WO2019100532A1 - 一种车厢、头车厢、中间车厢和列车 - Google Patents

一种车厢、头车厢、中间车厢和列车 Download PDF

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Publication number
WO2019100532A1
WO2019100532A1 PCT/CN2017/120236 CN2017120236W WO2019100532A1 WO 2019100532 A1 WO2019100532 A1 WO 2019100532A1 CN 2017120236 W CN2017120236 W CN 2017120236W WO 2019100532 A1 WO2019100532 A1 WO 2019100532A1
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WO
WIPO (PCT)
Prior art keywords
connector
line interface
car
train line
command train
Prior art date
Application number
PCT/CN2017/120236
Other languages
English (en)
French (fr)
Inventor
孙海荣
于金朋
王远霏
王大海
裴春兴
金静飞
何天
杨艳
黄雪飞
蒋洁
李娜
Original Assignee
中车唐山机车车辆有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Priority to EP17932680.6A priority Critical patent/EP3632770A4/en
Priority to US16/627,328 priority patent/US11511780B2/en
Publication of WO2019100532A1 publication Critical patent/WO2019100532A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables
    • B61G5/10—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • the present application relates to rail transit technology and, in particular, to a passenger compartment, a head compartment, an intermediate compartment, and a train.
  • the existing EMUs are mainly composed of 8 vehicles, and operate in the existing 8 group, 16 group and 2 8 groups.
  • the current grouping method of the EMU is fixed.
  • Each car has already specified the position and direction of the whole train at the time of design.
  • the group type cannot be replaced, and the number of vehicles included in the train cannot be changed.
  • the existing train lines throughout the entire train are all unidirectional single line arrangements.
  • the arrangement of each vehicle cannot be changed at any time after the train is grouped, that is, the positioning of the one end and the two ends cannot be rotated when the vehicle is arranged. If the train shown in Figure 1 is rearranged as shown in Figure 3, the 04 and 07 cars in the train cannot be properly grouped, and the vehicle end connection system, network system and door system may not be connected or Perform actions such as error. This increases the workload of the marshalling staff and increases the working time of the marshalling work. The staff must adjust each vehicle to the required direction and then group it.
  • the train line of the existing train passing through the whole train is arranged on one side of the vehicle.
  • the connection of the train line will be wrong;
  • Fig. 3 and Fig. 4 it is assumed that the grouping mode of the T03 car in the train of Fig. 3 is rotated 180 degrees, and the connection of the train line running through the whole train at the T03-connector 2-2 and the T03-connector 1-2 occurs. error.
  • a passenger compartment comprising: a cabin body surrounded by a top frame, a side wall and a bottom frame, and at least one end of the car body is provided with an end wall.
  • a connector is symmetrically disposed on the left and right sides of the end wall
  • All of the connectors disposed on the end wall of the car are connected by wires.
  • the connector comprises: a forward command train line interface, a reverse command train line interface and a brake command train line interface;
  • a certain type of interface of each connector communicates with this type of interface of other connectors through a corresponding line.
  • the arrangement order of the interfaces on the connectors on both sides of the end wall is an axisymmetric arrangement.
  • the junction box is provided in the compartment; the connection lines of all the connectors are connected and communicated through the connection port on the junction box.
  • the car is provided with an encoding module for encoding the order of the current car and the type of car.
  • the encoding module employs a six-bit encoder; four of the six-bit encoders are used to output the sequential number of the current car, and the other two outputs are used to output the car type number.
  • the four outputs of the encoder for outputting the car sequence number are respectively connected to a shaft temperature alarm system, a traction converter, a door control system, a vehicle control system and a brake control system disposed on the vehicle compartment;
  • the two outputs of the encoder for outputting the car type number are respectively connected to the vehicle control system and the brake control system.
  • the power supply end of the six-digit encoder is connected to a power supply terminal provided in the vehicle compartment for powering the control device.
  • the car body is further provided with a relay for controlling the rotation when the vehicle is rotated 180 degrees; the relay is connected with an auxiliary control system provided in the car.
  • the present application further provides a train comprising: the passenger compartment of any of the above.
  • the present application further provides a head vehicle comprising: a cab body and a body of the vehicle, wherein the cab body and the body of the vehicle are fixedly connected at one end,
  • the other end of the vehicle body is provided with an end wall, and the connector is symmetrically disposed on the left and right sides of the outer wall of the end wall;
  • the two connectors disposed on the end wall are connected by a line.
