A train and an electro-pneumatic blended braking control system thereof. The braking modes of the train comprise an autonomous braking mode and an independent braking mode, corresponding braking branches are selected by means of the output of a braking control unit, and different braking modes are applied. An autonomous braking branch comprises a first solenoid valve (7) acting on a first application valve (5) to cut off air braking when the first solenoid valve (7) is powered on, so as to realize the priority of electric braking. In an independent braking branch, the braking control unit acts on the first application valve (5) by means of an independent braking control branch (4).
B60T 13/62 - Combined or convertible systems both straight and automatic
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
2.
INTERNAL COMBUSTION POWER TRAIN CONTROL METHOD AND DEVICE, AND MEDIUM
An internal combustion power train control method, comprising: controlling an output of a power pack on the basis of the current operation state of a train; determining the normal traveling speed of the train at the current location on the basis of the range having the lowest fuel consumption of the train; comparing the traveling speed with the current speed to determine whether the train needs traction or not; and if the train needs traction, controlling according to the traction level, and if not, providing the power required by auxiliary loads so as to control the traveling of the train. In addition, the present invention further comprises a device using the control method, and a medium. By using the technical solution, the output of the power pack does not need to be frequently adjusted, so that energy waste caused by switching the train between a traction state and a non-traction state is reduced, and unnecessary energy loss is reduced.
B61L 23/14 - Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
3.
VEHICLE-MOUNTED ENERGY STORAGE POWER SUPPLY COOLING SYSTEM
A vehicle-mounted energy storage power supply cooling system, comprising an energy storage power supply enclosure, wherein energy storage power supply modules, a compartment divider plate, and an air-duct flow guide plate are provided inside the energy storage power supply enclosure. The compartment divider plate is used for dividing the interior of the energy storage power supply enclosure into at least two power supply compartments, the energy storage power supply modules being uniformly arranged in several power supply compartments. An air inlet and an air outlet are provided in the surface of the energy storage power supply enclosure, the air-duct flow guide plate being used for guiding cooling air input from the air inlet and uniformly distributing same into the energy storage power supply modules. The air outlet is used for discharging used cooling air. By means of the air-duct flow guide plate, the cooling air can be uniformly input into each power supply module in each compartment, thereby ensuring uniform distribution of the cooling air, and eliminating module distribution differences in horizontal and vertical directions. After the cooling air is input into the power supply module, the cooling air in the energy storage power supply module can be regulated for uniform heat exchange, thereby achieving the consistency of performance degradation among internal cells, and thus prolonging the average service life of the modules.
A rail vehicle and a wheel rail anti-slip control method and apparatus therefor, and a medium, relating to the field of rail vehicle braking, and used for mitigating the problem of wheel slippage. For the problem of inadequate effectiveness of existing wheel rail adhesion improvement schemes, a wheel rail anti-slip control method for a rail vehicle is provided. Axle speed information of each axle is obtained by means of a corresponding speed sensor, a target axle to which wheel slippage occurs is located, the severity of wheel slippage is determined, and on this basis, the amount of sand needing to be delivered by a sandbox is determined. Further, the pressure of a brake cylinder is controlled by means of an anti-slip valve so as to mitigate the wheel slippage condition, and the sandbox is controlled to execute a sand delivery action on the basis of said determined amount, such that coordination between an anti-slip system and a sand delivery system in the railway vehicle is achieved. Compared with conventional solutions in which the amounts of sand delivered by sandboxes are fixed, this solution achieves more flexible sand delivery control and a sand delivery effect.
Disclosed in the present invention is a traction device of a railway vehicle. The traction device comprises a first link, a second link, a suspension rod, triangular rotating arms and a connecting rod, wherein the two triangular rotating arms are symmetrically arranged about a longitudinal center line of a framework; one end of the second link is hinged to a first corner of the triangular rotating arm, a second corner of the triangular rotating arm is hinged to the framework, and two ends of the connecting rod are hinged to third corners of the two triangular rotating arms, respectively; the other end of the second link is hinged to one end of the first link, and the other end of the first link is hinged to a vehicle body traction base; the other end of the second link is further hinged to a lower end of the suspension rod, and an upper end of the suspension rod is hinged to the framework; and the first link, the second link and the suspension rod are all distributed on an outer side of an electric motor of a bogie, and the first link is obliquely arranged with respect to railways on which a railway vehicle runs. In the present invention, the traction device is arranged on either side of the framework of the bogie and is not limited by the size of a traction electric motor of the bogie; and moreover, the inclined first link is added, thereby increasing the adhesion utilization rate of the bogie.
A control method for a hybrid power locomotive, and a related assembly, relating to the field of locomotive power supply. A second voltage outputted by a controllable rectifier module is adjusted by means of a first voltage of an output end of the rectifier module, namely, a voltage inputted by a diesel engine power supply module to an intermediate direct-current circuit is adjusted, that is, a voltage difference between the voltages generated by two power sources, i.e., an overhead contact line and a diesel engine, is eliminated, so that the two power sources can simultaneously supply power for the hybrid power locomotive. Moreover, a connection mode of the diesel engine power supply module and the intermediate direct-current circuit is controlled by means of the connection/disconnection between an input end of a controllable switch module and a first output end, and the connection/disconnection between the input end and a second output end, namely, a connection relationship between the diesel engine power supply module and the assistance load and traction system of the hybrid power locomotive is controlled, that is, power source switching is controlled by controlling the controllable switch module, so that during power source switching, power supply is not stopped, and seamless switching can be realized.
Disclosed in the present invention are a rail vehicle, and a dynamic air tightness monitoring system and method. The system comprises a data acquisition unit and a control unit, wherein the data acquisition unit is used for acquiring a change amplitude P1 of an in-vehicle pressure value within a first time period and a change amplitude P2 of the in-vehicle pressure value within a second time period; and the control unit is used for controlling, according to a comparison result of P1 and a first standard change amplitude or a comparison result of P2 and a second standard change amplitude, a corresponding in-vehicle air pressure adjustment apparatus to operate. The present invention not only implements real-time monitoring of the dynamic air tightness of a train, but also adjusts an in-vehicle air pressure adjustment apparatus according to a real-time in-vehicle pressure value which is collected in real time, thereby implementing instant adjustment of an in-vehicle pressure and improving the riding comfort of passengers.
G01M 3/32 - Investigating fluid tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors for containers, e.g. radiators
G01L 11/00 - Measuring steady or quasi-steady pressure of a fluid or a fluent solid material by means not provided for in group or
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61D 27/00 - Heating, cooling, ventilating, or air-conditioning
8.
FULLY AUTOMATIC DRIVING TRAIN AND SLEEP LOAD CONTROL CIRCUIT AND CONTROL METHOD THEREFOR
A fully automatic driving train and a sleep load control circuit and control method for a fully automatic driving train. The sleep load control circuit for the fully automatic driving train comprises a train power-off relay (KM11); a coil of the train power-off relay (KM11) is connected to a first normally open contact and a first normally closed contact of a fully automatic driving mode knob (S02); the first normally open contact and the first normally closed contact of the fully automatic driving mode knob (S02) are interlocked contacts; the first normally open contact of the fully automatic driving mode knob (S02) is connected to a sleep/wake-up module (A01) first switch and a train sleep/wake-up knob (S01); the sleep/wake-up module (A01) first switch is connected to a power supply by means of a normally closed contact of a signal system cut-off relay (KM31); one end of the first normally closed contact of the fully automatic driving mode knob (S02) is connected between the first normally open contact of the fully automatic driving mode knob (S02) and the train sleep/wake-up knob (S01), and the other end is connected to a normally closed contact of a normal network relay (KM32).
An escape door capable of being opened bidirectionally in a confined space, and an opening method. The escape door structurally comprises a mounting frame, a door leaf and a limiting unit, wherein the door leaf is arranged in an enclosed space enclosed by the mounting frame, and a sealing strip is arranged between the door leaf and the mounting frame. The opening method consists in that when the limiting unit limits the door leaf, the door leaf is in a first state, in which the door leaf can only be closed or opened inwards relative to the mounting frame; and when the limiting unit releases the limit on the door leaf, the door leaf is in a second state, in which the door leaf can be switched arbitrarily between closing and bidirectional opening relative to the mounting frame. Two states of inward or outward opening of the door leaf can be switched without increasing the space occupied by the escape door, the escape door can be mounted in a limited space, and the sealing performance is also good. It is only necessary to open the door leaf and move the limiting unit, which can be operated by a person.
E06B 5/16 - Fireproof doors or similar closuresAdaptations of fixed constructions therefor
E06B 3/36 - Arrangements of wings characterised by the manner of movementArrangements of movable wings in openingsFeatures of wings or frames relating solely to the manner of movement of the wing with only one kind of movement with a single vertical axis of rotation at one side of the opening, or swinging through the opening
10.
RAIL VEHICLE HEAT DISSIPATION SYSTEM AND CONTROL METHOD THEREFOR
A railway vehicle heat dissipation system, comprising: a first air duct (1); a first radiator (2) provided in the first air duct (1); a second air duct (3); a second radiator (4) provided in the second air duct (3); a rain collection system, used for collecting rainwater; a cooling assembly, used for guiding rainwater and condensate water of an air conditioning system to be discharged to the upwind side of the first radiator (2) and/or the second radiator (4); a driving member (8), used for driving a cooling medium in a heat dissipation loop formed by the first radiator (2), the second radiator (4) and part radiators (6) to flow; and a controller, used for controlling the cooling assembly according to the working mode of the air conditioning system, such that the rainwater and the condensate water are discharged to the upwind side of the first radiator (2) and/or the second radiator (4). By reasonably organizing low-temperature air, condensate water, and rainwater collected by the roof of a vehicle in the air conditioning system, the rail vehicle heat dissipation system dissipates heat from each radiator, thus not only improving the heat dissipation effect of the rail vehicle, but also reducing the energy consumption of the heat dissipation system.
A maglev vehicle and a suspension sensor thereof. The suspension sensor comprises a main housing; gap measurement probes are arranged in the main housing; the gap measurement probes are distributed at intervals in the main housing in a first direction and used for measuring suspension gaps of suspension electromagnets at different positions in the first direction; and the distance between any two adjacent gap measurement probes is larger than the maximum track seam size. According to the suspension sensor, at most one gap measurement probe is close to a track seam or located below the track seam and thus is affected, and the remaining gap measurement probes can accurately measure the gap values without affecting the suspension stability, so that the width adapting to the track seam can reach 60 mm or more, thereby improving the tolerance of a suspension system to track errors, greatly reducing the line costs, and improving the applicability of a maglev transportation system; and moreover, the problem of mutual interference between the probes can be solved, interference between the gap probes of the suspension sensor can be effectively avoided, and engineering application of the suspension sensor is facilitated.
