WO2022021978A1 - 一种复合动力轮对、列车、轮轨系统及列车控制方法 - Google Patents

一种复合动力轮对、列车、轮轨系统及列车控制方法 Download PDF

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Publication number
WO2022021978A1
WO2022021978A1 PCT/CN2021/090987 CN2021090987W WO2022021978A1 WO 2022021978 A1 WO2022021978 A1 WO 2022021978A1 CN 2021090987 W CN2021090987 W CN 2021090987W WO 2022021978 A1 WO2022021978 A1 WO 2022021978A1
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Prior art keywords
booster
train
wheel
rail
power
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PCT/CN2021/090987
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English (en)
French (fr)
Inventor
李群湛
Original Assignee
西南交通大学
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Publication date
Priority claimed from CN202010742661.7A external-priority patent/CN111775631B/zh
Application filed by 西南交通大学 filed Critical 西南交通大学
Priority to EP21851228.3A priority Critical patent/EP4186710A4/en
Priority to JP2023506044A priority patent/JP2023535806A/ja
Priority to US18/018,343 priority patent/US20230202234A1/en
Publication of WO2022021978A1 publication Critical patent/WO2022021978A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B37/00—Wheel-axle combinations, e.g. wheel sets
    • B60B37/10—Wheel-axle combinations, e.g. wheel sets the wheels being individually rotatable around the axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B37/00—Wheel-axle combinations, e.g. wheel sets
    • B60B37/04—Wheel-axle combinations, e.g. wheel sets the wheels being rigidly attached to solid axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B60B17/0003—Wheel bodies characterised by use of non-metallic material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B60B17/0027—Resilient wheels, e.g. resilient hubs
    • B60B17/0031—Resilient wheels, e.g. resilient hubs using springs
    • B60B17/0034—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B60B17/0082—Wheels designed to interact with a particular rail profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B60B17/02—Wheels characterised by rail-engaging elements with elastic tyres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B37/00—Wheel-axle combinations, e.g. wheel sets
    • B60B37/12—Axles with a fixed ground wheel and a loose wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B15/00—Wheels or wheel attachments designed for increasing traction
    • B60B15/26—Auxiliary wheels or rings with traction-increasing surface attachable to the main wheel body
    • B60B15/263—Traction increasing surface being located axially beside tire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/70—Adaptation for
    • B60B2900/711—High loads, e.g. by reinforcements

Definitions

  • the invention relates to the technical field of rail traction and train control, in particular to a composite power wheelset, a train, a wheel-rail system and a train control method.
  • the rack structure can solve the problem of wheel-rail transportation on large ramps.
  • people have invented various racks, and many have been put into practice, making the large ramp mountain tourism railway shine.
  • the rack also has many shortcomings, such as low meshing accuracy, slow driving speed, and it is not suitable to match the fast wheel-rail driving; the conversion of wheel-rail to rack needs to be aligned, and the mechanism of alignment is complex and easy to cause. Tooth collision affects normal operation and safety.
  • the clearance of the coupler will cause the gears and racks to lose synchronization, and it is also easy to cause collisions and safety hazards.
  • the first aspect of the object of the present invention is to provide a composite power wheelset, which can effectively solve the problem of increasing the adhesion and anti-skid ability of the wheel rail.
  • the object of the present invention is achieved through the following technical solutions:
  • a composite power wheelset includes a moving shaft, two booster wheels, and two support wheels.
  • the two ends of the power shaft are provided with support wheels, and the booster wheels are arranged outside the support wheels.
  • the shaft is fixed, the moving shaft is connected with the first transmission device through gears, the first transmission device is connected with the first power mechanism, and the moving shaft is connected with the train bogie through the primary suspension.
  • the booster wheel is a rubber wheel, including a metal rim and a rubber tire, the metal rim is fixed with the moving shaft, the rubber tire is adjustable in air pressure, and the tread of the rubber tire is provided with patterns.
  • the radius of the booster wheel is smaller than the radius of the support wheel.
  • the second aspect of the object of the present invention is to provide a train using a composite power wheelset, which can effectively solve the problem of switching the traction force of the train when going up and down slopes.