  • the connector comprises: a forward command train line interface, a reverse command train line interface and a brake command train line interface;
  • One type of interface of each connector is connected to the type interface of other connectors through a corresponding line;
  • the arrangement order of the interfaces on the connectors on both sides of the end wall is arranged in an axisymmetric manner.
  • the present application further provides an intermediate carriage comprising: a top frame, a side wall and a bottom frame, the top frame being fixed to the bottom frame by the side wall,
  • An end wall is disposed at two ends of the intermediate car, and a connector is symmetrically disposed on the left and right sides of the outer wall of the end wall;
  • the connector comprises: a forward command train line interface, a reverse command train line interface and a brake command train line interface;
  • One type of interface of each connector is connected to the type interface of other connectors through a corresponding line;
  • the arrangement order of the interfaces on the connectors on both sides of the end wall is arranged in an axisymmetric manner.
  • the type of the intermediate car is a trailer or a motor car.
  • the technical solution described in the present application can realize the ordering type of each train, and meet the different needs of the customer for the train.
  • the small grouped EMU avoids the energy waste of the large group of EMUs, and There is no increase in waiting time for passengers; when the peak of passenger flow, the use of large-scale EMUs avoids increasing the workload of the railway bureau by increasing the number of trains.
  • FIG. 1 is a schematic diagram of a prior art train grouping
  • FIG. 2 is a schematic view showing a prior art train line and connector arrangement
  • FIG. 3 is a schematic diagram of a prior art two train grouping
  • FIG. 4 is a schematic view of a prior art two train line and connector arrangement
  • Figure 5 is a schematic view showing the position of the connector on the end wall of the car according to the present embodiment
  • Figure 6 is a schematic view showing the arrangement of the connector and the train line of the present embodiment
  • Figure 7 is a schematic view showing the connection of the encoder of the present scheme with other equipment of the vehicle compartment;
  • FIG. 8 is a schematic diagram of an example of a flexible grouping of trains according to the present scheme.
  • FIG. 9 is a schematic diagram of the train line and connector arrangement of the train flexible grouping example of the present scheme.
  • the core idea of this scheme is to carry out double redundant design of the train lines running through the whole train, that is, the connectors 3 are symmetrically arranged on one side and two sides of one end and two sides of the train respectively, and all connections are made.
  • the device 3 is connected through the line, and when the train 180 is turned, the train line can still be effectively connected.
  • a 6-digit encoder and a relay for controlling the steering when the vehicle is rotated 180 degrees are further added to the train; the number and the type of the car after the free marshalling are adjusted by the 6-bit encoder to facilitate other parts of the train.
  • the system can identify the current vehicle number and vehicle type, and control the train according to the information.
  • set the power supply direction of the car through the relay thereby assisting in setting the running direction of each motor car and assisting other subsystems, and finally realizing the train.
  • Unlimited grouping is to carry out double redundant design of the train lines running through the whole train, that is, the connectors 3 are symmetrically arranged on one side and two sides of
  • the present application discloses a car body including: a car body 1 surrounded by a top frame, a side wall and a bottom frame, and at least one end of the car body 1 is provided
  • the end wall 2, the left and right sides of the outer wall of the end wall 2 are symmetrically disposed with a connector 3; all the connectors 3 provided on the car end wall 2 are connected by wires.
  • the connector 3 includes: a forward command train line interface 4, a reverse command train line interface 5, and a brake command train line interface 6; each type of interface of each connector 3 passes through a corresponding line and other connectors 3 This type of interface is connected.
  • FIG. 5 the present application discloses a car body including: a car body 1 surrounded by a top frame, a side wall and a bottom frame, and at least one end of the car body 1 is provided
  • the end wall 2, the left and right sides of the outer wall of the end wall 2 are symmetrically disposed with a connector 3; all the connectors 3 provided on the car end wall 2 are connected by
  • the forward command train line interface 4 in order to simultaneously satisfy any column insertion group and 180 degree turn direction grouping of the car, the forward command train line interface 4, the reverse command train line interface 5 and the system on the left side connector 3 on the same end wall 2
  • the arrangement order of the command train line interface 6 and the arrangement order of the forward command train line interface 4, the reverse command train line interface 5, and the brake command train line interface 6 on the right side connector 3 are arranged in an axisymmetric manner.
  • connection box 7 is arranged in the compartment, and the connection and the interconnection of all the lines are realized by the wiring ports provided on the connection box 7. .
  • the connector 3 traces are placed on both sides of the compartment, and the summary is managed at the junction box.
  • the train system and the train-related control and management system are informed of the number and type information of the access car, and a plurality of circuit breakers are arranged inside the car to be used for the order of the current car.