An inter-car electrical connection device. An inter-car surface (1) is provided with a cable hole (2), a cable jumper box (3) is mounted in the cable hole (2), and the device comprises a cable fireproof hood (41), a fireproof cover plate (42), and a fireproof brick (43); the cable fireproof hood (41) consists of three side faces which are sequentially perpendicular to each other, the cable fireproof hood (41) is mounted on the inter-car surface (1) around the cable hole (2), and a lower bottom face and a back side face of the cable fireproof hood (41) are left hollow; the fireproof cover plate (42) is fitted to the cable fireproof hood (41) and is detachably mounted on the cable fireproof hood (41); the fireproof brick (43) is arranged in an inner cavity of the cable fireproof hood (41), and the fireproof brick (43) is arranged between the cable jumper box (3) and the cable fireproof hood (41). The inter-car electrical connection device can solve the problems in respect of the maintainability, cable mechanical protection, air tightness, water resistance and the like of inter-car electrical connection.
An angle calibration method for steering axles, applied to the technical field of intelligent transportation. The method comprises: after left and right wheel steering connecting rods of a vehicle and the corresponding wheels are adjusted to standard positions, acquiring a maximum value of the positive and negative intervals of each steering swing arm of the vehicle (S10), wherein the symmetric line of the positive and negative intervals of the steering swing arm of the vehicle is parallel to a straight traveling line of the vehicle; then, determining the maximum left and right steering angles of each axle according to the maximum value of the positive and negative intervals of the steering swing arm of the vehicle (S11); using an average angle of the maximum left and right steering angles of the axle as a zero position of a steering angle sensor (S12), i.e., an angle at which the corresponding wheels are parallel to side edges of a vehicle body; and finally, matching and calibrating a signal value of the steering angle sensor according to the zero position of the steering angle sensor (S13). Therefore, wheel rotation angle calibration of a drive-by-wire axle is implemented well, the problems such as non-straightness of the vehicle body and wheel wear due to carriage deviation are solved, and the driving safety of a super virtual rail train is improved. Further provided are an angle calibration device for steering axles, and a computer-readable storage medium.
A magnetic levitation vehicle weighing and spring load measuring structure, comprising a track system, lifting mechanisms and distance sensors. The track system comprises tracks and skid supporting tracks, the tracks comprising fixed tracks and movable tracks in the extending direction of the tracks, force sensors being provided on the movable tracks, and the lifting mechanisms being connected to the movable tracks. The distance sensors are used for measuring lifting distances of the lifting mechanisms. The skid supporting tracks are used for supporting vertical skids. The movable tracks are used for lifting the bottoms of air springs, and the movable tracks are further used for lifting supporting arm bodies. Compared with the prior art, the magnetic levitation vehicle weighing and spring load measuring structure and a measurement method provided by the present application can weigh a vehicle and also measure the loads of air springs, thereby further facilitating the adjustment of the air springs.
G01G 19/04 - Weighing apparatus or methods adapted for special purposes not provided for in groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles
B61F 5/10 - Bolster supports or mountings incorporating fluid springs
B61F 5/02 - Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogieConnections between underframes and bogies
G01G 23/00 - Auxiliary devices for weighing apparatus
15.
POSITIVE AND NEGATIVE ELECTRODE PANTOGRAPH AND ELECTRIFIED VEHICLE
A positive and negative electrode pantograph and an electrified vehicle. The positive and negative electrode pantograph comprises an underframe (5), a positive electrode power receiving assembly (2), and a negative electrode power receiving assembly (3); the positive electrode power receiving assembly (2) and the negative electrode power receiving assembly (3) are both mounted on the underframe (5); the positive electrode power receiving assembly (2) comprises a positive electrode bow (21), a positive electrode upper arm (22), a positive electrode lower arm (23), and a positive electrode rod mechanism (24) used for adjusting the height of the positive electrode bow (21); the lower end of the positive electrode upper arm (22) is hingedly connected to the upper end of the positive electrode lower arm (23), the upper end of the positive electrode upper arm (22) is connected to the positive electrode bow (21), and the lower end of the positive electrode lower arm (23) is mounted on the underframe (5); the negative electrode power receiving assembly (3) comprises a negative electrode bow (31), a negative electrode upper arm (32), a negative electrode lower arm (33), and a negative electrode rod mechanism (34) used for adjusting the height of the negative electrode bow (31); the lower end of the negative electrode upper arm (32) is hingedly connected to the upper end of the negative electrode lower arm (33), the upper end of the negative electrode upper arm (32) is connected to the negative electrode bow (31), and the lower end of the negative electrode lower arm (33) is mounted on the underframe (5); a torsion limiting device (6) is provided between the negative electrode lower arm (33) and the positive electrode lower arm (23); and the width of the positive electrode bow (21) and the negative electrode bow (31) is smaller than the distance between the centers of the positive electrode bow (21) and the negative electrode bow (31).
A retraction device for a driver seat of a rail vehicle. The retraction device comprises an anti-creeping energy absorption assembly; a seat, which is slidable and has a safety belt; a retraction guide device, which comprises an anti-creeping traction rod connected to the anti-creeping energy absorption assembly; a guide seat, which is mounted at one end of the anti-creeping traction rod away from the anti-creeping energy absorption assembly; and a retraction guide rod, one end of which is connected to the guide seat, and the other end of which is connected to the seat. In the retraction device for a driver seat of a rail vehicle provided in the present application, by means of the retraction action of the anti-creeping energy absorption assembly in collision, the driver seat is driven to synchronously retreat during collision, so as to be away from an end portion of the vehicle deformed by collision, such that a larger living space is provided for a driver in a collision accident, thereby improving the survival probability of the driver.
An electric braking energy recovery control method and apparatus for a vehicle. According to the electric braking energy recovery control method for a vehicle provided by the present application, when an estimated storage electric quantity of an energy storage power supply is greater than or equal to estimated residual energy, after an electric braking instruction is received, residual recovered braking energy which is not consumed by an assisting system is controlled to be stored to the energy storage power supply; when the estimated storage electric quantity of the energy storage power supply is less than the estimated residual energy, electric braking force of a vehicle is reduced to reduce recoverable energy of electric braking, so that the residual recovered braking energy which is not consumed by the assisting system can be completely stored to the energy storage power supply. Additionally, no brake chopper circuit or brake resistor needs to be provided in the system, so that the complexity of the system is reduced, the vehicle device arrangement space is saved, and the vehicle costs are reduced.
Disclosed in the present invention is an electrical cubicle, comprising an air outlet structure, an air inlet structure, and a cubicle door structure which are provided on a cubicle body. A dustproof cover is provided over a first air vent of the air outlet structure, and an air outlet fireproof foaming material is laid on the periphery of the first air vent; a first air exhaust gap is reserved between the dustproof cover and the first air vent; and a second air exhaust gap is reserved between the dustproof cover and a first cubicle panel. An air inlet cover is provided over a second air vent of the air inlet structure, and an air inlet fireproof foaming material is laid in the air inlet cover. The preset invention not only satisfies the ventilation, heat dissipation and air exhaust requirements of the cubicle body, but also can seal channels of the cubicle body to the outside by the expanding and foaming of fireproof foaming materials when a fire occurs, thereby meeting the requirement of fire-resistant integrity.
A starting control method and apparatus for a hydrogen fuel hybrid locomotive, a device, and a medium, relating to the technical field of hydrogen fuel hybrid locomotives. The method comprises: when a starting instruction is received, determining whether a hydrogen fuel system in a hydrogen fuel hybrid locomotive is successfully initialized; if the hydrogen fuel system is successfully initialized, determining whether a state of a main control loop on the hydrogen fuel hybrid locomotive satisfies preset conditions; if the state of the main control loop satisfies the preset conditions, using a DC/DC converter of the hydrogen fuel hybrid locomotive to perform reverse voltage reduction on an energy storage apparatus and/or an in-garage power supply in the hydrogen fuel hybrid locomotive so as to provide a high-voltage starting voltage for the hydrogen fuel system; and sending the starting instruction to the hydrogen fuel system, and if the output voltage of the hydrogen fuel system is within a preset range, determining that the hydrogen fuel hybrid locomotive is successfully started. The method can further improve the stability and reliability of the hydrogen fuel hybrid locomotive during starting.
B60L 58/31 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
B60L 58/40 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
20.
SHUTDOWN CONTROL METHOD FOR HYDROGEN FUEL HYBRID LOCOMOTIVE AND RELATED DEVICE
A shutdown control method and apparatus for a hydrogen fuel hybrid locomotive, a device and a medium, belonging to the field of hydrogen fuel hybrid locomotives. The method comprises: when it is detected that a switch of a hydrogen fuel system in a hydrogen fuel hybrid locomotive is turned to a stop position, sending a shutdown instruction to the hydrogen fuel system, so as to cut off an intake valve of the hydrogen fuel system; using an auxiliary device of the hydrogen fuel system and/or an auxiliary device of the hydrogen fuel hybrid locomotive and/or an energy storage device of the hydrogen fuel hybrid locomotive to consume target energy generated by the hydrogen fuel system within a shutdown delay time; when the target energy is completely consumed, determining whether the hydrogen fuel system is successfully shut down; and, if the hydrogen fuel system is successfully shut down, turning off a DC/DC converter of the hydrogen fuel hybrid locomotive, and turning off a main control loop of the hydrogen fuel hybrid locomotive. The method can further improve the safety and reliability of the hydrogen fuel hybrid locomotive during parking.
A tramcar safety protection apparatus and a control method and apparatus therefor, and a medium, relating to the field of tramcar control. The tramcar safety protection apparatus comprises an environment detection sensor and a controller; the environment detection sensor at least comprises a camera and a radar; the environment detection sensor is connected to and provided at an intersection so as to generate obstacle information according to a traffic condition at the intersection; and the controller is connected to the environment detection sensor so as to acquire the obstacle information and send, when the obstacle information meets a preset condition, a deceleration instruction to a tramcar to control the tramcar to brake. The obstacle information near the intersection is obtained by means of the environment detection sensor provided at the intersection, thereby preventing special environmental factors at the intersection from causing the tramcar to fail to detect the obstacle information at the intersection in time, and improving the safety of the tramcar.
A brake structure for a rack rail vehicle driving system, the brake structure comprising an axle, a gearbox frame, an eccentric mechanism, a rack rail wheel, a brake mechanism and an adjustment mechanism. The gearbox frame and the eccentric mechanism are mounted on the axle; the rack rail wheel is mounted on the eccentric mechanism; the brake mechanism comprises a brake hub, a brake band and a driving device, the brake hub is mounted on the rack rail wheel, and the brake band wraps the brake hub; an output end of the driving device is connected to the brake band such that the brake band is driven to tightly hold or release the brake hub; the adjustment mechanism comprises a bracket and a connector; the bracket is rotatably mounted on the gearbox frame, and is connected to the output end of the driving device; and the connecting connector is connected to each of the eccentric mechanism and the bracket, such that when the eccentric mechanism rotates for adjustment, the bracket is driven to rotate, so as to adjust the position of the brake band. Further provided is a rack rail vehicle. By means of the brake structure for a rack rail vehicle driving system and the rack rail vehicle provided by the present invention, the brake performance of the brake mechanism can be better ensured compared with the prior art.
