RU2624354C2 - Locomotive coupling with double power supply of drives - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: locomotive coupling with double power supply of drives contains one section of a diesel locomotive and one of an electric locomotive. The power supply of the traction motor drives of both sections, arranged and fixed on the axles of wheelsets and trucks of the diesel locomotive and the electric locomotive is carried out both from the contact network through the electric equipment of the electric locomotive on electrified sections, and from the diesel generator set of the diesel locomotive on non-electrified sections by means of harmonizing the control of sections of the diesel locomotive and the electric locomotive of the locomotive coupling.

EFFECT: possibility of increasing the efficiency of transporting goods and passengers by mainline rail transport on alternating electrified and non-electrified railway sections.

1 dwg

Description

The invention relates to rail vehicles, in particular to the field of railway transport, and is intended to ensure the transport of goods and passengers by mainline rail in alternating electrified and non-electrified sections of railways without changing the locomotive. The locomotive coupler with double power drives includes one of the sections of serial diesel locomotives and electric locomotives.

Rail vehicles for transporting goods and passengers are known, massively used on railways. The problem arising from the introduction of such mass vehicles is the provision of energy to the drive devices. Although the electrification of railways continues to develop, and therefore vehicles with power supply from the contact network are widely used on the main highways, there are still a large number of sections of railways that are not electrified, which is why it is necessary to transfer electric trains from one section to another change to diesel locomotives and vice versa, which significantly increases the transportation time and other operating costs.

Thus, there is a real problem of reducing time and costs when transporting goods and passengers on alternating electrified and non-electrified sections of railways.

The locomotive coupling contains one section of an electric locomotive with a diesel generator set that feeds the traction motors of both sections located on the axles of the wheelsets and bogies of the diesel locomotive and electric locomotive, a second section of the electric locomotive that feeds the electric motors of both sections from the contact network through the electric equipment of the electric locomotive.

The invention relates to rail railway vehicles, in particular to main two-section locomotives. The use of this invention allows to provide the possibility of transporting goods and passengers by mainline rail in alternating electrified and non-electrified sections of railways in the most economical mode due to the lack of time required to change the locomotive during train transitions from one section to another, increasing the operating life of traction engines, using only one of the sections of the locomotive coupling depending on the weight and composition of the train.

A well-known dual-power train, which includes traction and power plants, consisting of sections of serial electric locomotives or electric trains and sections of autonomous power. The autonomous power sections are made in the form of mobile gas turbine power plants installed on railway platforms and connected to the electric network through a transformer. The train may also include sets of heating equipment, also installed on railway platforms. When a turboelectric train moves along electrified sections of railways, the power of the traction motors is provided from an external network, on non-electrified sections - from an autonomous power section (patent No. 2318688, IPC ВС 5/00, published on March 10, 2008).

The disadvantage of this solution is the need to use a separate energy module. Although such a train can move both on non-electrified and electrified sections of roads, but due to its characteristics - slow acceleration, long braking distance, such a train is used only for trunk sections of roads and is not suitable for providing suburban transportation.

A well-known dual-power train, which includes traction and power plants, consisting of sections of serial electric locomotives or electric trains and sections of autonomous power (RF patent No. 90392, IPC VC 5/00, published on 01/10/2010). The specified technical solution is made as a prototype of the present invention. The disadvantage of the prototype is the fact that the dual-power train is intended only for the transport of passengers.

The problem solved by the invention is the operation and use of the locomotive coupler when transporting goods and passengers by rail on alternating electrified and non-electrified sections of public railways while reducing overall time and maintenance costs.

The technical result to which the claimed invention is directed is to increase the efficiency of locomotives and reduce overall operating costs during the transition of trains from electrified to non-electrified sections of railways and back, when transporting goods and passengers.

The technical result achieved by using the claimed invention is:

- the possibility of using locomotive couplings both on electrified and non-electrified sections of railways;

- the lack of time required to change the locomotive during the transition from electrified to non-electrified section of railways and vice versa;

- the use of one locomotive brigade within the same traction arm on an electrified and non-electrified section of the railway;

- the possibility of using a locomotive section (coupling) in case of breakdown of an electric locomotive in electrified sections of the railway;

- the use of both sections of the locomotive coupler at each section of the railway at the same time, and for one of the sections depending on the weight and composition of the train;

- an increase in the resource of using traction electric motors of a locomotive coupling.

The method of operation of the locomotive coupling is illustrated by the drawing and is implemented as follows.

Locomotive coupling, depending on the section of the railway, can work as follows.

When the coupling with wagons moves along the electrified section of the railway, the power of the traction electric motors of an electric locomotive and a diesel locomotive (not shown in the drawing) located on the axles of the wheelsets 5 and the bogies of the locomotives is carried out from the external electrical contact network of the railway 2 through a pantograph 3 and electric devices 7 of the electric locomotive 6 and redistributed to the traction motors of both hitch sections. When the locomotive coupling approaches the non-electrified section of the railway, the engine of the diesel generator set 1 of the diesel locomotive 4 is started and the engine is put into idle mode. The power of the locomotive coupling traction motors is still provided from an external contact network.

When the train moves along the non-electrified section of the railway, the diesel generator set 1 of the diesel locomotive 4 is switched to the mode corresponding to the rated power of the power plant, or another necessary power mode and the pantograph 3 of the electric locomotive 6 is lowered. In this case, the power of the locomotive coupling traction motors is supplied from the diesel generator set 1 diesel locomotive 4, which is also redistributed between the traction motors of the hitch sections.

The engine power of the diesel generator set 1 is provided by diesel fuel stored in the fuel tank of a diesel locomotive 4.

When the train moves to the electrified section of the railway, the engine of the diesel generator set 1 is switched to idle mode and after raising the pantograph 3 of the electric locomotive 6 and its contact with the electric network, the diesel engine is stopped. The power of the traction electric motors of the locomotive section is carried out from the external electric contact network of the railway 2.

The described procedure for changing the power supply of traction electric motors (drives) can also be performed at the transition station from the electrified section to the non-electrified section of the railway and vice versa, if necessary, replace the locomotive coupling.

The control of the locomotive hitch is harmonized, it allows the hitch to be controlled equally from the cab of a diesel locomotive or an electric locomotive.

The invention is industrially applicable, as it can be used in industry in the field of railway transport.

The applicant has not identified sources containing information about technical solutions used in the present invention, which allows us to conclude that it meets the criterion of "novelty."

The invention has an inventive step, since for a specialist it does not explicitly follow from the prior art. The current level of technology for this invention does not contain information that has become publicly available in the world before the priority date of the invention.

Claims (1)

Locomotive coupling with double power supply of drives, containing one section of a diesel locomotive and an electric locomotive, characterized in that the power of the drives of the traction electric motors of both sections, located and fixed on the axles of the wheelsets and bogies of the diesel locomotive and the electric locomotive, is carried out as from a contact network through electric equipment of an electric locomotive to electrified sections, and from the diesel-generator set of the locomotive in non-electrified areas by harmonizing the control of the sections of the locomotive and locomotive ivnoy hitch.

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