  • An encoding module that encodes the car type.
  • the encoding module uses a six-bit encoder, four of the six-bit encoders are used to output the sequential number of the current car, and the other two outputs are used to output the car type number.
  • the encoder output and display rules are in binary mode. When grouped into 16 columns, the numbering method is as follows:
  • carriages there are two types, such as motor trains or trailers.
  • the code output of the motor train is 01
  • the trailer code output is: 10. This indicates the current type of car.
  • the setting of the compartment encoder can be manually set, or it can be embedded in the train control system by writing a program to automatically encode.
  • the four output ends of the encoder for outputting the car sequence number are respectively arranged with the axle temperature alarm system, the traction converter, the door control system, the vehicle control system and the brake control provided on the vehicle compartment.
  • the system is connected; the two outputs of the encoder for outputting the car type number are respectively connected to the vehicle control system and the brake control system.
  • the power supply end of the bit encoder is connected to a 110V power supply end provided in the vehicle compartment for supplying power to the in-vehicle control device.
  • a relay for controlling the turning of the vehicle when the vehicle is rotated 180 degrees is provided at the equipment box, the wiring box 7, the conductor room, and the like of the car, and the relay is assisted by the relay. Set the running direction of each car and switch the direction of power supply of other auxiliary systems.
  • the present scheme further discloses a train comprising: the passenger compartment of any of the above.
  • the present solution further discloses a head vehicle, comprising: a cab body and a body of the vehicle, wherein the cab body and the body are fixedly connected at one end, and the other end of the body is provided with an end wall.
  • the connector 3 is symmetrically disposed on the left and right sides of the outer wall of the end wall 2; the two connectors 3 disposed on the end wall 2 are connected by wires.
  • the connector 3 includes: a forward command train line interface 4, a reverse command train line interface 5, and a brake command train line interface 6; each type of interface of each connector 3 passes through a corresponding line and other connectors 3 The interface of the type is connected; the arrangement order of the interfaces on the connectors 3 on both sides of the end wall 2 is an axisymmetric arrangement.
  • the present solution further discloses an intermediate vehicle, comprising: a top frame, a side wall and a bottom frame, wherein the top frame is fixed to the bottom frame by a side wall, and the end walls of the intermediate car are provided with end walls 2,
  • the connector 3 is symmetrically disposed on the left and right sides of the outer wall of the end wall 2; all the connectors 3 provided on the two end walls 2 of the car are connected by wires.
  • the connector 3 includes: a forward command train line interface 4, a reverse command train line interface 5, and a brake command train line interface 6; each type of interface of each connector 3 passes through a corresponding line and other connectors 3 The interface of the type is connected; the arrangement order of the interfaces on the connectors 3 on both sides of the end wall 2 is an axisymmetric arrangement.
  • the type of the intermediate car is a trailer or a motor car.
  • the basic vehicle types included in the EMU train are: power end cars (head and tail cars), intermediate trains (seat cars, sleeper cars, etc.), intermediate trailers (double-seat cars, single-story cars) , sleeper cars, dining seats, etc.) and other three categories.
  • the position and grouping direction of the head and tail cars of the train are unchanged, and the number and direction of other vehicles can be arbitrarily changed.
  • the flexible grouping of EMU trains in this example includes: car body system, bogie, brake system, electrical system, door, window, seat and other basic equipment systems.
  • the difference between the motor vehicle and the trailer is that the traction system (including traction transformer, traction converter, traction motor, etc.) is installed on the motor vehicle and there is no traction system equipment on the trailer.
  • the grouping scheme for flexible marshalling trains in this example is as follows:
  • the connector 3 is axially symmetrical on the left and right sides of the train end wall 2, and the connector 3 includes: a forward command train line interface 4, a reverse command train line interface 5, and a brake command train line interface 6, all on the car end wall 2
  • a certain type of interface of the connector 3 is connected to the interface of the other connector 3 through a corresponding line; the arrangement order of the interfaces on the connector 3 on the left and right sides of each end wall 2 is arranged in an axisymmetric manner.
  • the same type and the same number of connectors 3 are arranged on both sides of the end wall 2, that is, the design of the connector 3 on both sides of the vehicle is completely axisymmetric; the train line passing through the train is at the end of each vehicle.
  • each vehicle in the train can be grouped in any direction.
  • all the train lines of the same connector 3 are arranged at one end side, one end side two side, two end side one side, and two side two side sides of each vehicle.
  • one end of each train line double-arranged is connected in the in-vehicle electrical cabinet or junction box, and the other end is connected to the four connectors 3 at the vehicle end respectively.