B61H 1/00 - Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
F16D 49/08 - Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like shaped as an encircling band extending over approximately 360°
23.
AIR DENSITY CONTROL METHOD AND SYSTEM, AND RAIL VEHICLE
An air density control method and system, and a rail vehicle, which relate to the field of rail vehicle control. The method comprises: on the basis of a preset image collection processing strategy, determining whether there is a target distance segment and whether a first end of the target distance segment and the front of a rail vehicle are in a state of being about to meet; if there is a target distance segment and the first end of the target distance segment and the front of the rail vehicle are in a state of being about to meet, determining a first distance difference between the front of the rail vehicle and the first end at a first current moment; further determining a first meeting time in combination with a first preset time prediction strategy; and finally, on the basis of the first meeting time and a preset action time of a pressure wave protection apparatus, controlling the pressure wave protection apparatus to turn off, such that the pressure wave protection apparatus is in a turned-off state when the front of the rail vehicle meets the first end. Compared with the prior art, the present application has a more flexible control mode and broader application, and in the present application, a preset action time of a pressure wave protection apparatus is taken into account, such that the pressure wave protection apparatus is controlled in advance to act, so as to ensure that the pressure wave protection apparatus is in a turned-off state when the front of a rail vehicle meets a first end, thereby preventing a final air density control effect from being affected due to control lag, and improving the riding experience of passengers.
A maglev train control method, apparatus, and device and a computer-readable storage medium, relating to the technical field of train control. The maglev train control method comprises: creating rail calibration information, the rail calibration information comprising rail gap numbers, and position coordinates and gap values corresponding to the rail gap numbers; determining real-time coordinates of a maglev train; when position coordinates consistent with the real-time coordinates of the maglev train are present in the rail calibration information, identifying the rail gap number corresponding to the position coordinates; and taking the gap value corresponding to the rail gap number as a rated gap value for parameter adjustment. The method can effectively keep the maglev trains stably levitated, thus ensuring the comfort and safety of the maglev trains.
A railway vehicle and a heating control system and method therefor. The heating control system comprises a temperature sensor (8), a control module (2), and a variable-frequency power supply module (3). The temperature sensor (8) is electrically connected to the input end of the control module (2). The input end of the control module (2) is further communicationally connected to an air conditioner controller or a vehicle control unit. The output end of the control module (2) is electrically connected to the input end of the variable-frequency power supply module (3). The magnitude of the driving voltage output by the variable-frequency power supply module (3) is accurately controlled according to the difference between a set temperature and the actual temperature in a compartment, and a heating device (6) outputs the heating capacity in equal proportion to the driving voltage according to the magnitude of the driving voltage, so that the heating capacity output by the heating device is matched with the heating load, the comfort is improved, and energy is saved. A driving power supply of the heating device uses the variable-frequency power supply module, soft start of the heating device is realized by using frequency conversion control, and impact on a vehicle auxiliary power supply or a power grid is avoided.
Disclosed are a pantograph and a vehicle system. The pantograph comprises a pull rod assembly (1); the pull rod assembly (1) comprises a pull rod assembly welding part (12) and an end ring assembly welding part (11) located at the end of the pull rod assembly welding part (12); the end ring assembly welding part (11) comprises an end ring (111) provided with a screw rod (1111), and a threaded seat (112) in sliding connection with the screw rod (1111); the pull rod assembly welding part (12) comprises a pull rod (121), a limiting seat (122) fixed at the end of the pull rod (121), and a sleeve (123) nested on an outer ring of the limiting seat (122); and the screw rod (1111) and the pull rod (121) are in threaded connection, and the threaded seat (112) and the sleeve (123) are in threaded connection.
An urban rail vehicle power supply control device, comprising a first power source (201), two sockets (1) for sheds provided in a high voltage box of an urban rail vehicle, and in-shed plugs (3) provided in a shed. A first contact pair is provided between each socket (1) for sheds and each in-shed plug (3); the first contact pair comprises a first plug electric contact (31) and a second plug electric contact (32) provided on the in-shed plug (3), and a first socket electric contact (11) and a second socket electric contact (12) provided on the socket (1) for sheds. Two first socket electric contacts (11) corresponding to the two sockets (1) for sheds are electrically connected to each other, and two second socket electric contacts (12) corresponding to the two sockets (1) for sheds are electrically connected to each other. Socket cover plates (2) are provided with conductive blocks (21). The urban rail vehicle is further provided with a switch unit which is in a closed state only when a first condition is satisfied, wherein the first condition is that all knife switches on the urban rail vehicle are located at a power supply position for sheds; the switch unit is electrically connected between the two first socket electric contacts (11) corresponding to the two sockets (1) for sheds of the high voltage box, or is electrically connected between the two second socket electric contacts (12) corresponding to the two sockets (1) for sheds of the high voltage box. Further provided is an in-shed power supply control device for urban rail vehicles.
H02H 5/12 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to undesired approach to, or touching of, live parts by living beings
H01R 13/00 - Details of coupling devices of the kinds covered by groups or
28.
WARNING METHOD AND DEVICE FOR THERMAL RUNAWAY OF BATTERY, AND STORAGE MEDIUM
A warning method and device for thermal runaway of a battery, and a storage medium, which relate to the field of thermal runaway of batteries. The change rate of the concentration of a target gas, which is generated by a target battery during a thermal runaway process, is selected as a characteristic parameter. The method comprises: acquiring a concentration value of a target gas around a target battery (S11); determining the change rate of the concentration of the target gas at the current moment according to the concentration value of the target gas (S12); and executing a corresponding warning policy according to a different change rate interval that the change rate of the concentration of the target gas belongs to (S14). Since the target gas generated by the target battery during the thermal runaway process can be obviously presented in an early stage of the thermal runaway of the battery, and can thus be easily detected by a sensor in the early stage of the thermal runaway of the target battery, a set maximum change rate of the concentration of the target gas in different change rate intervals may be relatively small, such that a warning can be given in a more timely manner in the early stage of the thermal runaway of the target battery.
An energy supply control method and apparatus, and a hybrid electric vehicle, relating to the field of rail vehicle control. The method comprises: when it is determined that there is a quick start demand, determining a first power demand of a hybrid electric vehicle on the basis of the current driving speed of the hybrid electric vehicle; and, on the basis of an energy storage module having a quick discharge characteristic, only controlling the output rotating speed of an internal combustion power pack to be the lowest idle speed, so as to achieve the power output corresponding to the lowest idle speed, the remaining part being supplied by the energy storage module, namely, controlling the output voltage of a rectification module, so as to control the output power of the energy storage module to be the difference value between the first power demand and the output power corresponding to the lowest idle speed kept by the internal combustion power pack. Compared with the prior art, the present invention can meet the first power demand more quickly, and actually achieves the quick start of hybrid electric vehicles by relying on cooperation of internal combustion power packs and energy storage modules; and the corresponding starting acceleration is higher, for vehicle tests, the higher starting acceleration represents a shorter test line, thereby ensuring the tests to be performed normally.
B60L 50/10 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
30.
LOCOMOTIVE, AND COMPRESSOR OIL TEMPERATURE CONTROL SYSTEM AND METHOD
A compressor oil temperature control system, comprising at least one set of heat dissipation devices that are connected in an end-to-end manner, wherein the heat dissipation devices located at the head and tail ends are connected to an oil output port and an oil return port of a compressor, respectively; any one of the sets of heat dissipation devices comprises a radiator (4), a reversing valve, and a primary heat dissipation pipeline and a secondary heat dissipation pipeline that are connected to two output ports of the reversing valve respectively, and the primary heat dissipation pipeline and the secondary heat dissipation pipeline are arranged inside and outside the radiator (4) respectively; when the current oil temperature at the oil output port exceeds a pre-set oil temperature, the reversing valve is switched to a first position, and oil flowing from an input port of the reversing valve into the primary heat dissipation pipeline relies on the radiator (4) for heat dissipation; and when the current oil temperature at the oil output port does not exceed the pre-set oil temperature, the reversing valve is switched to a second position, and the oil flowing from the input port of the reversing valve into the secondary heat dissipation pipeline relies on cold air for heat dissipation. Further disclosed are a method for implementing the control system, and a locomotive comprising the control system. The oil temperature at the oil return port is adjusted by each heat dissipation device to avoid emulsification of oil due to an excessively large temperature difference between the oil return port and the compressor, thereby facilitating prolonging the service life of the compressor.
A current collector shoe lifting and descending device, comprising a shoe descending mechanism and a shoe lifting mechanism. The shoe descending mechanism comprises a shoe descending insulation rope assembly, a support plate (11) and a support plate spring (10). The shoe lifting mechanism comprises a shoe lifting insulation rope assembly, a lock hook (5) and a lock hook spring (3). The shoe lifting insulation rope assembly and the shoe descending insulation rope assembly comprise a shoe lifting handle and shoe descending handle (13, 14), a shoe lifting insulation rope (2), a shoe descending insulation rope (1), a spring barrel (15) and end rings (21); the spring barrel (15) penetrates through a vehicle body (18) and is fixedly connected to the vehicle body (18); the shoe lifting insulation rope (2) and the shoe descending insulation rope (1) pass through the spring barrel (15) to extend out; one end of the shoe lifting insulation rope (2) and one end of the shoe descending insulation rope (1) are connected to the shoe lifting handle and shoe descending handle (13, 14); the other end of the shoe descending insulation rope (1) is connected to the support plate (11) by means of an end ring (21); rotation of the support plate (11) can drive an upper arm rod (9) to rotate, so as to enable a sliding plate (7) of the current collector shoe to separate from a power supply rail (6); the other end of the shoe lifting insulation rope (2) is connected to the lock hook (5) by means of an end ring (21); and rotation of the lock hook (5) can relieve a constraint thereof on a sliding-plate shaft (8) of the current collector shoe, so as to enable the sliding plate (7) of the current collector shoe to be in contact with the power supply rail (6). By means of using the insulation ropes to transmit acting force, the lifting and descending device can be conveniently arranged at different positions, and operators can conveniently perform operation in vehicles, thereby improving the safety of the operators.