  • a train using a composite power wheelset including a common power wheelset, the common power wheelset is composed of a common moving shaft and a wheel, and the common moving shaft is connected with the second transmission device,
  • the second transmission device is connected with the second power mechanism, the common drive shaft is connected with the train bogie through the primary suspension, and the common power wheelset and the compound power wheelset are respectively installed on different bogies.
  • the third aspect of the object of the present invention is to provide a wheel-rail system with a composite power wheelset, which can effectively solve the problem of longitudinal slippage of a train when running on a slope with a gradient of 3% or more.
  • the purpose of the present invention is achieved by the following technical solutions: laying augmentation rails on both sides of the line positive rail before the slope of 3% or more, the augmentation rails are laid in parallel with the running rails.
  • the surface of the booster rail is provided with a rubber sleeve or an oblique lattice pattern.
  • the booster rail is laid on a ramp with a gradient greater than or equal to 3%.
  • the booster rail is also laid on the line before the train enters the ramp with a gradient of 3% or more and the line after the train exits the ramp with a gradient of 3% or more, before entering the ramp with a gradient of 3% or more.
  • the length of the booster rail and the length of the booster rail after running out of the ramp with a gradient greater than or equal to 3% are both greater than or equal to the length of the train.
  • the fourth aspect of the object of the present invention is to provide a method for controlling the above-mentioned train, the method being applied to a train control system, comprising:
  • the first power mechanism is controlled to turn on the power supply
  • the second power mechanism is controlled to turn off the power supply at the same time
  • the booster rail is matched and laid with the booster wheel of the train.
  • the invention increases the anti-slip ability of the wheel and rail by setting the booster wheel and the booster rail, so that it does not slip when running on a large ramp or pulling a heavy load, and can largely eliminate the need for line (track) ramps and trains.
  • the traction weight and speed are restricted, and at the same time, it supports the cooperation of the wheels and the running rails, so that the train runs smoothly and smoothly, thereby expanding the use range of the wheel and rail.
  • the structure is simple, the technology is reliable, and it is easy to implement.
  • FIG. 1 is a schematic structural diagram of a wheel-rail system according to an exemplary embodiment
  • FIG. 2 is an exemplary top view of the booster rail and the running rail.
  • the present embodiment provides a composite power wheelset, including two booster wheels 1 and two supporting wheels 3 mounted on the moving shaft 6 , the supporting wheels 3 are mounted on the moving shaft 6 through the bearing 7 ,
  • the moving shaft 6 is connected with the first transmission device 8
  • the first transmission device 8 is connected with the first power mechanism 9
  • the moving shaft 6 is also connected with the train bogie through the connecting device.
  • the booster wheel 1 matches the laid booster rail 2
  • the supporting wheel 3 matches the laid running rail 4
  • the booster wheel 1 passes through the booster rail 2
  • the support wheel 3 passes through the running rail 4
  • the weight of the train is jointly borne.
  • the power-enhancing rail 2 can be laid on the road section that needs to improve the anti-skid ability.
  • the power-enhancing rail 2 can be laid on a large slope with a slope of 3% or more.
  • the moving shaft 6 drives the booster wheel 1 to rotate (the booster wheel 1 at this time is a power wheel, since the support wheel 3 is installed on the moving shaft through the bearing, the support wheel 3 only plays a supporting role, and belongs to the slave wheel. driving wheel), so as to provide traction for the train through the cooperation of the booster wheel 1 and the booster rail 2, due to the good adhesion between the booster wheel 1 and the booster rail 2, the adhesion and friction are large, which can improve the wheel-rail performance.
  • the supporting wheel 3 since the supporting wheel 3 is mounted on the moving shaft 6 through the bearing 7, it can ensure that even if the radius of the booster wheel 1 and the radius of the supporting wheel 3 are different, the same linear velocity can be achieved, so that the booster wheel 1 and the supporting wheel 3 can achieve the same linear velocity. It is possible to drive forward synchronously.
  • the booster rail 2 and the running rail 4 can be steel rails, and the booster wheel 1 is a rubber wheel.
