motor, but a linear electric motor is provided on the ground track and the railroad vehicle. The ultra-high speed section is provided by an additional driving force or braking force by the linear transmission unit is achieved by providing the acceleration and deceleration of the railway vehicle.

The railroad vehicle system according to the present invention divides the driving section between history into an acceleration / deceleration section or an ultra-high speed section and a general driving section, and in addition to the general driving by the traction motor, acceleration / deceleration is required or the section capable of ultra-high speed driving is characterized by the driving section characteristics. Therefore, by using the linear motor to provide additional driving force or braking force by the linear motor, it is possible to increase the running performance of the railway vehicle, it is possible to reduce the running time and the total time required for the driving section.

1 is a view showing a railway vehicle system according to the present invention,
2 to 4 is a view showing various embodiments of a linear motor unit using a linear induction motor in a railway vehicle system according to the present invention,
5 is a view showing various embodiments of a linear transmission unit using a linear synchronous motor in a railway vehicle system according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Referring to Figure 1, the railroad vehicle system of the present invention, in the railroad vehicle system in which the wheeled rail system traveling along the rail 30 by a traction motor, the running interval between the history (10) 20 It is divided into a speed section (AS) or an ultra high speed section (HS) and a general driving section (NS). In the general driving section (NS), the railroad vehicle 40 is driven by the traction motor, but the ground track And a linear transmission portion is provided below the railroad vehicle 40, and the acceleration / deceleration section AS or the high speed section HS is provided with an additional driving force or a braking force by the linear transmission section, thereby accelerating and decelerating the railway vehicle. It is done.

In the railroad vehicle system of the present invention, the railroad car is provided with a well-known traction motor used in an electric railway vehicle, and the general driving is performed by the adhesive driving force on the rail.

In the present invention, the driving section between the history (10, 20) is divided into an acceleration section (AS), a deceleration section (DS) or an ultra-high speed section (HS) together with the general driving section (NS), the general driving section (NS) Means a section in which driving is performed only by the traction motor.

Acceleration section (AS) is a section in which additional driving force is provided by the linear transmission unit, corresponds to a section in which the railway vehicle requires a large torque for departure after the vehicle stops in history (10) and is about 2 to 4 km based on history. It means a section.

The deceleration section DS is a section in which additional braking force is provided by the linear transmission unit, and corresponds to a section requiring deceleration capability by increasing the braking force to enter and stop the station 20. 4Km section may correspond.

Ultra high speed section (HS) is a section that can be provided with additional driving force by the linear transmission, may be provided when driving a long linear track between the history (10, 20), by applying a non-adhesive driving method Ultra-high speed is achieved even with the wheel-on-rail method.

As such, the driving is performed only by the traction motor in the general driving section NS, and in the acceleration / deceleration section AS or the high speed section HS, additional driving force is provided by a linear transmission unit provided under the ground track and the railway vehicle. Braking power is provided to accelerate and decelerate railroad cars.

2 is a view showing a preferred example of a linear motor in the railway system of the present invention, the linear electric motor is a unilateral stepped linear induction motor, which is provided below the railroad car 40 in a power conversion device (not shown). A field unit 110 for generating a moving magnetic field through the supplied electric power; A reaction plate 120 provided on a ground track between rails 30 to induce induced voltage by the moving magnetic field, and a back iron core 130 provided on a rear surface of the reaction plate 120 for flux flow. Can be configured.

A fixed portion 42 is provided below the trolley 41 under the railroad car 40, and the fixed portion 42 is composed of an iron core and a winding to generate a moving magnetic field by the electric power supplied from the power converter. The field unit 110 is fixedly installed.

The reaction plate 120 and the back-iron core 130 are installed at predetermined intervals along the ground track while keeping the field portion 110 at regular intervals between the rails 30.

In this way, the linear induction motor composed of the field portion and the secondary side reaction plate provided in the railroad vehicle and the ground track can obtain a driving force by the interaction between the moving field generated in the field portion and the secondary side reaction plate.

The installation length of the reaction plate 120 and the back iron core 130 installed along the branch track between the rails 30 corresponds to the acceleration / deceleration section or the ultra-high speed section. Therefore, in the general driving section outside the acceleration / deceleration section or the ultra high speed section, the linear motor unit does not operate, and the driving is performed only by the traction motor provided in the railway vehicle.

Next, Figure 3 is a view showing a preferred example of the linear motor in the railway system of the present invention, the linear electric motor is a unilateral long field type linear induction motor, which is provided on the ground track and moves through the power supplied from the power converter. A field unit 210 for generating a magnetic field; A reaction plate 220 provided below the railroad car 40 to induce induced voltage by the moving magnetic field, and provided by a back-iron core 230 provided on the rear surface of the reaction plate 220 for flux flow. Can be.

Between the rails 30, the field unit 210, which is composed of an iron core and a winding and generates a moving magnetic field by electric power supplied from a power converter, is fixedly installed.

The reaction plate 220 and the back-iron core 230 are fixed to the bogie 41 below the railroad car 40 while maintaining a predetermined distance from the field part 210.

In this way, the linear induction motor composed of the field portion and the secondary side reaction plate provided in the railroad vehicle and the ground track can obtain a driving force by the interaction between the moving field generated in the field portion and the secondary side reaction plate.