  • a six-digit encoder is set in the car, and the current number and type of the car are set so that all the cars in the train know the number and type of the car; the train sequence number after the train is grouped by the encoder 4
  • the bit output group code is formed, and the other two output ports of the encoder represent that the car is a motor car or a trailer.
  • a relay for controlling the turning of the vehicle when the vehicle is rotated 180 degrees is provided at the equipment box, the wiring box 7, the conductor room, and the like of the car, and the relay is used to assist setting each The direction of operation of the car and the direction of power supply to other auxiliary systems.
  • the minimum grouping type of the train can be three-group type, that is, both ends of the head vehicle and the intermediate vehicle (intermediate motor train or intermediate trailer can be used).
  • the maximum grouping type is 16 groups, which must also include both ends and intermediate vehicles.
  • the number of intermediate and intermediate trailers is configured according to actual user requirements.
  • the train can be grouped in any number and in any direction according to the passenger demand, maintenance demand or other forms of demand.
  • one set of eight flexible grouped EMUs is proposed.
  • 01, 03, 06 and 08 are motor trains, and other vehicles are trailers.
  • the intermediate car can be arbitrarily changed direction and sequence. Grouped.
  • the number and type display is taken as an example of the 03 car. According to the binary code, the number of the car is 0:0011, and the type of the 03 car is 10, the encoder of the 03 car is set to 001110. After setting the encoder, connect with the code.
  • the traction converter, the door control system, the train network system, the shaft temperature alarm system, and the control unit of the brake system all know the number and type information of the cabin from the cabin encoder.
  • the technical solution described in the present application can realize the ordering type of 3 to 16 vehicles per train, and meet the different needs of the customer for the train.