  • the booster wheel 1 is a rubber wheel
  • the metal rim 5 of the rubber wheel is fixedly installed on the moving shaft 6. Since the friction between the rubber and the rail is greater than the friction between the steel wheel and the rail, the use of rubber wheels can improve the anti-skid ability of the train wheelset.
  • the rubber wheels can be air pressure adjustable rubber wheels to adjust the Contact force and adhesion force of the force rail.
  • the friction force can also be improved by adding patterns on the tread surfaces of the booster rail 2 and the booster wheel 1, or, further, a rubber sleeve can be set on the surface of the booster rail 2, and the rubber wheel and the booster wheel can be used for The combination of power rail rubber sleeves further improves friction.
  • the number of booster wheels 1 is 2, two booster wheels 1 are installed at both ends of the shaft 6 , and the support wheels 3 are located inside the two booster wheels 1 .
  • the number of the booster wheels 1 is set to two, and the booster wheels 1 can be symmetrically installed on both ends of the driving shaft 6 in the form of a pair of pairs of wheels.
  • the radius of the booster wheel 1 is not greater than the radius of the support wheel 3 .
  • This embodiment provides a train including the compound power wheelset described in Embodiment 1.
  • the train provided by this embodiment further includes a common power wheelset, and the common power wheelset is composed of a common moving shaft and wheels, and the common moving shaft is connected to
  • the second transmission device is connected, the second transmission device is connected with the second power mechanism, the moving shaft is also connected with the train bogie through the connection device, and the common power wheel pair and the compound power wheel pair are respectively installed in different steering shelf.
  • the booster wheels 1 of the train are matched with the laid booster rails 2, and the support wheels 3 of the train are matched with the laid running rails 4.
  • the tractive force and braking force are provided to the train through the ordinary power wheel set alone, and in the section where the booster rail 2 is laid, the tractive force and the braking force are provided to the train through the compound power wheel set alone.
  • each car of the train has two bogies. In this embodiment, when the common power wheelset and the compound power wheelset are arranged, the two bogies of some cars in the train can all be installed with the common power wheelset.
  • the two bogies of the remaining cars can be fully equipped with composite power wheels, or, one bogie of each car can be equipped with ordinary power wheels, and the other bogies can be equipped with composite power wheels, or, depending on the composite wheel sets and ordinary power wheels.
  • the length of the composite power wheelset installed in the front and rear of the train is greater than the length of the switch area.
  • the length of the composite power wheelset installed before and after the train refers to the length between the first power booster wheelset and the last power booster wheelset of the train. The purpose of this is to ensure that when the train passes through the switch area, the At least one power-enhancing wheel pair is walking on the power-enhancing rail 2, so as to ensure that at least one power-enhancing wheel pair can provide traction or braking force for the train.
  • the length of the turnout area and the wheelset arrangement of the train for example, it can be ensured that at least two booster wheelsets walk on the booster rail 2, and so on.
  • This embodiment provides a wheel-rail system including the composite power wheelset described in Embodiment 1.
  • the wheel-rail system provided in this embodiment further includes a power-increasing rail 2 and a running rail 4 that are laid in parallel.
  • the wheels 1 are matched and set, and the running rails 4 are matched with the supporting wheels 3 .
  • a rubber sleeve 10 may be provided on the surface of the booster rail 2
  • a pattern may be provided on the surface of the booster rail 2 . Setting the rubber sleeve 10 on the booster rail 2 or setting the pattern on the surface of the booster rail 2 can further improve the adhesion and friction between the booster wheel 1 and the booster rail.
  • the power-increasing rail 2 is not laid in the turnout area.
  • the booster rail 2 can be laid on a slope with a gradient of 3% or more.
  • the booster rail 2 can also be laid on the line before entering the slope with a gradient of 3% or greater.
  • the length of the booster rail 2 before exiting the ramp with a gradient of 3% or greater, the length of the booster rail 2 before entering the ramp with a gradient greater than or equal to 3%, and the length of the booster rail 2 after exiting the ramp with a gradient greater than or equal to 3% are greater than or equal to the length of the train.
  • the booster rail 2 laid on the ramp and the booster rail 2 before entering the ramp are connected together.