On the other hand, the installation length of the field unit 210 installed along the rail 30 corresponds to the acceleration / deceleration section or the ultra-high speed section, and thus the linear electric motor does not operate in the general driving section beyond the acceleration / deceleration section or the ultra-high speed section. The driving is performed only by the rotary traction motor provided in the vehicle.

Next, Figure 4 is a view showing a preferred example of the linear motor in the railway system of the present invention, the linear electric motor may be a bilateral field field type linear induction motor, it is buried under the ground track power conversion device ( A field unit 310 for generating a moving magnetic field in a lateral direction through the power supplied from the power supply; It has a propulsion member 321 which can be fixed to the lower portion of the railroad vehicle, and comprises a mover 320 which is linearly operated by an induced voltage induced by a lateral moving field generated by the field unit 310. It is done.

The two-sided field-type linear induction motor is provided with a field section 310 that digs a groove in the lower portion of the ground track in a straight section inside and outside the history, and coils are wound around an iron core having an approximately inverted T shape. Moving magnetic fields are generated in both lateral directions. The mover 320 of the secondary side has an inverted U-shape that wraps with both sides of the inverse T-shaped field portion 310 and has a predetermined gap, and has a lateral moving field generated in the field portion 310. Interacting is a straight line operation.

The lower rail vehicle is provided with a separate hook portion to be fixed to the propelling member 321.

Therefore, when the propulsion member 321 is fixed to the hook portion of the lower part of the railway vehicle while the railway vehicle is stopped, the railway vehicle obtains the acceleration force by the propulsion force of the mover 320. The members are separated and the railroad car runs only by its own driving force.

The acceleration section is determined by the installation length of the field portion installed on the ground track, and the propulsion member and the secondary side mover may be provided with two or more according to the number of rail cars, to increase the driving force.

In FIG. 4, the shapes of the fixed stator and the mover may be reversed. For example, the stator may be U-shaped and the mover may be T-shaped.

5 is a view showing various embodiments of a linear transmission unit using a linear synchronous motor in a railway vehicle system according to the present invention.

Figure 5 (a) is applied to the linear synchronous motor of the ground primary method, in the railroad vehicle system of the present embodiment, the primary armature 411 to which three-phase alternating current is applied to the ground and the DC electromagnet provided in the lower part of the railroad vehicle. By means of the secondary field 412.

Therefore, in the acceleration / deceleration section or the ultra-high speed section, an additional driving force or braking force may be obtained by the interaction between the primary armature 411 on the ground and the secondary field 412 provided in the railway vehicle.

Next, (b) of FIG. 5 is applied to the linear synchronous motor of the on-vehicle primary system. In the railroad vehicle system of the present embodiment, the secondary field field 421 by a permanent magnet on the ground and the three-phase AC provided below the railroad vehicle Primary armature (422).

Therefore, in the acceleration / deceleration section or the ultra-high speed section, additional driving force or braking force is generated by the interaction between the secondary field 411 on the ground and the primary armature 422 provided in the railway vehicle.

As described above, the railway vehicle system of the present invention may adopt various types of linear transmission units, and the linear transmission units provided in the railway vehicle and the ground track may provide additional driving or braking force to the railway vehicle.

In particular, the additional driving force or braking force by the linear transmission unit divides the driving section between the history into the acceleration / deceleration section (AS) or the ultra high speed section (HS) and the general driving section (NS). In the railway vehicle is driven by the traction motor, and the additional motor or braking force is provided by the linear transmission unit in the acceleration / deceleration section (AS) or the ultra-high speed section (HS) to utilize the linear motor according to the driving section characteristics. Therefore, the running performance of the railway vehicle can be improved.

The present invention described above is not limited to the above-described embodiment and the accompanying drawings, and various substitutions, modifications, and changes are possible within the scope without departing from the technical spirit of the present invention. It will be evident to those who have knowledge of.

AS: acceleration section DS: deceleration section
HS: High Speed Section NS: General Driving Section
10, 20: History 30: Rail
40: railway vehicle

Claims (5)

In a railway vehicle system in which the traction motor is driven along a rail in a wheel on rail manner,
The driving section between the stations is divided into an acceleration / deceleration section (AS) or an ultra-high speed section (HS) and a general driving section (NS). In the general driving section (NS), the railway vehicle is driven by the traction motor. Under the ground track and the railroad vehicle, a linear motor unit is provided to the acceleration / deceleration section (AS) or the ultra high speed section (HS) to provide additional driving force or braking force by the linear transmission unit, thereby accelerating and decelerating the railway vehicle. ,
The linear motor unit,
A field unit 310 buried under the ground track and wound with a coil in an iron T shape having an inverted T shape to generate a moving magnetic field in a lateral direction through electric power supplied from a power converter;
The field part has a propulsion member 321 which can be fixed to the hook portion of the railroad vehicle and is linearly operated by an induced voltage induced by a lateral moving field generated by the field part 310. The railroad vehicle system, characterized in that it comprises a mover 320 having an inverted U-shape to wrap while having both sides and a predetermined gap of the 310. delete delete delete delete

Images