  • the small group of EMUs avoids the large group of EMUs. The energy is wasted, and the waiting time of passengers is not increased; when the peak of passenger flow, the use of large-scale EMUs avoids increasing the workload of the railway bureau by increasing the number of trains.
  • the technical solution described in the present application can realize the application of flexible grouping and interchange maintenance of the EMU, the train inspection rate is reduced by more than 10%, the maintenance cost is reduced by more than 15%, the one-time procurement cost is reduced by more than 20%, and the vehicle operation and maintenance economic benefits are reduced. Significant.

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  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车厢，包括：由顶架、侧墙和底架围成的车厢厢体（1），所述车厢厢体（1）的至少一端设有端墙（2），所述端墙（2）的外墙体的左右两侧对称设置有连接器（3）；所述车厢端墙（2）上设置的所有连接器（3）之间通过线路连通。所述车厢可以实现每辆列车的点餐式编组型式；每辆车厢在编入一列动车组时，其排布方式不受限制，可以任意编入列车，在保证列车各系统能正常工作的前提下减少了编组工作人员的工作量、缩短了编组工作人员的工作时间。

Description

一种车厢、头车厢、中间车厢和列车 技术领域
本申请涉及轨道交通技术，具体地，涉及一种车厢、头车厢、中间车厢和列车。
背景技术
现有动车组以8辆编组为主型，并以现有的8辆编组、16辆编组和2个8辆编组重联运行的模式运营。但目前的动车组的编组方式固定，每辆车在设计时就已经规定好其所在整列车中的位置和方向，其编组型式不能更换，列车所含车辆数目也不能改变。
如图1所示，现有动车组在编组过程中，每一辆车的一位端与二位端方向是固定的。如图2所示，现有贯穿全列的列车线都是单向单线布置。
在我国高速干线铁路上，运行8辆、16辆编组的动车组可以解决客流量大的问题。但是在一些高速支线铁路上，特别是在非客流高峰期，8辆编组可能偏大，需要更小编组的动车组。城际动车组如果在早晚高峰期8辆编组可以满足运用要求，而其他时间8辆编组就显得偏大。现有高速列车必须固定编组，整列购买，整列检修，不适应客流的变化，当旅客上座率低于50％时，仍开行8辆编组列车就会造成浪费；如果加大列车开行的间隔时间，旅客的等待时间就会延 长；不便于检修和备用，一辆车故障，整列入库，不能满足不同用户的需求。
在列车的设计过程中车辆的排布方式被确定后，以后任何时候列车编组时，每辆车的排布方式不能变，即车辆在排布时不能旋转其一位端和二位端的定位，如果把图1所示的列车重新排布为图3所示的情况，该列车中04车、07车是不能正常编组的，其车端连接系统、网络系统和车门系统等会出现无法连接或执行动作错误等现象。这就既增加了编组工作人员的工作量又增加了编组工作的作业时间，工作人员必须把每一辆车调整成要求的方向然后再编组。
现有列车的贯通全列车的列车线是在车的一侧布置，当列车编组的时候，某一辆车的排布方式没有按照预定的方向排布时，列车线的连接就会出错；如图3和图4所示，假设图3列车中T03车的编组方式发生180度调转，其贯穿全列车的列车线在T03-连接器2-2和T03-连接器1-2处的连接发生错误。
发明内容
为解决上述技术问题之一，本申请提供了一种车厢，包括：由顶架、侧墙和底架围成的车厢厢体，所述车厢厢体的至少一端设有端墙，
所述端墙的左右两侧对称设置有连接器；
所述车厢端墙上设置的所有连接器之间通过线路连通。
优选地，所述连接器包括：前进指令列车线接口、后退指令列车 线接口和制动指令列车线接口；
每个连接器的某一类型接口通过对应的线路与其他连接器的该类型接口连通。
优选地，所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
优选地，所述车厢内设有接线箱；所有连接器的连接线路均通过接线箱上的接线口连接互通。
优选地，所述车厢内设有用于对当前车厢的顺序和车厢类型进行编码的编码模块。
优选地，所述编码模块采用六位编码器；所述六位编码器中的四个输出端用于输出当前车厢的顺序编号，其余两个输出端用于输出车厢类型编号。
优选地，所述编码器的用于输出车厢顺序编号的四个输出端分别与设置在车厢上的轴温报警系统、牵引变流器、门控制系统、车辆控制系统和制动控制系统连接；
所述编码器的用于输出车厢类型编号的两个输出端分别与车辆控制系统和制动控制系统连接。