  • the booster rail 2 laid on the ramp and the booster rail 2 after driving out of the ramp are connected together. Rails 2 are connected together.
  • a power-enhancing rail 2 larger than the length of the train is laid on the line before entering the ramp with a gradient greater than or equal to 3%.
  • the train can completely complete the power switching before entering the ramp, that is, by The traction force provided to the train by the ordinary power wheel pair is switched to the composite power wheel pair alone to provide traction force to the train, so as to ensure that the train has sufficient adhesion and friction when entering the slope section with a gradient greater than or equal to 3%.
  • the power switch needs to be performed after the train completely exits the ramp, that is, the power supply switching from providing traction force to the train through the composite power wheelset alone is as follows:
  • the tractive force is provided to the train solely through the common power wheel pair, which requires the laying of a booster rail 2 larger than the length of the train on the line after going out of the ramp.
  • This embodiment provides a method for controlling the train described in Embodiment 2, which is applied to a train control system, including:
  • the first power mechanism 9 is controlled to turn on the power
  • the second power mechanism is controlled to turn off the power
  • booster wheels 1 of the train leave the booster rail 2, control the first power mechanism 9 to turn off the power supply, and control the second power mechanism to turn on the power supply at the same time;
  • the booster rail 2 is matched and laid with the booster wheel 1 of the train.
  • the wheel-rail system relates to a composite power wheelset train and track structure, including a train using a composite power wheelset and a track structure matched with the train.
  • the train car is provided with two different bogies, wherein the so-called ordinary power
  • the wheelset is the technology used by the existing trains. Because the wheel tread and the rail are both made of steel, the friction force is small, and it is not suitable for the slope railway running in the mountainous area greater than or equal to 3%.
  • the beam of the bogie is provided with a power mechanism and a transmission. device, as well as the driving axle wheelset structure connected with the transmission device, because the ordinary power wheelset bogie does not appear in the figure, its power mechanism and other components are called "second".
  • the track structure involved in the present application includes a booster rail 2 laid in parallel with the running rail 4 .
  • the composite power wheelset bogie includes a first power mechanism and a first transmission device.
  • the first transmission device (marked in Figure 1) is connected with the moving shaft 6 through gears, and the moving shaft 6 is connected to the train bogie by suspension; Both ends are provided with booster wheels 1 to form a booster wheelset structure; the inner side of the booster wheel of the booster wheelset structure is respectively provided with a support wheel 3, the hub of the support wheel 3 and the outer side of the bearing 7 are respectively provided.
  • the inner ring of the bearing 7 is connected with the moving shaft 6 with interference fit; the booster wheel 1, the supporting wheel 3 and the moving shaft 6 form a composite power wheelset structure; the composite power wheelset structure and the second The power wheelset structures are respectively arranged on different bogies of the same carriage of the train or respectively arranged on different bogies of different carriages.
  • the booster rails 2 are laid on both sides of the running rails 4 , which are the right rails of the ramps with a gradient greater than or equal to 3%.
  • the first power mechanism or the second power mechanism work alternately when the train enters the road with a gradient greater than 3% or when the gradient is less than 3%.

