RU90392U1 - DOUBLE FOOD TRAIN - Google Patents

Abstract

1. A dual-power train comprising at least one head carriage with a control cabin, at least one motor car with a current collector of electric energy from the contact network, power and auxiliary electrical equipment and traction trolleys, characterized in that a diesel engine is located under the body frame of the head carriage - a generator set made in the form of a single module containing a diesel engine, traction and auxiliary generators, as well as serving systems of power, cooling, preheating. ! 2. The dual-power train according to claim 1, characterized in that the traction drive of the train when powered by both the contact network and the diesel generator set is operated by the same authorities, while switching to the power supply from the diesel generator set and vice versa is possible directly in the process movement. ! 3. The dual-power train according to claim 1, characterized in that the supporting frame of a single module is attached to the carriage frame at 4 points through elastic shock absorbers. ! 4. The dual-power train according to claim 1, characterized in that it is equipped with exhaust pipes located under the car on both sides of the car and vertically along the partition of the passenger compartment with access to the car roof. ! 5. The dual-power train according to claim 1, characterized in that the single module is equipped with a box-shaped hood. ! 6. The dual-power train according to claim 5, characterized in that the blinds are installed in the hood walls.

Description

The utility model relates to the field of railway transport, and is intended to provide suburban transportation on railways with low and high platforms in macroclimatic regions with a temperate climate on non-electrified and electrified inactive sections of railways.

Rail vehicles for the transport of passengers have long been known, for example, as motor cars, incl. with electric drive, for urban high-speed transport, and are usually used in local passenger transport in areas with a large number of passengers. A problem arising from the introduction of such mass vehicles is the energy supply of the drive devices. Although the electrification of rail lines continues to develop, and therefore electric vehicles can be used on the main lines on the widest scale, there are nevertheless a large number of side sections that are not electrified, and therefore other types of drive are used, as a result of which the passengers transported by them forced to transfer to other vehicles.

Thus, there is a real problem of improving transport services for the population living in areas where non-electrified inactive sections of railways are located.

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, traction motors are powered from an external network, in non-electrified sections - from an autonomous power section (patent No. 2318688, 2005, patent holder of Omsk State Transport University).

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.

The objective of the proposed solution is to expand the functionality of the train, increase operational reliability and ease of maintenance, reduce overall operating costs, as well as increase the level of passenger comfort.

This goal is achieved due to the fact that in this dual-power train containing at least one head car with a control cabin, at least one motor car with a current collector of electric energy from the contact network, power and auxiliary electrical equipment and traction trolleys, under the body frame the head car contains a diesel generator set, made in the form of a single module containing a diesel engine, traction and auxiliary generators, as well as serving power systems, cooling waiting, engine preheating. The module is protected by a box-shaped hood, with shutters installed in its walls, equipped with exhaust pipes located under the car on both sides of the car and vertically along the partition of the passenger compartment with access to the car roof, air intake lines are located inside the hood for powering the diesel engine and cooling the diesel generator sets. The carrier frame of the module is attached to the carriage frame at 4 points through elastic shock absorbers,

The technical result that can be achieved using the proposed solution is expressed in the fact that the claimed design of the train provides the possibility of its power supply, both from an autonomous diesel generator set (DGU) and from a contact network (CS) of 3 kV DC. The possibility of dual power supply reduces the total operating costs, the most capacious article of which is the cost of purchasing fuel, increases the operational reliability of the train as a whole, reduces the costs of emergencies associated with failures of the current collector or contact network and will optimize its use in electrified and non-electrified areas railways. The modular design of DGU allows to reduce the overall dimensions of power equipment and the complexity of its installation (dismantling) on the car frame.

Comparative analysis with the prototype shows that the claimed solution is characterized by a new set of features not known to the applicant from available sources of information, which allows us to conclude that the claimed utility model meets the criterion of "novelty."

The claimed solution is illustrated by drawings.

Figure 1 - General view and layout of the head carriage.

Figure 2 - view And figure 1 (hood conventionally not shown).

Figure 3 is a circuit diagram of a dual power train.

The dual-power train consists of head cars (DG), motor (M) and trailed (P) cars.

In Fig.1 shows a General view and layout of the head carriage, Fig.2 shows a view A in Fig.1, which shows the location of the diesel generator set (DGU) 1, blinds 2 air intake for powering the engine and cooling the engine and generator, fuel tank 3, exhaust pipes 4. An autonomous diesel generator set (DGU) is located under the body frame of the head carriage. A feature of the diesel generator set is the block layout of the diesel engine, traction and auxiliary generators, as well as service systems (fuel supply, cooling, preheating) in a single module. In this case, the carrier frame of the module is attached to the carriage frame at 4 points through elastic shock absorbers. Each DGU provides the operation of two traction electric motors (TED), placed on one trolley of a motor car.

From the influence of the external environment, as well as to protect against the fall of DGU elements on the path when they break and reduce external noise, the module is protected by a box-shaped casing - a hood.