A railway vehicle bogie and a drive unit thereof. The drive unit comprises a permanent magnet direct drive traction motor (3-1) and a double-sided laminated coupling having a coupling output end (3-2), a coupling input end (3-3), and a transmission shaft sleeve (3-4). At the coupling output end, an outer side connecting disc (3-2-6) of the output end is fixedly connected to the transmission shaft sleeve by means of an end surface fluted disc, an inner side connecting disc (3-2-9) of the output end is connected to an output end of the permanent magnet direct drive traction motor, and the inner side connecting disc of the output end is connected to the outer side connecting disc of the output end by mean of a first lamination group (3-2-4). At the coupling input end, an inner side connecting disc (3-3-1) of the input end is fixedly connected to the transmission shaft sleeve by means of an end surface fluted disc, an outer side connecting disc (3-3-3) of the input end is connected to an axle (6-5) by means of an interference fit, and the inner side connecting disc of the input end is connected to the outer side connecting disc of the input end by means of a second lamination group (3-3-4). Compared with a conventional bogie, the total weight of the bogie is reduced by about 10%, traction energy consumption and wheel-rail abrasion are reduced, and the maintenance and repair period is prolonged.
Disclosed in the present invention are a railway vehicle body structure and a waterproof sealing method therefor. The vehicle body structure comprises a vehicle roof, side walls, end walls and a chassis, wherein the vehicle roof comprises an arc top, air supply and return ports, and vehicle roof side beams; the side wall comprises a stand column and a side wall panel; the end wall comprises an upper wall panel, an end wall panel, and equipment installation holes; the chassis comprises a chassis floor, an end beam, a chassis edge beam, drainage trench structures, door corner sealing plates and plug members; and cavities of the vehicle roof, the side walls, the end walls and the chassis form multiple drainage channels, and the drainage channels and drainage holes form a condensed water drainage channel. The drainage trench structures are arranged at the four corners of the chassis floor, and the drainage trench structures form a vehicle rapid drainage channel together with the drainage holes, which are in the condensed water drainage channel and near air-conditioning air supply and return ports and windows. According to the present invention, accumulated water can be quickly drained, and the airtightness of a vehicle is ensured.
Disclosed in the present invention are a rubber-tired sky train and an active safety grounding device and method therefor. Each set of active safety grounding device comprises a control module and a grounding module provided at the bottom of a carriage; the grounding module comprises a driving assembly, a linear motion assembly, and a steel wheel; the driving assembly is connected to the linear motion assembly; the steel wheel is provided on the linear motion assembly; an output end of the control module is electrically connected to the driving assembly; and the control module controls, according to the traction state of a train and/or the running speed of the train, the driving assembly to work, controls the motion of the linear motion assembly, and then controls the contact between the steel wheel and the ground. According to the present invention, active control of the grounding of the steel wheel can be realized according to the traction state of the train and/or the running speed of the train, thereby ensuring the safety grounding of the train, eliminating the potential difference of the train, ensuring the safety of driving or maintenance, and greatly improving the reliability and stability of safety grounding control.
Disclosed in the present invention are a railway vehicle front-end dynamic gauge acquisition method and an additional anti-collision system. A transverse reduction amount that is calculated by each calculation point of each vehicle front-end contour with respect to a gauge reference line and an included angle of cutting lines are drawn to form a dynamic gauge of an operation front section of a vehicle. The additional anti-collision system comprises an additional anti-collision mechanism, an anti-collision control system main unit, a vehicle-mounted signal system and a power supply system, wherein the additional anti-collision mechanism comprises a pilot beam and a telescopic drive unit connecting the pilot beam and a vehicle; and the anti-collision control system main unit obtains a vehicle front-end dynamic gauge, and instructs, according to the obtained vehicle front-end dynamic gauge, the pilot beam to move forwards by a first distance and a side-wing telescopic pilot beam to extend backwards by a second distance, the first distance and the second distance being respectively located in the vehicle front-end dynamic gauge. The present invention makes a vehicle have the optimal anti-collision buffer capability at the front thereof, and a side-wing obstacle can also be prevented from colliding with an apparatus at the bottom of a front section of the vehicle.
Disclosed in the present invention are a rail transit vehicle, a low-frequency harmonic suppression circuit, and a suppression method. The low-frequency harmonic suppression circuit comprises: an RLC filter circuit, having an input end connected to a current collector and an output end grounded; and an inverter, connected in parallel to the rear end of the RLC filter circuit, and having an output end connected to a traction motor. The inductor voltage and the resistor voltage of the RLC filter circuit are consistent with the input voltage of the inverter; and the impedance of the RLC filter circuit matches the impedance of an input loop of the inverter. The present invention can ensure that a current harmonic waveform in a test frequency band is smooth and has no spike protrusion.
H02J 1/02 - Arrangements for reducing harmonics or ripples
H02M 7/44 - Conversion of DC power input into AC power output without possibility of reversal by static converters
B60L 15/06 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train characterised by the form of the current used in the control circuit using substantially-sinusoidal AC
B60L 1/00 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles
B60L 9/00 - Electric propulsion with power supply external to the vehicle
Disclosed in the present invention are a railway vehicle body, a rerailing and vehicle lifting system, and a rerailing and vehicle lifting method. The railway vehicle body comprises a vehicle body upper structure and a chassis, wherein workshop access door openings are provided in the centers of two ends of the vehicle body upper structure; two sides of the vehicle body upper structure are provided with several passenger room door openings; end wall stand columns are arranged on two sides of each workshop access door opening; door stand columns are arranged on two sides of each passenger room door opening; the chassis comprises chassis edge beams, a traction beam, a sleeper beam, a coupler mounting seat, a traction beam cover plate, a traction guide beam and a floor board; an end beam is connected to the vehicle body upper structure; the sleeper beam is provided between the two chassis edge beams; the traction guide beam, the coupler mounting seat, the traction beam cover plate and the traction beam are sequentially arranged between the end beam and the sleeper beam; and a front end and a rear end of the traction beam cover plate are respectively correspondingly connected to the traction guide beam and the traction beam. The rerailing and vehicle lifting method of the present invention is simple, has high operation efficiency, is convenient to operate and less time-consuming, and is highly beneficial for operations in narrow and small spatial areas such as tunnels.
A rail vehicle, and a method and apparatus for detecting a brake non-release fault thereof. The method for detecting a brake non-release fault of a rail vehicle comprises: when wheels do not idle, determining a brake non-release fault or a vehicle rotation speed anomaly problem according to whether the difference between a wheel rotation speed and a reference rotation speed is continuously greater than a second set value and whether the difference between a wheel traction electric motor current and a reference electric motor current is continuously greater than a third set value; and when the wheels idle, after a traction force is cut off, according to whether the difference between the wheel rotation speed and the reference rotation speed is continuously greater than a first set value, determining whether there is a brake non-release fault.
Provided in the present invention is a sliding-rail cabinet. The cabinet comprises a cabinet body, wherein a plurality of apparatus boxes are arranged in the cabinet body, and two ends of each apparatus box are connected to the cabinet body by means of sliding rails; and a plurality of first reinforcing ribs extending in a vertical direction are arranged at two ends of each apparatus box, the apparatus box is connected to the slide rails by means of brackets, and a plurality of groups of third reinforcing ribs fitted to the first reinforcing ribs are arranged at one side of each bracket. The sliding-rail cabinet of the present invention uses a modular structure, and is easy in terms of installation, maintaining and overhauling, and upgrading and reconstruction. The reinforcing ribs in projection-and-recess fit are used between the brackets and the apparatus boxes, such that not only can the bearing and stability be effectively improved, but the vibration of apparatuses placed in the apparatus boxes can also be prevented, and the safety and reliability of the apparatuses are ensured while a heavy load is achieved.
Disclosed in the present invention are an energy-absorbing buffer stop for a train, and a stopping and energy absorption method. The buffer stop comprises a fixed wall mounted on a track, a movable wall mounted on the track, main energy-absorbing elements, a coupler portion, and an anti-climbing portion; a plurality of movable legs capable of sliding backwards along the track are provided below the main energy-absorbing elements, and the movable legs are located between the movable wall and the fixed wall; the coupler portion penetrates through the movable wall, an energy-absorbing element is provided inside the portion of the coupler portion located behind the movable wall, and at least part of the energy-absorbing element is located between the movable wall and the fixed wall. According to the present invention, the coupler portion is added as an energy-absorbing element, such that an effective energy absorption stroke of the buffer stop is increased, and the collision safety performance of trains is improved.
Provided in the present invention are a diaphragm gear coupling and a bogie having same. The coupling comprises a coupling main body, the coupling main body comprising a crowned tooth disc and a transmission disc, a diaphragm being arranged between the crowned tooth disc and the transmission disc, and the crowned tooth disc and the transmission disc being separately connected to the diaphragm. The crowned tooth disc is provided with a ring gear, a crowned tooth ring is arranged in the crowned tooth disc, and the crowned tooth ring is meshed with the ring gear. The crowned tooth ring is fixedly connected to a motor shaft, and the crowned tooth ring can axially move relative to the crowned tooth disc. One end of the transmission disc facing a driving gear shaft is provided with end teeth, and the transmission disc is fixedly connected to the driving gear shaft. Provided in the present invention is a coupling which does not affect the diameter of a driving gear shaft and the inner diameter of a bearing installed thereon, and meets capability demands of a driving system for large lateral displacement, and radial displacement between a driving gear shaft and a motor shaft.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
A multi-stage energy absorption device, comprising an energy absorption element (1), a cutting device (2), a mounting plate (3), a guide driving device (4) and a signal control device (6), wherein the energy absorption element (1) comprises an anti-creeper (11) and a propulsion energy-absorption tube (12); the guide driving device (4) has a cavity with one end open, and one end of the propulsion energy-absorption tube (12) is arranged in the cavity of the guide driving device (4); the mounting plate (3) is in sealed connection with the guide driving device (4); a cutting portion of the cutting device (2) abuts against the energy absorption element (1); and the signal control device (6) is configured to transmit an emergency collision signal from a vehicle system to the guide driving device so as to drive the energy absorption element (1) to pop up. By means of cutting-type energy absorption, the multi-stage energy absorption device can absorb a large amount of energy in a collision while avoiding an excessively large interface force of a vehicle body.
A vehicle door state detection method, comprising: determining activation states of a first power supply end and a second power supply end, determining an activated end, and starting from a non-activated end, collecting a state signal of a travel switch of a door of each carriage; if the state signal of the travel switch of the door of the first carriage is at a low level, determining that the door of the first carriage on this side is not secured; if the state signals of the travel switches of the doors of the first to ith carriages are all at a high level, and the state signals, which have been subjected to an AND operation, of the travel switches of the doors of the first to (i+1)th carriages are at a low level, determining that the door of the (i+1)th carriage on this side is not secured, wherein i = 2 to n-1; and if the state signals of the travel switches of the doors of the first to (n-1)th carriages are all at a high level, determining that the door of the nth carriage is not secured. By comprehensively determining a signal of an activated end of a train, a state signal of a train line of a door and a collected IO signal of a door state of a single carriage, the precise positioning of a faulty door is realized. The present invention further relates to a vehicle door state detection circuit and a rail transit vehicle.