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

Abstract

一种复合动力轮对，包括安装于动轴（6）的两个增力车轮（1）和两个支撑车轮（3），增力车轮（1）固定安装于动轴（6）两端，支撑车轮（3）通过轴承（7）安装于动轴（6）上，动轴（6）与第一传动装置（8）连接，第一传动装置（8）与第一动力机构（9）连接，动轴（6）还通过连接装置与列车转向架连接。通过设置增力车轮和增力轨来增加抗滑能力，提高列车安全性能。以及一种列车、轮轨系统及列车控制方法。

Description

一种复合动力轮对、列车、轮轨系统及列车控制方法 技术领域
本发明涉及轨道牵引与列车控制技术领域，具体涉及一种复合动力轮对、列车、轮轨系统及列车控制方法。
背景技术
大坡道区段，列车普通动力车轮与走行轨(钢轨)之间会存在纵向打滑，纵向打滑会使列车失去牵引力，不能正常运行，或者使列车失去制动力，不能正常停车，影响行车安全，另外，纵向打滑问题限制了线路(轨道)的坡道和列车的牵引重量和速度，因此限制了普通轮轨的应用范围。
针对上述问题，提出了齿轨结构。齿轨结构可以解决大坡道轮轨运输问题，一百多年来，人们发明了各种各样的齿轨，有许多付诸实施，使大坡道山地旅游观光铁路大放异彩。但是，齿轨也存在着诸多缺点，例如，啮合精度低，行车速度慢，不宜与速度较快的轮轨行车相匹配；轮轨到齿轨的转换需要对齿，对齿机构复杂而且容易造成碰齿，影响正常运行和安全，同时为了增大功率和牵引力，当两节以上的车体安装齿轮时，车钩的间隙会造成齿轮与齿轨失去同步，也容易造成碰齿和安全隐患。
发明内容
本发明的目的第一方面在于提供一种复合动力轮对，它能有效地解决增加轮轨的黏着力和抗滑能力。本发明的目的通过以下技术方案实现：
一种复合动力轮对，包括动轴与两个增力车轮、两个支撑车轮，动轴的两端设置支撑车轮，在支撑车轮外侧设有增力车轮，支撑车轮通过轴承的内圈与动轴固定，动轴通过齿轮与第一传动装置连接，第一传动装置与 第一动力机构连接，动轴通过一系悬挂与列车转向架连接。
所述增力车轮为橡胶车轮，包括金属轮辋和橡胶轮胎，金属轮辋与动轴固定，橡胶轮胎为气压可调，橡胶轮胎踏面设置有花纹。
所述增力车轮的半径小于支撑车轮的半径。
本发明的目的第二方面是提供一种使用复合动力轮对的列车，它能有效地解决列车在上下坡时的牵引力的切换问题。
本发明的目的通过以下技术方案实现：一种使用复合动力轮对的列车，包括普通动力轮对，所述普通动力轮对由普通动轴与车轮构成，普通动轴与第二传动装置连接，第二传动装置与第二动力机构连接，普通动轴通过一系悬挂与列车转向架连接，普通动力轮对与复合动力轮对分别安装于不同转向架。
本发明的目的第三方面是提供一种复合动力轮对配合的轮轨系统，它能有效地解决列车在坡度大于等于3％的坡道上行驶时纵向打滑的问题。
本发明的目的通过以下技术方案实现：在坡度大于等于3％坡道前的线路正轨的两侧敷设增力轨，所述增力轨与走行轨平行敷设。
所述增力轨表面设置橡胶套或设置斜格花纹。
所述增力轨敷设在坡度大于等于3％的坡道上。
所述增力轨还敷设于列车进入所述坡度大于等于3％坡道前的线路和驶出所述坡度大于等于3％坡道后的线路，进入所述坡度大于等于3％坡道前的增力轨的长度和驶出所述坡度大于等于3％坡道后的增力轨的长度均大于等于列车长度。
本发明的目的第四方面在于提供一种控制上述列车的方法，所述方法应用于列车控制系统，包括：
只要列车任意一个增力车轮与增力轨接触，则控制所述第一动力机构接通电源，同时控制所述第二动力机构断开电源；
如果列车的所有增力车轮均离开增力轨，则控制所述第一动力机构断 开电源，同时控制所述第二动力机构接通电源；
其中，所述增力轨与所述列车的增力车轮匹配敷设。