优选地，所述六位编码器的供电端与车厢内设置的用于为控制器件供电的电源端连接。
优选地，所述车厢厢体进一步设有用于车辆180度调转时进行控制调转的继电器；所述继电器与车厢内配备的辅助控制系统相连接。
为解决上述技术问题之一，本申请进一步提供了一种列车，该列车包括：如上任意一项所述的车厢。
为解决上述技术问题之一，本申请进一步提供了一种头车厢，包括：司机室厢体和车身厢体，所述司机室厢体和车身厢体的一端固定连接，
所述车身厢体的另一端设有端墙，所述端墙的外墙体的左右两侧对称设置有连接器；
所述端墙上设置的两个连接器之间通过线路连通。
优选地，所述连接器包括：前进指令列车线接口、后退指令列车线接口和制动指令列车线接口；
每个连接器的某一类型接口通过对应的线路与其他连接器的该类型接口连通；
所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
为解决上述技术问题之一，本申请进一步提供了一种中间车厢，包括：顶架、侧墙和底架，所述顶架通过侧墙与底架固定，
所述中间车厢的两端设置有端墙，所述端墙的外墙体的左右两侧对称设置有连接器；
所述车厢的两个端墙上设置的所有连接器之间通过线路连通。
优选地，所述连接器包括：前进指令列车线接口、后退指令列车线接口和制动指令列车线接口；
每个连接器的某一类型接口通过对应的线路与其他连接器的该类型接口连通；
所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
优选地，所述中间车厢的类型为拖车或动车。
本申请的有益效果如下：
本申请所述技术方案可以实现每列列车的点餐式编组型式，满足客户对列车的不同需求，当非客流高峰期时，采用小编组动车组避免了大编组动车组的能源浪费，且没有增加旅客的等待时间；当客流高峰期时，采用大编组动车组避免了因增加车次而增加铁路局的工作量。
本申请所述技术方案，每辆车在编入一列动车组时，其排布方式不受限制，可以任意编入列车，在保证列车各系统能正常工作的前提下减少了编组工作人员的工作量、缩短了编组工作人员的工作时间。
附图说明
图1为现有技术一列车编组的示意图；
图2为现有技术一列车线和连接器布置的示意图；
图3为现有技术二列车编组的示意图；
图4为现有技术二列车线和连接器布置的示意图；
图5为本方案所述车厢端墙上连接器设置位置的示意图；
图6为本方案所述连接器和列车线布置的示意图；
图7为本方案所述编码器与车厢其他设备连接的示意图；
图8为本方案所述列车灵活编组实例的示意图；
图9为本方案所述列车灵活编组实例的列车线和连接器布置的示意图。
1、车厢厢体，2、端墙，3、连接器，4、前进指令列车线接口， 5、后退指令列车线接口，6、制动指令列车线接口，7、连线箱。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
本方案的核心思路是将贯穿全列车的列车线进行双冗余设计，即分别在列车的一位端和二位端的一位侧和二位侧轴对称设置连接器3，并将所有的连接器3通过线路连通，实现列车180调转时，列车线路依然可有效连通。同时，为了配合自由编组，在列车上进一步添加6位编码器和用于车辆180度调转时进行控制调转的继电器；通过6位编码器调整自由编组后车厢的编号和车类型，便于列车其他部件或系统能够识别当前车辆的编号和车类型，并根据该信息进行列车的控制，同时，通过继电器设置车厢的供电方向，从而辅助设定每辆动车的运行方向及辅助其它子系统，最终实现列车的无限制编组。
具体的，如图5和图6所示，本申请公开了一种车厢，包括：由顶架、侧墙和底架围成的车厢厢体1，所述车厢厢体1的至少一端设有端墙2，所述端墙2的外墙体的左右两侧对称设置有连接器3；所述车厢端墙2上设置的所有连接器3之间通过线路连通。其中，所述连接器3包括：前进指令列车线接口4、后退指令列车线接口5和制 动指令列车线接口6；每个连接器3的某一类型接口通过对应的线路与其他连接器3的该类型接口连通。如图4所示，为了同时满足车厢的任一列插入编组和180度调转方向编组，同一端墙2上的左侧连接器3上的前进指令列车线接口4、后退指令列车线接口5和制动指令列车线接口6的排布顺序和右侧连接器3上的前进指令列车线接口4、后退指令列车线接口5和制动指令列车线接口6的排布顺序为轴对称设置。
本方案中，为了方便走线，便于对连接器3各接口的线路进行管理，在车厢内进一步设置连线箱7，通过设置在连线箱7上的接线口实现，所有线路的管理和互通。如图6所示，连接器3走线均设置在车厢两侧，在连接箱处管理汇总。
本方案为了进一步实现车厢的灵活编组，让列车系统及列车相关控制和管理系统获知接入车厢的编号和类型信息，在车厢内部设置由多个断路器组成的，用于对当前车厢的顺序和车厢类型进行编码的编码模块。优选地，本方案中，编码模块采用六位编码器，六位编码器中的四个输出端用于输出当前车厢的顺序编号，其余两个输出端用于输出车厢类型编号。编码器输出及显示规则采用二进制方式，当编组为16列时，编号方式如下表所示：
表1：车辆编码表
B0 B1 B2 B3 车号
0 0 0 1 1
0 0 1 0 2
0 0 1 1 3
0 1 0 0 4
0 1 0 1 5
0 1 1 0 6
0 1 1 1 7
1 0 0 0 8
1 0 0 1 9
1 0 1 0 10