A train axle connecting unit and a train. The train axle connecting unit comprises wild goose-shaped beams (1), a drive beam (2), traction and bolster cross beams (3), and a middle longitudinal beam (4), wherein two traction and bolster cross beams arranged side by side and spaced apart from each other are provided; two wild goose-shaped beams are symmetrically arranged on the two traction and bolster cross beams in a spanning manner; the sides of the two wild goose-shaped beams that are close to each other are connected to each other by means of the drive beam; side riveting plates, which are used for mounting vehicle body side walls (6), are provided on the sides of the two wild goose-shaped beams that are away from each other; and the middle longitudinal beam is arranged between the two traction and bolster cross beams.
Disclosed is an energy absorption structure of a railway vehicle. The energy absorption structure is structurally characterized by comprising an annular gradient multi-cell energy absorption tube, a filling member, a mounting plate, and a guide rod, one end of the annular gradient multi-cell energy absorption tube being fixedly connected to the mounting plate. The annular gradient multi-cell tube comprises an outer circular tube, an inner circular tube, and arc-shaped ribs. The outer circular tube is nested on an outer ring of the inner circular tube. The outer circular tube is connected to the inner circular tube by means of a plurality of radially distributed arc-shaped ribs, and the plurality of arc-shaped ribs divide an annular area between the outer circular tube and the inner circular tube into a plurality of cell cavities. The cell wall thickness of each cell cavity gradually increases from a middle portion to edges of the two ends at a preset gradient, and each cell cavity is filled with the filling member. The guide rod is penetratingly arranged in the inner circular tube. The material of the railway vehicle energy absorption structure in the present invention has a high degree of utilization, a low trigger peak force, crushing force stability, and high specific energy absorption, and can meet the large dynamic energy dissipation requirements of railway vehicle collision.
A coupled train air compressor start-stop control method. A TCMS controls the start-stop of each air compressor; and, when the accumulated working time of each air compressor exceeds a second time threshold value and the total air pressure of the coupled train reaches a set value, the air compressors are stopped. The TCMS continuously monitors the total air pressure of the coupled train. When the total air pressure of the coupled train decreases to be lower than a second set value, the TCMS controls all the air compressors on the coupled train to simultaneously start to deliver compressed air so as to ensure that the total air pressure of the coupled train is kept within a pressure range capable of ensuring the normal operation of the coupled train. The working time of each air compressor can be relatively balanced, so that an excessively long working time of a certain air compressor is prevented, and meanwhile, it is ensured that each air compressor can work for a set time, thus ensuring that air compressor oil can reach a certain temperature so as to prevent emulsification of the air compressor oil. Also disclosed are a coupled train air compressor start-stop control system and a coupled train.
B60T 17/02 - Arrangements of pumps or compressors, or control devices therefor
B60T 13/36 - Compressed-air systems direct, i.e. brakes applied directly by compressed air
G05B 19/042 - Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
B61H 11/08 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
47.
ROAD TRAFFIC VEHICLE DISPATCHING METHOD AND SYSTEM
Disclosed in the present invention is a road traffic vehicle dispatching method and system. The method comprises: obtaining vehicle position information, road segment speed limit information, and intersection information when a vehicle parks at a stop overtime or when a vehicle parks due to a traffic abnormity; determining whether the current road segment has an intersection, and if yes, calculating an optimized speed of the vehicle according to the road segment speed limit information, obtaining vehicle state information after speed optimization, and controlling phase change of a traffic light according to the vehicle state information; and if not, directly calculating the optimized speed of the vehicle in combination with an operation timetable of the vehicle, and controlling the vehicle to operate at the optimized speed. According to the present invention, an accurate speed optimization instruction can be sent to a driver in real time, and by controlling the phase change of the traffic light, it can be always ensured that a virtual rail train passes, with the highest priority, an intersection. The method achieves dual control of the vehicle speed and the traffic light, and punctual arrival of the vehicle can be achieved more accurately.
G06Q 10/06 - Resources, workflows, human or project managementEnterprise or organisation planningEnterprise or organisation modelling
G06Q 10/04 - Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
A railway transit vehicle, a grid-side power supply system therefor, and a control method therefor. The grid-side power supply system comprises a power source, a first pantograph (301), and a second pantograph (302); the first pantograph (301) and the second pantograph (302) are respectively connected to a first output end and a second output end of a raising and lowering control device (6); a first input end and a second input end of the raising and lowering control device (6) are respectively connected to a first output end (502) and a second output end (504) of a control module (5); a first input end (501) and a second input end (503) of the control module (5) are respectively connected to a first position selection switch (401) and a second position selection switch (402); the first position selection switch (401) and the second position selection switch (402) are connected to a power source positive electrode (DC 110 V+); and during maintenance period n, only the first pantograph (301) rises or only the second pantograph (302) rises.
A power switching system of a rack rail vehicle, comprising a power switching device (5), and a rack rail driving gear (2), an axle driving gear (3) and a power gear (4) that are mounted on an axle (1) at intervals. The power switching device (5) comprises a first gear ring (51), a second gear ring (52) and an axial driving mechanism (53). An inner gear of the first gear ring (51) is engaged with an outer gear of the rack rail driving gear (2), and an inner gear of the second gear ring (52) is engaged with an outer gear of the axle driving gear (3). The power gear (4) is provided between the rack rail driving gear (2) and the axle driving gear (3), and two side surfaces of the power gear (4) can be engaged with opposite side surfaces of the first gear ring (51) and the second gear ring (52) by means of splines (9), respectively. The axial driving mechanism (53) can drive the first gear ring (51) and the second gear ring (52) to move in the axial direction at the same time, such that the power gear (4) is engaged with the first gear ring (51) or the second gear ring (52). The axial driving mechanism (53) can drive the first gear ring (51) and the second gear ring (52) to move at the same time, such that stable power switching of the rack rail vehicle is realized, and the structure is simpler and more reliable. Also disclosed are a method for switching power of the power switching system of the rack rail vehicle and a railway vehicle equipped with the power switching system of the rack rail vehicle.
B61C 11/04 - Locomotives or motor railcars characterised by the type of means applying the tractive effortArrangement or disposition of running gear other than normal driving wheels tractive effort applied to racks
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Disclosed is an energy absorption structure of a railway vehicle, structurally characterized by comprising a gradient multi-cell energy absorption tube (1), a filling member, a mounting plate (3), and a guide rod (4). One end of the gradient multi-cell energy absorption tube (1) is fixedly connected to the mounting plate (3); the gradient multi-cell energy absorption tube (1) comprises a plurality of cells, each of the cells is tubular and comprises a plurality of side walls (11), and at least part of the side walls (11) in each of the cells have a thickness gradually increasing from a middle part of the side walls (11) to edges at both ends of the side walls (11) at a predetermined gradient; the guide rod (4) is arranged in the cell at a central position in a penetrating manner, at least one of the side walls (11) in each of the cells located at surrounding positions is provided with an angle rib plate structure (5), and an extension direction of the angle rib plate structure (5) is parallel to an extension direction of the side wall (11) of the cell; and cavities of the cells at the surrounding positions are filled with the filling members.
A diesel locomotive power system, comprising a diesel generator set (1), a cooling system (2) and a swirling device (3), wherein the cooling system comprises a cooling fan (24); the swirling device is horizontally arranged beside the diesel generator set and is in communication with an exhaust pipe (117) of the diesel generator set; the cooling fan is located below the swirling device; an exhaust outlet (27) is provided above the swirling device, and a through hole (33) is provided in the middle of the swirling device; the cooling system is in communication with the through hole and the exhaust outlet, and an exhaust side of the cooling fan faces the swirling device; and a low-pressure region is formed between the cooling fan and the through hole of the swirling device. According to the system, the low-pressure region is formed above the cooling fan, such that the power required by the cooling fan can be reduced, thereby reducing the noise of the cooling fan, and achieving an energy-saving effect.
B61C 5/04 - Arrangement or disposition of exhaust apparatus
F01N 3/05 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air
A driving seat swing supporting mechanism, used for supporting a seat body (1) and a sliding device (2) arranged at the bottom of the seat body (1), comprising a bottom plate (3) and a top plate (4), two parallel supports (5) being hingedly connected between the top plate (4) and the bottom plate (3), so that the top plate (4) can swing front and back, and further comprising a front limiting beam (6) and a rear limiting beam (7) which are fixed on the bottom plate (3) and are arranged corresponding to the supports (5). When the top plate (4) is located at a front/rear position, the supports (5) abut against the front limiting beam (6)/the rear limiting beam (7), and the top plate (4) is locked at the front/rear position by means of a locking device (8). The mechanism can adapt to an existing driving seat and related structures, rapid switching of the front position and the rear position of the driving seat can be achieved, the requirement for the net spacing between the driving seat and a driving platform is met, and the safety of driver standing driving can be guaranteed.
B60N 2/04 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
53.
Hybrid power locomotive and energy balance control method and system thereof
A hybrid power locomotive and an energy balance control method and system thereof is disclosed. In embodiments of the disclosure, the energy utilization rate is maximized by means of self-adaptive matching of the rotating speed and the power, dynamic balance control over the actual output voltage of the power pack is achieved by means of charging and discharging control over the energy storage element, and energy waste and power pack overload are avoided.
B60L 50/61 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
B61C 3/02 - Electric locomotives or railcars with electric accumulators
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H02J 7/14 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
H02P 9/02 - Arrangements for controlling electric generators for the purpose of obtaining a desired output Details
H02P 101/40 - Special adaptation of control arrangements for generators for railway vehicles
54.
HYDROGEN STORAGE TANK AND HYDROGEN STORAGE SYSTEM FOR HYDROGEN ENERGY RAILWAY VEHICLE
A hydrogen storage tank and a hydrogen storage system for a hydrogen energy railway vehicle. The hydrogen storage tank comprises a tank body made of a resin material and a hydrogen storage alloy filled in the tank body, wherein a hydrogen charging port and a hydrogen discharging port are provided on the tank body, several capillary heat exchange tubes are uniformly arranged in the hydrogen storage alloy and arranged parallel to an axis of the tank body, ends of the several capillary heat exchange tubes are in communication with each other and then extend from the tank body to serve as a medium inlet, and the other ends of the capillary heat exchange tubes are in communication with each other and then extend from the tank body to serve as a medium outlet. In the hydrogen storage system, a first heater plate is provided at a coolant inlet of a hydrogen stack, and a second heater plate is provided at the medium inlet of the hydrogen storage tank. According to the present invention, the weight of the hydrogen storage system is reduced, the hydrogen storage density by weight of the system is increased, the hydrogen charging/discharging rate is improved, the amount of sucked/discharged hydrogen is increased, and the hydrogen charging time is reduced.