本发明通过设置增力车轮和增力轨来增加轮轨的抗滑能力，使其运行在大坡道或牵引重载时不打滑，能够很大程度上消除对线路(轨道)坡道和列车牵引重量和速度的制约，同时支撑车轮和走行轨的配合，使列车运行平顺、平稳，从而扩大轮轨使用范围。
一、与现有技术相比，本发明的有益效果是：
二、适用于大坡道轨道交通以及山区交通或风景区观光及游乐线路。
适用于重载铁路。
三、与现有组合式转向架齿轨铁路技术相比，省去了离合器等动力转换装置与偏心设置机构，并且速度更高，运行平稳。
四、结构简单，技术可靠，易于实施。
附图说明
图1是根据一示例性实施例示出的一种轮轨系统结构示意图；
图2是增力轨和走行轨的一种示例性俯视图。
附图标记：1—增力车轮，2—增力轨，3—支撑车轮，4—走行轨，5—金属轮辋，6—动轴，7—轴承，8—第一传动装置，9—第一动力机构。
具体实施方式
为了更好地理解本发明，下面结合附图和具体实施方式对本发明作进一步的描述。
实施例1
如图1所示，本实施例提供一种复合动力轮对，包括安装于动轴6的两个增力车轮1和两个支撑车轮3，支撑车轮3通过轴承7安装于动轴6上，动轴6与第一传动装置8连接，第一传动装置8与第一动力机构9连接， 所述动轴6还通过连接装置与列车转向架连接。
具体实施本实施例时，增力车轮1与敷设的增力轨2相匹配，支撑车轮3与敷设的走行轨4相匹配，增力车轮1通过增力轨2、支撑车轮3通过走行轨4共同担负列车的重量，其中，可以在需要提高防滑能力的路段敷设增力轨2，比如在坡度大于等于3％的大坡道地段敷设增力轨2，当列车运行在没有敷设增力轨2的路段时，增力车轮1悬空，当列车运行在敷设有增力轨2的路段时，增力车轮1与增力轨2匹配，此时，第一动力机构9通过第一传动装置8来带动动轴6转动，动轴6再带动增力车轮1转动(此时的增力车轮1是动力轮，由于支撑车轮3通过轴承安装在动轴上，支撑车轮3只起支撑作用，属于从动轮)，从而通过增力车轮1与增力轨2配合来给列车提供牵引力，由于增力车轮1与增力轨2之间的附着性好，黏着力、摩擦力大，可以提高轮轨的抗滑能力和牵引力，使列车运行在大坡道上或牵引重载时不打滑，使列车的牵引力和制动力得到良好发挥，同时提高列车安全性能，并且能够很大程度上消除对线路(轨道)坡道、列车牵引重量和列车速度的制约，扩大轮轨使用范围；支撑车轮3与走行轨4的匹配设置可以保证列车行车的平顺性和平稳性。另外，考虑过道岔时增力轨2中断，增力车轮1需跨过道岔区的走行轨，因此增力车轮1的半径可以尽可能接近支撑车轮3的半径，但不可以大于支撑车轮3的半径，由于支撑车轮3通过轴承7安装于动轴6上，可以保证即使增力车轮1的半径和支撑车轮3的半径不同，也能实现相同线速度，从而使得增力车轮1和支撑车轮3可以同步向前行驶。
实施本实施例时，增力轨2和走行轨4可以为钢轨，增力车轮1为橡胶车轮，当增力车轮1为橡胶车轮时，橡胶车轮的金属轮辋5固定安装于动轴6上，由于橡胶与钢轨之间的摩擦力大于钢轮与钢轨之间的摩擦力，因此采用橡胶车轮可以提高列车轮对的防滑能力，另外，橡胶车轮可以为气压可调橡胶车轮，来调节其与增力轨的接触力和黏着力。作为另外一种 优选，也可以通过在增力轨2和增力车轮1的踏面上增加花纹来提高摩擦力，或者，进一步地，可以在增力轨2表面设置橡胶套，利用橡胶车轮与增力轨橡胶套的结合进一步提高摩擦力。
作为优选，对应每个动轴6，增力车轮1的数量为2，两个增力车轮1安装于轴6两端，支撑车轮3位于两个增力车轮1内侧。本实施例中，将增力车轮1的数量设置为两个，可以采用两两配对的轮对形式将增力车轮1对称安装于动轴6的两端。
作为优选，增力车轮1的半径不大于支撑车轮3的半径。
实施例2