The exhaust exhaust pipes 4 are located on both sides of the car. They exit the hood, pass under the car, then turn vertically and pass in the partition of the passenger compartment, removing exhaust gases to the roof of the car (Fig. 1).

The air intake lines for diesel power and cooling of the diesel generator sets are located inside the hood, air is taken into the hood through the blinds 2 in its walls.

A compensation tank, a battery, a charger, air intake devices for cooling the engine and a traction generator (not shown) are also installed inside the hood. Outside the module and the hood are located: the engine controller, the exciter of the traction and auxiliary generators (inside the car body), fuel tanks. Fuel tanks are placed under the car next to the hood (Fig. 1), fuel from the tank in this case is forced (pump), or can be built into the partition of the service vestibule, while the fuel is fed by gravity.

Thus, all equipment and components specific for a dual-power train are installed on the head carriage, which is its original component (assembly unit), while the motor and trailed cars are unified for use both as part of a dual-power train (diesel electric train), and as part of electric trains.

Train cars are equipped with electro-pneumatic, pneumatic and manual (parking) brakes.

The train is controlled from the driver's cab of the first, in the direction of travel, head carriage. The driver’s control panel is installed in the cockpit, in which the control and monitoring bodies of the DGU are located. At the same time, the traction drive of the train as a whole is controlled by power from both the contact network and the diesel generator set by the same bodies (the reversing handle and the driver’s controller) of the standard train control system.

The train is set in motion by traction electric motors (TED), placed on carts of motor cars (one for each wheelset).

Schematic diagram of a dual-power train is shown in Fig. 3. In the power mode from the contact network, the power circuit is assembled by closing the K5 ... K7 contactors, and when powered by a diesel generator, the K1 ... K4 contactors.

When a train is supplied with power from a contact network, power circuits are powered by a conventional electric train. In this case, the traction and auxiliary high-voltage equipment are combined into a single 3 kV network.

When the train is supplied with power from the diesel generator set, the power supply for the traction and auxiliary equipment is separated and carried out from networks isolated from each other, connected respectively to the diesel generator set and auxiliary generators.

The use of autonomous DGUs also made it possible to train on electrified sections in the event of an accident on the contact network, as Transition to power supply from DGU and vice versa, directly in the process of movement, is structurally implemented. The modular design of the diesel generator set in the undercarriage space of the head carriage made it possible to preserve the useful volume of the passenger compartment and made it easier to isolate the compartment from the effects of harmful factors arising from the operation of the diesel engine (noise, vibration), reduce the overall dimensions of power equipment and the complexity of its installation (dismantling) on the car frame.

The use of a hood that creates a closed volume allows, in addition, to expand the range of the engine from minus 25 ° C to minus 40 ° C and provide reliable fire protection for diesel generator sets.

The main component of the dual-power train is four cars (GD + M + P + GD). Depending on the operating conditions, the composition may change (due to the exclusion of a trailer car and the possibility of working on a system of two units):

- three cars (DG + M + DG);

- six cars (GD + M + GD) + (GD + M + GD);

- seven cars (GD + M + P + GD) + (GD + M + GD);

- eight cars (GD + M + P + GD) + (GD + M + P + GD).

The variable composition of the train (from three to eight cars) allows you to flexibly adapt its carrying capacity to specific routes, taking into account passenger traffic, terrain, etc.

The presence of dual power supply increases the operational reliability of the train as a whole, allows you to organize the maintenance of passenger flows in mixed sections of traction, abandoning their full electrification, helps to reduce overall operating costs. At the same time, the level of comfort is increased and the travel time of passengers is reduced due to the exclusion of a change in the rolling stock of another type of traction.

The use of a dual-power train will significantly improve the transport services for the population living in areas where the railway sections are inactive.

Claims (6)

1. A dual-power train comprising at least one head carriage with a control cabin, at least one motor car with a current collector of electric energy from the contact network, power and auxiliary electrical equipment and traction trolleys, characterized in that a diesel engine is located under the body frame of the head carriage - a generator set made in the form of a single module containing a diesel engine, traction and auxiliary generators, as well as serving systems of power, cooling, preheating. 2. The dual-power train according to claim 1, characterized in that the traction drive of the train when powered by both the contact network and the diesel generator set is operated by the same authorities, while switching to the power supply from the diesel generator set and vice versa is possible directly in the process movement. 3. The dual-power train according to claim 1, characterized in that the supporting frame of a single module is attached to the carriage frame at 4 points through elastic shock absorbers. 4. The dual-power train according to claim 1, characterized in that it is equipped with exhaust pipes located under the car on both sides of the car and vertically along the partition of the passenger compartment with access to the car roof. 5. The dual-power train according to claim 1, characterized in that the single module is equipped with a box-shaped hood. 6. The dual-power train according to claim 5, characterized in that the blinds are installed in the hood walls.