Disclosed in the present invention are a rail vehicle driving system and a bogie. The driving system comprises a traction motor, a gear transmission device, an axle, a coupling sleeved on the axle, and a suspension cross beam. The gear transmission device comprises a small gear box body, a large gear box body, a small gear, an idle gear, an idle gear shaft, a large gear, and a gear hub; the idle gear shaft is supported in the small gear box body; the idle gear is supported on the idle gear shaft; the idle gear shaft is of a hollow structure, a large end of the idle gear shaft is fixedly connected to one side end of the small gear box body, and a small end of the idle gear shaft is inserted into a blind hole structure on the other side of the small gear box body; the large gear is fixedly connected to the gear hub, and the large gear and the gear hub are both supported on the large gear box body; the small gear is in meshing transmission with the idle gear; and the idle gear is in meshing transmission with the large gear. The present invention can solve the problems of rapid steel rail abrasion, line deformation, sleeper fracture, abnormal wheel abrasion and the like caused by the prior art.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
B61C 9/38 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion
56.
LOCOMOTIVE DRIVER CONTROLLER AND CONTROL METHOD THEREOF
A locomotive driver controller and a control method thereof. The locomotive driver controller comprises a mechanical operation apparatus (10) and a digital operation apparatus (20), wherein the mechanical operation apparatus (10) comprises a mechanical traction brake unit (11), a mechanical direction unit (12) and a mechanical lock; the mechanical traction brake unit (11) and the mechanical direction unit (12) are respectively connected to the mechanical lock in an interlocked manner; the mechanical traction brake unit (11) comprises a zero bit and a non-zero bit; the digital operation apparatus (20) comprises a digital lock, a digital direction unit (21) and a digital traction brake unit (22); the digital direction unit (21) and the digital traction brake unit (22) are respectively connected to the digital lock in an interlocked manner; and the digital traction brake unit (22) comprises a zero bit and a non-zero bit. The locomotive driver controller further comprises an interlocking unit (30), the interlocking unit (30) comprising an interlocking cam (31), which is connected to the mechanical operation apparatus (10), and an interlocking button (32), which is connected to the digital operation apparatus (20), wherein the interlocking cam (31) and the interlocking button (32) have an interlocking switch release state and an interlocking switch compression state.
A wheelset for a gauge-changeable bogie for a rail vehicle, comprising wheels (22) mounted on an axle (26), and gauge-changeable devices mounted on the wheels (22). Each gauge-changeable device comprises a bearing sleeve (212), a bearing assembly, and at least two locking units. The bearing sleeves (212) are provided in axle boxes (21) at the two ends of the axle (26) and the bearing sleeves (212) can axially move along the inner walls of the axle boxes (21); the bearing assembly comprises a first bearing (213) and a second bearing (214), the inner ring of the first bearing (213) is fixedly connected to the periphery of a connecting sleeve (222), and the outer ring of the first bearing (213) is mounted on the inner side of the bearing sleeve (212); the inner ring of the second bearing (214) is fixedly connected to the axle (26), and the outer ring of the second bearing (214) is mounted on an end cover (215); and the locking units are axially provided on axle box bodies (211) at intervals, and the bearing sleeves (212) have at least two locking states. The gauge-changeable bogie which is simple and reliable and can meet a meter gauge limit condition is used, so that interconnection and intercommunication between a standard gauge and a meter gauge of the railway vehicle are achieved. The present invention also relates to a gauge-changeable bogie for the rail vehicle.
B61F 7/00 - Rail vehicles equipped for use on tracks of different width
B61F 3/08 - Types of bogies with more than one axle without driven axles or wheels
B61F 5/30 - Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
B61F 5/36 - Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes
B61F 15/12 - Axle-boxes with roller, needle, or ball bearings
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
58.
ELASTIC SUSPENDED MOUNTING STRUCTURE FOR HEAVY-DUTY APPARATUS UNDER RAIL VEHICLE
Disclosed in the present invention is an elastic suspended mounting structure for a heavy-duty apparatus under a rail vehicle. The elastic suspended mounting structure comprises suspension seats (2) mounted at the lower end of an underframe edge beam (1), wherein mounting shafts (4) capable of being mounted on the suspension seats (2) in a supporting manner are arranged on an apparatus (3); the suspension seats (2) each comprise a top plate (21), a bottom plate (22), and an inside vertical plate (23) and an outside vertical plate (24) which connect the top plate (21) to the bottom plate (22) and are arranged opposite each other; the top plate (21) is fixedly connected to the underframe edge beam (1); through holes (231) through which the mounting shafts (4) pass are provided in the inside vertical plates (23); shock absorbers (5) are detachably mounted on the bottom plates (22); first holes (51) corresponding to the through holes (231) in the inside vertical plates (23) are provided in the shock absorbers (5); and the mounting shafts (4) pass through the through holes (231) and are inserted into the first holes (51). The suspended mounting structure of the present invention has strong load-bearing capability, can ensure the reliability of suspended mounting of a heavy-duty apparatus, and is convenient to maintain.
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
F16F 15/02 - Suppression of vibrations of non-rotating, e.g. reciprocating, systemsSuppression of vibrations of rotating systems by use of members not moving with the rotating system
59.
LOW-NOISE AIR CONDITIONER VENTILATION SYSTEM FOR RAILWAY PASSENGER CAR
Disclosed in the present invention is a low-noise air conditioner ventilation system for a railway passenger car. The low-noise air conditioner ventilation system comprises an air conditioning duct (1) and an air conditioning unit (6), wherein an exhaust fan (67) and an exhaust duct (68) are arranged in the air conditioning unit, a multi-layer sound insulation and noise reduction structure is arranged on a bottom plate (69) of the air conditioning unit, a labyrinth silencing structure (4) is arranged at an exhaust inlet of the exhaust duct, an inlet of the labyrinth silencing structure communicates with a passenger room, and an outlet of the labyrinth silencing structure is connected to the exhaust inlet. By means of the present invention, the exhaust noise of the air conditioning unit is reduced, and the traveling comfort of passengers in the passenger room is greatly improved.
Disclosed in the present invention is a low-noise air-conditioning air duct for a railway passenger car, the low-noise air-conditioning air duct comprising an air-conditioning air return port (3), an air-conditioning air supply port (2), an air supply channel, and an air return channel (11). The air-conditioning air supply port is connected to the air supply channel; a silencer (7) is arranged inside the air supply channel below the air-conditioning air supply port; the silencer comprises a left circular arc plate (701) and a right circular arc plate (702); adjacent sides of the left circular arc plate and the right circular arc plate are connected as one piece, and opposite sides thereof respectively extend in an arc shape towards one end of the air supply channel; two ends of the left circular arc plate and the right circular arc plate are respectively closed by reinforcing rib plates (704), such that a sound absorption cavity is formed by means of the enclosure of the left circular arc plate, the right circular arc plate, a bottom plate of the air supply channel, and the reinforcing rib plates at two ends of the air supply channel; sound absorbing micropores (03) are respectively uniformly distributed on the left circular arc plate and the right circular arc plate; and the sound absorbing cavity is filled with sound absorbing cotton for absorbing noise of an air-conditioning unit. The present invention is convenient to machine, and greatly improves the riding comfort of passengers in a passenger compartment.
A distributed train control network intrusion detection method, a system, and a storage medium. The method comprises: capturing, in real time, all TRDP messages passing through a switch, and performing protocol identification and analysis on all the TRDP messages; performing compliance detection on fields of the analyzed messages according to a detection rule base to obtain compliance messages; performing feature extraction on a historical database composed of the compliance messages and then taking the historical database as input of a neural network, training the neural network, and obtaining an anomaly detection model; and for new train control network data, marking anomaly data flow of the train control network by using the anomaly detection model and generating corresponding alarm information. Known-type attacks and unknown-type attacks of the train control network can be detected, computing resource constraints of a vehicle-mounted network management switch and the real-time requirement for detection of the known-type attacks can be met, and the capacity of detecting the unknown-type attacks by means of message flow features and application data is also achieved; the detection real-time performance and accuracy are greatly improved.
H04L 67/12 - Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
62.
HYBRID VEHICLE AND POWER SUPPLY CONTROL METHOD AND SYSTEM THEREFOR
The present invention provides a hybrid vehicle and a power supply control method and system therefor. The power supply control method for the hybrid vehicle comprises: in a fuel cell power supply mode or a hybrid power supply mode, if a vehicle working condition is a parking working condition, turning off a fuel cell and obtaining an SOC value of a storage battery; if SOC
B60L 58/40 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
63.
TRAIN END CHANGE HOLDING CONTROL CIRCUIT, RAIL TRANSIT VEHICLE AND COUPLED TRAINS
Disclosed in the present invention are a train end change holding control circuit, a rail transit vehicle and coupled trains. The circuit comprises two holding control units, which have the same structure, wherein one of the holding control units comprises a first contact of a first relay that is connected to a power source; the first contact of the first relay is connected in series to a first contact of a second relay and a first contact of a fourth relay; the first contact of the fourth relay is connected to a coil of a fifth relay; a coil of the fourth relay is sequentially connected to a normally closed contact of the fifth relay and a normally open contact of the fifth relay; one end of the normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between the normally closed contact of the fifth relay and the normally open contact of the fifth relay; and the second contact of the second relay is connected to a second contact of a second relay of the other holding control unit. By means of the present invention, it is ensured that only an end change holding relay of one cab of an entire marshalled train is powered on.
Disclosed in the present invention is a locomotive and a mechanical delay safety interlock system, comprising a first lock cylinder and a second lock cylinder; a first key matching the first lock cylinder and a second key matching the second lock cylinder. The first key is fixedly connected to a locomotive power supply key; the second key is fixedly connected to a door key of a high voltage electrical cabinet; only the first key is pulled out of the first lock cylinder or the second key is pulled out from the second lock cylinder during each operation; when the first key is inserted into the first lock cylinder, the second key can be pulled out from the second lock cylinder only after delay time ends. In the present invention, a capacitor device is continuously discharged by using the delay time, so that a voltage in the high voltage electrical cabinet is reduced to a safe operation voltage for the human body, thereby ensuring the safety of an operator when operating the high voltage electrical cabinet.
Disclosed are an air backup brake transition system, a method, and a rail transit vehicle, which simplify the current conventional multi-step operation for locomotive air backup brake transition into a one-step operation, thereby implementing transition from an electric air brake system to an air-only path of an air backup brake system, removing the air backup brake system from the air-only path, and adding a feedback signal of whether backup transition is successful and an air backup brake transition door state display, to provide a feedback signal of whether backup transition is successful to a driver and conductor. This helps the driver and conductor determine whether the transition is successful and simplifies the operation, thereby improving transition efficiency.