本实施例提供一种包括实施例1所述复合动力轮对的列车，本实施例提供的列车还包括普通动力轮对，普通动力轮对由普通动轴与车轮构成，所述普通动轴与第二传动装置连接，所述第二传动装置与第二动力机构连接，所述动轴还通过连接装置与列车转向架连接，所述普通动力轮对与复合动力轮对分别安装于不同的转向架。
这里需要说明的是，列车的增力车轮1与敷设的增力轨2相匹配，列车的支撑车轮3与敷设的走行轨4相匹配，实际运行中，在没有敷设增力轨2的路段，是单独通过普通动力轮对给列车提供牵引力和制动力，在敷设有增力轨2的路段，则单独通过复合动力轮对给列车提供牵引力和制动力。另外，列车的每节车厢有两个转向架，本实施例中，布置普通动力轮对和复合动力轮对时，列车中的某几节车厢的两个转向架可以全部安装普通动力轮对，其余车厢的两个转向架则可以全部安装复合动力轮对，或，每节车厢的一个转向架安装普通动力轮对，另一个转向架安装复合动力轮对，或，根据复合动力轮对和普通动力轮对的总数量，合理配置、安装复合动力轮对和普通动力轮对。
作为优选，列车前后安装复合动力轮对的长度大于道岔区的长度。这里，列车前后安装所述复合动力轮对的长度是指列车的第一个增力轮对与 最后一个增力轮对之间的长度，这样做的目的，是保证列车在通过道岔区时，至少有一个增力轮对是行走在增力轨2上的，从而保证至少有一个增力轮对能够为列车提供牵引力或制动力，当然，具体实施本实施例时，会根据实际情况合理设置道岔区长度和列车的轮对排布方式，比如可以保证至少有两个增力轮对行走在增力轨2上，等。
实施例3
本实施例提供一种包括实施例1所述复合动力轮对的轮轨系统，本实施例提供的轮轨系统还包括平行敷设的增力轨2和走行轨4，增力轨2与增力车轮1匹配设置，走行轨4与支撑车轮3匹配设置。
作为优选，增力轨2表面可以设置橡胶套10，作为另一种优选，增力轨2表面可以设置花纹。在增力轨2上设置橡胶套10或在增力轨2表面设置花纹，可以进一步提高增力车轮1与增力轨之间的黏着力、摩擦力。
作为优选，道岔区不敷设增力轨2。
作为优选，增力轨2可以敷设在坡度大于等于3％的坡道上，作为进一步优选，如图2所示，增力轨2还可以敷设于进入坡度大于等于3％的坡道前的线路和驶出坡度大于等于3％的坡道后的线路，进入坡度大于等于3％的坡道前的增力轨2的长度和驶出坡度大于等于3％的坡道后的增力轨2的长度均大于等于列车长度。这里需要说明的是，坡道敷设的增力轨2与进入坡道前的增力轨2是连接在一起的，同样的，坡道敷设的增力轨2与驶出坡道后的增力轨2是连接在一起的。
本实施例中，在进入坡度大于等于3％的坡道前的线路敷设大于列车长度的增力轨2，通过列车控制系统，可以使得列车在进入坡道前就完全完成动力切换，即，由单独通过普通动力轮对给列车提供牵引力切换为单独通过复合动力轮对给列车提供牵引力，从而保证列车在进入坡度大于等于3％的坡道路段时就有足够的附着力和摩擦力，同样地，为了保证列车在整个坡道路段都可以通过复合动力轮对给列车提供牵引力，需要列车在完全驶 出坡道后再进行动力切换，即，由单独通过复合动力轮对给列车提供牵引力切换为单独通过普通动力轮对给列车提供牵引力，这就需要在驶出坡道后的线路敷设大于列车长度的增力轨2。
实施例4
本实施例提供一种控制实施例2所述列车的方法，应用于列车控制系统，包括：
只要列车任意一个增力车轮1与增力轨2接触，则控制所述第一动力机构9接通电源，同时控制所述第二动力机构断开电源；
如果列车的所有增力车轮1均离开增力轨2，则控制所述第一动力机构9断开电源，同时控制所述第二动力机构接通电源；
其中，所述增力轨2与所述列车的增力车轮1匹配敷设。