1 0 1 1 11
1 1 0 0 12
1 1 0 1 13
1 1 1 0 14
1 1 1 1 15
0 0 0 0 16
车厢类型包括两种，动车或者拖车，当动车编码输出为：01时，则拖车编码输出为：10。以此表示车厢当前的类型。对于车厢编码器的设置可以通过人工设置，也可以通过编写程序的方式嵌入列车控制系统，自动进行编码。
如图7所示，所述编码器的用于输出车厢顺序编号的四个输出端分别与设置在车厢上的轴温报警系统、牵引变流器、门控制系统、车辆控制系统和制动控制系统连接；所述编码器的用于输出车厢类型编号的两个输出端分别与车辆控制系统和制动控制系统连接。从而使车厢内其他控制系统获知该车厢的编号，并通过列车网络告知所有车厢此车厢的编号和类型。本方案中，位编码器的供电端与车厢内设置的用于为车内控制器件提供供电电源的110V电源端连接。
本方案中，为了进一步实现车厢180度调转后的灵活编组，在车厢的设备箱、连线箱7、列车员室等位置设置用于车辆180度调转时进行控制调转的继电器，通过该继电器辅助设定每辆车厢的运行方向及转换其他辅助系统供电方向。
本方案进一步公开了一种列车，该列车包括：如上任意一项所述 的车厢。
此外，本方案进一步公开了一种头车厢，包括：司机室厢体和车身厢体，所述司机室厢体和车身厢体的一端固定连接，所述车身厢体的另一端设有端墙2，所述端墙2的外墙体的左右两侧对称设置有连接器3；所述端墙2上设置的两个连接器3之间通过线路连通。其中，所述连接器3包括：前进指令列车线接口4、后退指令列车线接口5和制动指令列车线接口6；每个连接器3的某一类型接口通过对应的线路与其他连接器3的该类型接口连通；所述端墙2两侧的连接器3上接口的排布顺序为轴对称布置。
另外，本方案进一步公开了一种中间车厢，包括：顶架、侧墙和底架，所述顶架通过侧墙与底架固定，所述中间车厢的两端设置有端墙2，所述端墙2的外墙体的左右两侧对称设置有连接器3；所述车厢的两个端墙2上设置的所有连接器3之间通过线路连通。其中，所述连接器3包括：前进指令列车线接口4、后退指令列车线接口5和制动指令列车线接口6；每个连接器3的某一类型接口通过对应的线路与其他连接器3的该类型接口连通；所述端墙2两侧的连接器3上接口的排布顺序为轴对称布置。本方案中，所述中间车厢的类型为拖车或动车。
下面通过实例对本方案做进一步说明。
本实例中，针对的动车组列车包含的基础车辆型式有：动力端车(头车和尾车)、中间动车(座车、卧铺车等)、中间拖车(双层座车、单层座车、卧铺车、餐座合造车等)等三大类。列车的头车和尾车的 位置及编组方向不变，其他车辆的数量和方向可任意改变。
本实例中灵活编组动车组列车包括：车体系统，转向架，制动系统，电气系统，车门、车窗、座椅等基本设备系统。动车与拖车上设备的区别为动车上安装有牵引系统(包括牵引变压器、牵引变流器、牵引电机等)设备而拖车上没有牵引系统设备。
本实例中关于灵活编组列车的编组方案具体如下：
列车端墙2左右两侧轴对称的设置有连接器3，连接器3上包括：前进指令列车线接口4、后退指令列车线接口5和制动指令列车线接口6，车厢端墙2上所有连接器3的某一类型接口通过对应的线路与其他连接器3的该类型接口连通；每个端墙2左右两侧的连接器3上接口的排布顺序为轴对称布置。如图5所示，端墙2两侧布置同样型号和同样数量的连接器3，即车端两侧连接器3的设计完全轴对称；贯通全列车的列车线在每一辆车的车端都采用双冗余的布置，实现列车中每辆车可以按照任意方向编组。如图XX所示，在每辆车的一位端一位侧、一位端二位侧、二位端一位侧、二位端二位侧分别布置完全相同的连接器3所有的列车线采用双倍布置，双倍布置的每根列车线的一端在车内电气柜或接线箱里连接，另一端分别连接到车端的四个连接器3上。
如图7所示，在车厢内设置六位编码器，对车厢当前的编号和类型进行设置，让列车中所有车厢获知该车厢的编号和类型；列车编组后的车厢顺序号由编码器的4位输出组码形成,编码器的另外两个输出端口代表该辆车是动车或拖车。当列车编组成功后，根据每辆车的 实际特性和编组位置，拨动该辆车上的编码器实现对该辆车的顺序号的定义。
另外，为了进一步实现车厢180度调转后的灵活编组，在车厢的设备箱、连线箱7、列车员室等位置设置用于车辆180度调转时进行控制调转的继电器，通过该继电器辅助设定每辆车厢的运行方向及转换其他辅助系统供电方向。
通过上述方案，即可实现如图8所示，列车的最小编组型式可以为3辆编组型式，即两端头车和中间车(中间动车或中间拖车都可以)。最大编组型式为16辆编组，同样必须包含两端头车和中间车,中间动车和中间拖车的数量根据实际用户需求进行配置。可以根据客流量需求，检修需求或其他形式的需求，对列车进行任意数量和任意调转方向的编组。
例如，本实例中拟定1列8辆灵活编组动车组，其中，01车、03车、06车和08车为动车，其它车辆为拖车，除了两端的头车，中间车厢可以任意调换方向和顺序进行编组。编号和类型的显示以03车厢为例，按照二进制编码定义03车厢的编号为：0011,03车厢的类型为：10，则03车厢的编码器设置为001110；设置玩编码器后，与编码连接的牵引变流器、门控制系统、列车网络系统、轴温报警系统和制动系统的控制单元等均从车厢编码器获知该车厢的编号和类型信息。
如图9所示，由于采用了用于车辆180度调转时进行控制调转的继电器，实现车辆180度调转功能，因此，每辆车在编组时不用考虑 其一位端和二位端的方向，可以随意编组。