Disclosed are a traction battery protection control method and system, and a rail transit vehicle. A voltage value of a traction battery is monitored in real time; when the voltage of the traction battery reaches or is lower than a protection voltage, a locomotive actively reduces the traction power, and the purpose of reducing the discharge current is achieved by sacrificing part of the traction power of the whole vehicle; in this case, partial high-power traction limitation may occur, but current may still be discharged. When the discharge current is finally zero, the traction battery stops working. In the present invention, under the condition that the traction battery is protected from being over-discharged, the traction battery is fully used for discharging, thereby increasing the utilization rate of the traction battery, effectively improving the endurance capability of the traction battery locomotive or engineering vehicle, realizing maximization of energy utilization of the traction battery, reducing unnecessary energy consumption, and significantly improving the economy of the vehicle.
Disclosed in the present invention are a hydrogen leakage detection method and system for a hydrogen fuel cell system and a rail transit vehicle. The method comprises: acquiring the temperature and pressure in a high-pressure hydrogen storage tank at a vehicle stopping moment, and calculating the mass of hydrogen in the high-pressure hydrogen storage tank at the stopping moment according to the temperature and pressure in the high-pressure hydrogen storage tank at the vehicle stopping moment; when the vehicle is restarted, acquiring the temperature and pressure in the high-pressure hydrogen storage tank at a starting moment, and calculating the mass of hydrogen in the high-pressure hydrogen storage tank at the starting moment according to the temperature and pressure in the high-pressure hydrogen storage tank at the starting moment; calculating a leakage parameter during vehicle parking according to the mass of hydrogen in the high-pressure hydrogen storage tank at the vehicle stopping moment and the mass of hydrogen in the high-pressure hydrogen storage tank at the vehicle starting moment; if the leakage parameter during vehicle parking is less than or equal to a safety threshold when the vehicle is parked, determining that there is no hydrogen leakage during vehicle parking; otherwise determining that there is hydrogen leakage during vehicle parking. According to the present invention, the problem of hydrogen leakage during vehicle parking is effectively monitored.
H01M 8/04089 - Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
H01M 8/04223 - Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-downDepolarisation or activation, e.g. purgingMeans for short-circuiting defective fuel cells
Disclosed is an insulator (10), comprising a core rod (1) and a housing (2). The housing (2) wraps around an outer side of the core rod (1), two hoses (3) are arranged inside the housing (2), the two hoses (3) are arranged around the core rod (1), the two hoses (3) are distributed in a double spiral manner, and the hoses (3) communicate the top and the bottom of the housing (2) with each other; and the housing (2) is in the shape of an elliptical truncated cone, any horizontal cross section thereof is elliptical, and the horizontal projection area of the top end of the housing (2) is smaller than the horizontal projection area of the bottom end; and an outer surface of the housing (2) has a first umbrella shed (6), a second umbrella shed (7) and a third umbrella shed (8), which have elliptical horizontal projections. Further disclosed is a mounting structure of the insulator (10). The insulator (10) and the mounting structure thereof strengthen the mechanical strength and insulation performance of high-speed pantograph insulators of a main electric locomotive and a high-speed motor train unit, construct a better mechanical connection and an air path conduction mode between a pantograph and a roof (9), optimize a layout mode of the roof (9), and reduce aerodynamic drag and noise under high-speed operation of a vehicle.
Disclosed are a train air braking force compensation method and system and a rail transit vehicle. For a certain braking control device, whether an input side pressure of the braking control device is lower than a first target value is determined and/or whether an output side pressure of the braking control device is lower than a second target value is determined; if yes, the braking control device is isolated. In the present invention, whether a braking force can be outputted normally is determined according to the input pressure and/or the output pressure of the braking control device, thereby performing braking force supplementation within a range of a train, rather than performing braking force compensation according to a fault state of the braking control device; in some special cases, such as loss of a braking force caused by leakage and insufficient air supply pressure, the method of the present invention compensates for the corresponding braking force, ensures the braking performance to the maximum extent, and reduces braking force loss of the train.
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B61H 11/06 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
70.
LOCOMOTIVE UNIT, FREIGHT LOCOMOTIVE, AND FREIGHT LOCOMOTIVE MANAGEMENT METHOD
A locomotive unit and a corresponding freight locomotive and a freight locomotive management method. The locomotive unit (100) comprises a control vehicle (10), a power vehicle (20), and a first connecting mechanism (30); one end of the control vehicle (10) is connected to the power vehicle (20) by means of the first connecting mechanism (30); the control vehicle (10) comprises a control vehicle body (13), a non-power bogie (14), and a first container locking device (40); and the power vehicle (20) comprises a power vehicle body (24), a power bogie (23), and a second container locking device (50). By means of the locomotive unit, the axle load of the locomotive is reduced, and the axle load and traction performance of the locomotive can be adjusted by means of the weight of self-loaded goods; and by means of the freight locomotive management method, flexible and rapid goods transportation can be achieved.
B61D 3/20 - Wagons or vans adapted for carrying special loads for forwarding containers
B61C 15/04 - Maintaining or augmenting the starting or braking power by auxiliary devices and measuresPreventing wheel slippageControlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices
71.
CHASSIS WIRING METHOD AND STRUCTURE FOR URBAN RAIL VEHICLE
Provided in the present invention are a chassis wiring method and structure for an urban rail vehicle. The chassis wiring method for an urban rail vehicle comprises: 1) simulation designing of a modular wiring harness: designing the model number of a first branch wiring harness according to voltage grades of an under-vehicle installation device and an on-vehicle installation device of a chassis; also designing the length of the first branch wiring harness; deploying an electronic product at an end part of the chassis, designing the position of a second branch wiring harness at a corresponding position on the corresponding first branch wiring harness, and designing the length of the second branch wiring harness; 2) offline assembly: according to the design results in step 1), performing offline assembly and wire connection on the first branch wiring harness, the electronic product and the second branch wiring harness, and forming an integrated module A; and 3) online assembly: integrally mounting, below the chassis, the module A formed in step 2). By means of the chassis wiring method in the present invention, maintenance and manufacture are facilitated, and the method has good platform performance and electromagnetic compatibility.
Disclosed in the present invention are a transfer and mounting platform and method for a motor train unit device compartment, the transfer and mounting platform comprising at least two walking-type electric lifting platforms (1), wherein a minor movement slide rail mechanism (5) for fine adjustment of a lateral position of the device compartment is fixedly mounted on each of the two walking-type electric lifting platforms, a tray (3) for placing the device compartment thereon is fixedly mounted on the minor movement slide rail mechanism, and the tray has a length approximately equal to the length of the device compartment. According to the present invention, the two walking-type electric lifting platforms which can be synchronously or separately controlled may be suitable for inclined hoisting of the device compartment; during the mounting of the device compartment, a transverse movement of the device compartment can be realized by means of the minor movement slide rail mechanism; and the device compartment can be rapidly positioned by means of a sleeve-type positioning pin during the mounting process.
A train body front end structure of a rail train, the train body front end structure comprising a top connecting beam (11), a side connecting beam (12), a side upright column (16), an intermediate upright column (13), a chassis edge beam (41), a bevel side beam (42), and a chassis end beam (5), wherein a top end of the side connecting beam (12) is connected to an end portion of the top connecting beam (11), and a bottom end of the side connecting beam (12) is connected to the chassis edge beam (41); two ends of the bevel side beam (42) are respectively connected to an end portion of the chassis side beam (41) and an end portion of the chassis end beam (5); one end of the side upright column (16) is connected to the side connecting beam (12), and the other end thereof is connected to the bevel side beam (42); one end of the intermediate upright column (13) is connected to the top connecting beam (11), and the other end thereof is connected to the chassis end beam (5); and a first connecting beam (18) is further connected between the side upright column (16) and the intermediate upright column (13). The train body front end structure is beneficial for ensuring mounting space for a driver console, and improves the modular design and manufacturing level of the framework structure of a cab.
A vehicle with a modular under-vehicle device integration structure, comprising a chassis (36), two ends of the chassis (36) in the longitudinal direction respectively being end I and end II, the chassis (36) being provided with a bogie area (7) adjacent to both end I and end II, and between the bogie areas (7) at the two ends being a device module arrangement area, a plurality of device modules and air spring additional air cylinders (1) being arranged in the device module arrangement area; the air spring additional air cylinders (1) are arranged in sleepers close to the bogie areas (7), and the device modules are arranged between the air spring additional air cylinders (1), the device modules being arranged vertically along the bottom of the chassis (36), and a wiring space (38) being formed between the device modules and the bottom of the chassis (36).
0202020200 of the levitation controller; the fault detection costs are low, the speed is high, and the detection result is accurate; and no additional test sensor is required, and the method can be implemented only on the basis of an existing train control network system for a vehicle.
A roof structure of a rail vehicle. The roof structure has an even arched roof structure (1); air-conditioning unit mounting bases (13) for fixing air-conditioning units are provided on the even arched roof structure (1); the air-conditioning units are communicated with internal air ducts of the vehicle; air-conditioning installation devices each having an integrated cavity are installed on the even arched roof structure (1); the integrated cavities are used as static pressure boxes for air supply of the air-conditioning units and distribution boxes for bottom air supply and bottom air return, end air supply and end air return, and end air supply and bottom air return; a plurality of roof air supply/return interface devices (16) are provided on a vehicle top cover of the even arched roof structure (1); the roof air supply/return interface devices (16) are communicated with the air conditioning units; the integrated cavities are provided with corresponding air supply vents and air return vents; and installation interfaces of the air-conditioning units are distributed on the same vehicle section and profile.
Disclosed are a vehicle-end jumper cable mounting structure and a cable resetting method. The vehicle-end jumper cable mounting structure comprises at least two guide rails longitudinally arranged at the bottom of a vehicle end, and a cable fixing clamp, which is transversely arranged at the bottom of the vehicle end and configured to fix a vehicle-end jumper cable, wherein the cable fixing clamp is mounted on the guide rails by means of a rolling support mechanism, and the cable fixing clamp can longitudinally move along the guide rails. The present invention can solve the problems that a cable is prone to making contact with a rail face, and the end of a vehicle-end jumper cable is easily broken.