该轮轨系统涉及一种复合动力轮对列车与轨道结构，包括使用复合动力轮对的列车及其与列车配套的轨道结构，所述列车车厢设有两个不同的转向架，其中所谓普通动力轮对即现有列车使用的技术，因车轮踏面与钢轨规定同为钢制，摩擦力小，不适合山区大于等于3％的坡道铁路行驶，该转向架的横梁上设有动力机构和传动装置，以及与传动装置连接的动轴轮对结构，因普通动力轮对转向架未出现在图中，其动力机构等器件称为“第二”。本申请涉及的轨道结构包括与走行轨4平行敷设的增力轨2。复合动力轮对转向架包括第一动力机构和第一传动装置，第一传动装置(如图1标注)与动轴6通过齿轮联接，动轴6与列车转向架一系悬挂连接；动轴6两端均设有增力车轮1，构成增力轮对结构；所述增力轮对结构的增力轮内侧同轴分别设有支撑车轮3，所述支撑车轮3的轮毂与轴承7的外圈过盈配合，轴承7的内圈与动轴6过盈配合连接；所述增力车轮1、支撑车轮3及动轴6构成复合动力轮对结构；所述复合动力轮对结构与第二动力轮对结构分别设置于列车同节车厢的不同的转向架或分别设置于不同车厢的不同转向架。
所述增力轨2敷设在坡度大于等于3％的坡道正轨即行走轨4的两侧。
所述第一动力机构或第二动力机构在列车进入坡度大于3％道路时或小于3％道路时，两者分别交替工作。
以上仅是本发明的优选实施方式，应当指出的是，上述优选实施方式不应视为对本发明的限制，本发明的保护范围应当以权利要求所限定的范围为准。对于本技术领域的普通技术人员来说，在不脱离本发明的精神和范围内，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。

Claims (9)

  1. 一种复合动力轮对，其特征在于：包括动轴(6)与两个增力车轮(1)、两个支撑车轮(3)，动轴(6)的两端设置支撑车轮(3)，在支撑车轮(3)外侧设有增力车轮(1)，支撑车轮(3)通过轴承(7)的内圈与动轴(6)固定，动轴(6)通过齿轮与第一传动装置(8)连接，第一传动装置(8)与第一动力机构(9)连接，动轴(6)通过一系悬挂与列车转向架连接。
  2. 根据权利要求1所述的一种复合动力轮对，其特征在于：所述增力车轮(1)为橡胶车轮，包括金属轮辋(5)和橡胶轮胎，金属轮辋(5)与动轴(6)固定，橡胶轮胎为气压可调，橡胶轮胎踏面设置有花纹。
  3. 根据权利要求1所述的一种复合动力轮对，其特征在于：所述增力车轮(1)的半径小于支撑车轮(3)的半径。
  4. 一种使用权利要求1-3任意一项所述复合动力轮对的列车，其特征在于：包括普通动力轮对，所述普通动力轮对由普通动轴与车轮构成，普通动轴与第二传动装置连接，第二传动装置与第二动力机构连接，普通动轴通过一系悬挂与列车转向架连接，普通动力轮对与复合动力轮对分别安装于不同转向架。
  5. 一种包括权利要求1-4任意一项所述复合动力轮对配合的轮轨系统，其特征在于：所述增力轨(2)与走行轨(4)平行敷设。
  6. 根据权利要求5所述的一种轮轨系统，其特征在于，所述增力轨(2)表面设置橡胶套(10)或设置斜格花纹。
  7. 根据权利要求6所述的一种轮轨系统，其特征在于：所述增力轨(2)敷设在坡度大于等于3％的坡道上。
  8. 根据权利要求6所述的一种轮轨系统，其特征在于，所述增力轨(2)还敷设于列车进入所述坡度大于等于3％坡道前的线路和驶出所述坡度大于等于3％坡道后的线路，进入所述坡度大于等于3％坡道前的增力轨(2)的长度和驶出所述坡度大于等于3％坡道后的增力轨(2)的长度均大于等于列车长度。
  9. 一种控制权利要求4所述列车的方法，其特征在于，所述方法应用于列车控制系统，包括：
    只要列车任意一个增力车轮(1)与增力轨(2)接触，则控制所述第一动力机构(9)接通电源，同时控制所述第二动力机构断开电源；
    如果列车的所有增力车轮(1)均离开增力轨(2)，则控制所述第一动力机构(9)断开电源，同时控制所述第二动力机构接通电源。
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