本申请所述技术方案可以实现每列车以3到16辆车的点餐式编组型式，满足客户对列车的不同需求，当非客流高峰期时，采用小编组动车组避免了大编组动车组的能源浪费，且没有增加旅客的等待时间；当客流高峰期时，采用大编组动车组避免了因增加车次而增加铁路局的工作量。
本申请所述技术方案，每辆车在编入一列动车组时，其排布方式不受限制，可以任意编入列车，在保证列车各系统能正常工作的前提下减少了编组工作人员的工作量、缩短了编组工作人员的工作时间。
本申请所述技术方案可实现动车组灵活编组、互换检修的应用，列车检备率降低10％以上，检修维护成本降低15％以上，一次性采购成本降低20％以上，车辆运用维护经济效益显著。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (15)

  1. 一种车厢，包括：由顶架、侧墙和底架围成的车厢厢体，所述车厢厢体的至少一端设有端墙，其特征在于，
    所述端墙的左右两侧对称设置有连接器；
    所述车厢端墙上设置的所有连接器之间通过线路连通。
  2. 根据权利要求1所述的车厢，其特征在于，所述连接器包括：前进指令列车线接口、后退指令列车线接口和制动指令列车线接口；
    每个连接器的前进指令列车线接口通过对应的线路与其他连接器的前进指令列车线接口连通；
    每个连接器的后退指令列车线接口通过对应的线路与其他连接器的后退指令列车线接口连通；
    每个连接器的制动指令列车线接口通过对应的线路与其他连接器的制动指令列车线接口连通。
  3. 根据权利要求2所述的车厢，其特征在于，所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
  4. 根据权利要求3所述的车厢，其特征在于，所述车厢内设有接线箱；所有连接器的连接线路均通过接线箱上的接线口连接互通。
  5. 根据权利要求1的车厢，其特征在于，所述车厢内设有用于对当前车厢的顺序和车厢类型进行编码的编码模块。
  6. 根据权利要求5所述的车厢，其特征在于，所述编码模块采用六位编码器；所述六位编码器中的四个输出端用于输出当前车厢的顺序编号，其余两个输出端用于输出车厢类型编号。
  7. 根据权利要求6所述的车厢，其特征在于，所述编码器的用于输出车厢顺序编号的四个输出端分别与设置在车厢上的轴温报警系统、牵引变流器、门控制系统、车辆控制系统和制动控制系统连接；
    所述编码器的用于输出车厢类型编号的两个输出端分别与车辆控制系统和制动控制系统连接。
  8. 根据权利要求5所述的车厢，其特征在于，所述六位编码器的供电端与车厢内设置的用于为控制器件供电的电源端连接。
  9. 根据权利要求1所述的车厢，其特征在于，所述车厢厢体进一步设有用于车辆180度调转时进行控制调转的继电器；
    所述继电器与车厢内配备的辅助控制系统相连接。
  10. 一种列车，其特征在于，该列车包括：如权利要求1至8任意一项所述的车厢。
  11. 一种头车厢，包括：司机室厢体和车身厢体，所述司机室厢体和车身厢体的一端固定连接，其特征在于，
    所述车身厢体的另一端设有端墙，所述端墙的外墙体的左右两侧对称设置有连接器；
    所述端墙上设置的两个连接器之间通过线路连通。
  12. 根据权利要求11所述的头车厢，其特征在于，所述连接器包括：前进指令列车线接口、后退指令列车线接口和制动指令列车线接口；
    每个连接器的前进指令列车线接口通过对应的线路与其他连接器的前进指令列车线接口连通；
    每个连接器的后退指令列车线接口通过对应的线路与其他连接器的后退指令列车线接口连通；
    每个连接器的制动指令列车线接口通过对应的线路与其他连接器的制动指令列车线接口连通；
    所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
  13. 一种中间车厢，包括：顶架、侧墙和底架，所述顶架通过侧墙与底架固定，其特征在于，
    所述中间车厢的两端设置有端墙，所述端墙的外墙体的左右两侧对称设置有连接器；
    所述车厢的两个端墙上设置的所有连接器之间通过线路连通。
  14. 根据权利要求13所述的头车厢，其特征在于，所述连接器包括：前进指令列车线接口、后退指令列车线接口和制动指令列车线接口；
    每个连接器的前进指令列车线接口通过对应的线路与其他连接器的前进指令列车线接口连通；
    每个连接器的后退指令列车线接口通过对应的线路与其他连接器的后退指令列车线接口连通；
    每个连接器的制动指令列车线接口通过对应的线路与其他连接器的制动指令列车线接口连通；
    所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
  15. 根据权利要求13所述的头车厢，其特征在于，其特征在于，所述中间车厢的类型为拖车或动车。
PCT/CN2017/120236 2017-11-21 2017-12-29 一种车厢、头车厢、中间车厢和列车 WO2019100532A1 (zh)

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