H02G 11/00 - Arrangements of electric cables or lines between relatively-movable parts
H02G 3/04 - Protective tubing or conduits, e.g. cable ladders or cable troughs
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
A retractable step for a railway vehicle, comprising: a step assembly (1) and elastic supporting boxes (2) located on the two sides of the step assembly (1). The step assembly (1) comprises vertical plates (1.3) and at least two step plates (1.2, 1.4) arranged at intervals in a vertical direction; a connecting plate (1.1) is arranged on the outer side of each vertical plate (1.3); each elastic supporting box (2) comprises a bottom plate (2.5), a front baffle (2.1), a rear baffle (2.2), an outer side plate (2.3), and a top plate (2.7) that are fixedly connected to each other; the connecting plates (1.1) are located in cavities of the elastic supporting boxes (2), and springs (3) extending in the vertical direction are arranged in the elastic supporting boxes (2); one end of each spring (3) is fixedly connected to the bottom plate (2.5) or the top plate (2.7), and the other end is connected to or abuts against the connecting plate (1.1). The retractable step is simple and light in structure, can be connected to a vehicle body by means of bolts, is convenient to mount and use welding parts and standard parts, and is simple to manufacture, stable, reliable and long in service life; the spring mounting space is shielded by the baffle, so that substances such as sandy soil can be prevented from eroding the spring; the step size is convenient to replace according to actual needs.
Disclosed in the present invention are a control method and system for preventing power deficiency of a storage battery of an urban rail vehicle. The system comprises a vehicle-mounted signal system, an OCC, a TCMS control module, a first relay, a second relay, a third relay and a fourth relay, and can complete, insofar as only a host device is remotely awakened and a high-power electricity consumption device is not awakened, charging management of a storage battery by means of the vehicle-mounted signal system, the TCMS control module, etc., such that power consumption during a charging process of the storage battery is greatly reduced, and the problem of charging management of the storage battery when a full self-driving train is in a dormant state is solved, thereby preventing the problem of power deficiency caused by the storage battery discharging for a long time; and wakeup and dormancy control of the host device is performed by means of the vehicle-mounted signal system, such that remote wakeup and dormancy control of the train is realized without the need for a person boarding the train to perform handling, thereby reducing labor costs, and facilitating maintenance and management of the train during long-time storage.
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B60L 5/28 - Devices for lifting and resetting the collector
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
80.
TRACTION NETWORK HIGH HARMONIC SUPPRESSION METHOD AND SYSTEM, AND RAIL TRANSIT VEHICLE
A traction network high harmonic suppression method and system, and a rail transit vehicle. The method comprises: collecting a network voltage of a contact network in real time, and calculating the harmonic content and the characteristic frequency of the network voltage; if the harmonic content is not less than a preset threshold value, determining that the network voltage is abnormal, and controlling a four-quadrant converter to stop running; and determining whether the characteristic frequency of the current network voltage is within a preset range of the characteristic frequency of a certain four-quadrant control mode, and if not, controlling the four-quadrant converter to run in the four-quadrant control mode.
Disclosed in the present invention are a rail train, a rail train heat dissipation system, and a heat dissipation method thereof. Absorbed heat of a heat generation device is brought into a traveling air heat dissipation apparatus by means of flowing of a liquid heat conduction medium in a pipeline, traveling air generated when a train runs at a high speed is used to dissipate heat of the liquid heat conduction medium storing the heat, the cooled liquid heat conduction medium flows back into a heat taking apparatus for heat collection, and the circulation is carried out in this way, such that heat dissipation of the heat generation device is realized. The temperature of the liquid heat conduction medium is measured by means of a temperature sensor, and the number of starting heat dissipation modules in the traveling air heat dissipation apparatus and/or the flow rate of the liquid heat conduction medium in the traveling air heat dissipation apparatus are/is controlled according to the temperature, such that the temperature of the liquid heat conduction medium at an outlet or an inlet of the heat taking apparatus is within a threshold range, and the balance control of the heat generation amount and the heat dissipation amount is achieved. The heat dissipation performance is remarkably improved, the outstanding performances of saving energy and reducing noise and cost are achieved, and the volume and weight of the heat dissipation apparatus are greatly decreased.
A train power supply control method and system under a single-pantograph fault, a controller, and a train. The train power supply control method under the single-pantograph fault comprises: determining whether a train has a single-pantograph fault; if yes, controlling a high-voltage contactor (KM1) which is connected between output sides of two pantographs (101 and 102) to be closed; and otherwise, controlling the high-voltage contactor (KM1) to be maintained at a turn-off state. The method for determining whether the train has a single-pantograph fault comprises: when auxiliary power is provided for two auxiliary inverters (4 and 5) on the train, and high-speed circuit breakers (102, 105, 202, 205) corresponding to two sets of traction units (1 and 2) on the train are all closed, detecting whether traction power is provided for the two sets of traction units (1 and 2); and when the detection result is that traction power is provided for only one set of traction units, determining that the train has a single-pantograph fault.
belt1belt1adjustmentbelt1belt1adjustmentbelt11≥Δa. By comparing abelt1 and Δa to identify whether an electric brake presents a cliff-like reduction, that is, when abelt1 ≥ Δa, it is determined that the electric brake presents a cliff-like reduction, and the air braking force is promptly increased, thus solving the problem of a sudden reduction during the deceleration of a train. In addition, since the properties of a brake shoe of a brake system are closely correlated to environmental factors, such as temperature and humidity, by using the described method, the difference in deceleration of a train can be dynamically adjusted, and the braking force outputted by the train can be adjusted according to the closest properties of the brake shoe.
B61H 11/06 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
84.
DUAL-LOOP COOLING SYSTEM FOR FUEL CELL OF RAILWAY VEHICLE
Disclosed in the present invention is a dual-loop cooling system for a fuel cell of a railway vehicle, comprising a first pump, a second pump, a first water tank, a second water tank, a first radiator, a second radiator, and a cooling fan. An outlet of a stack cooling path is connected to an inlet of the first pump, and an outlet of the first pump is connected to an inlet of the stack cooling path by means of the first radiator; a first port of the first water tank is connected to the inlet of the first pump, a second port thereof is connected to the inlet of the stack cooling path, and a third port thereof is connected to an exhaust port of the first radiator; an outlet of an auxiliary component cooling path is connected to an inlet of the second pump, and an outlet of the second pump is connected to an inlet of the auxiliary component cooling path by means of the second radiator; a first port of the first water tank is connected to the inlet of the auxiliary component cooling path, and a second port thereof is connected to an exhaust port of the second radiator. The present invention can improve the power generation efficiency and service life of a stack without affecting the original functions and performance of a fuel cell system, thereby reducing manufacturing and maintenance costs.
B60L 58/33 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
85.
RAIL TRANSIT VEHICLE AND VENTILATION CONTROL METHOD AND SYSTEM THEREFOR
Provided are a rail transit vehicle and a control method and system therefor. The rail transit vehicle comprises a cab (9) and a passenger compartment (10); the cab (9) is partitioned from the passenger compartment by means of a middle partition wall (1); a partition wall door (2) is mounted on the middle partition wall; a first grille (3) is mounted on the partition wall door; a second grille (13) is mounted on an air channel opening of the cab (9); and each vane (5) of the first grille and the second grille is connected, by means of a transmission mechanism, to a driving device for controlling the grilles to be opened or closed. When the external pressure of a train fluctuates violently, the cab in the train is partitioned from the passenger compartment while the internal space of the train is completely partitioned from the external environment of the train, such that the air tightness of the cab is improved; when a fire occurs in the cab and the passenger compartment in the vehicle independently or occurs in the cab and the passenger compartment simultaneously, linkage opening and closing of an air return grille on the partition wall door, an air supply grille of the air channel opening of the cab, an air inlet valve of an air conditioner fresh air device, and an exhaust valve of a waste exhaust device are implemented, such that flame and poison gas can be prevented from spreading and diffusing, poison gas exhaust is promoted, and the life safety of passengers and drivers is protected to the greatest extent.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
86.
VIRTUAL TRACK TRAIN AND METHOD FOR CONTROLLING PRESSURE OF BRAKE CYLINDER THEREOF, BRAKING SYSTEM AND METHOD THEREFOR
A method for controlling the pressure of a brake cylinder of a virtual track train. Braking levels are divided into different gears according to different working conditions of a train, and then the pressure of a brake cylinder is precisely controlled. A braking system comprises an electronically controlled braking system and an air braking system. The electronically controlled braking system comprises a braking control unit (2); the braking control unit (2) is electrically connected to brake pedals (1; 6) and a plurality of bridge modules (3) that are inside of cabs at both ends of the train; and each bridge module (3) is correspondingly electrically connected to one brake. The air braking system comprises a first air path, and the two brake pedals communicate with one another by means of a two-way valve (12) provided on the first air path; the plurality of bridge modules (3) all communicate with a port of the two-way valve (12); and a relay valve is provided on the air path between each bridge module (3) and the port of the two-way valve (12). A relay valve that accelerates the discharge of compressed air is provided on a pipeline close to the bridge modules, thus shortening the brake release time. Also provided is a virtual track train, a braking system thereof and a braking method therefor.
B61H 11/04 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of self-applying brakes with brake-applying force derived from rotation of axle
Disclosed is a distributed-type on-board safety computer system, comprising two safety computers completely equivalent in structure and function and having a two-vote-two structure; a connection is established between the two safety computers by means of an active/standby switch board, and data synchronization between the two safety computers is implemented by means of a communication bus; the active/standby switch board is used for controlling one among the two safety computers to work in an active state and the other to work in a standby state according to configured logic and work data of the two safety computers, or controlling both of the two safety computers to work in a standby state; working in an active state refers to a safety computer being used for receiving and transmitting of data with the outside, and working in a standby state refers to a safety computer only being used for receiving data from the outside but not used for transmitting data to the outside. The present invention has advantages of miniaturization, high performance, high safety, and flexible installation and configuration.
G06F 15/16 - Combinations of two or more digital computers each having at least an arithmetic unit, a program unit and a register, e.g. for a simultaneous processing of several programs
88.
START CONTROL METHOD AND SYSTEM FOR MAGNETIC-LEVITATION TRAIN, AND DEVICE AND STORAGE MEDIUM
A start control method for a magnetic-levitation train. When a running speed is greater than or equal to a pre-set speed, and the direction of the running speed is consistent with a direction handle, or an output traction force of a train is the maximum output traction force, a brake release instruction is applied. Further disclosed is a start control system for a magnetic-levitation train, and a device and a storage medium, which are related to the implementation of the start control method. By means of the method, the phenomenon of a train sliding backwards is prevented, a running speed and a direction handle signal directly reflect the running state of the train on a ramp or other positions, and the method is more direct and reliable compared with the determination of a traction force; moreover, when the running speed and direction do not meet conditions, an output traction force of the train is increased gear by gear, thereby preventing the problem of a relatively large impulse caused by an excessive increase in the output traction force of the train; in addition, the discomfort of a passenger caused by an excessively large impact is prevented by means of the determination of a traction impact rate, and when the impact is excessively large, the traction impact rate is reduced by means of a delay, such that the impact or impulse is reduced, and the comfort of the passenger is improved.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 13/10 - Combination of electric propulsion and magnetic suspension or levitation
89.
CONTROL METHOD AND CONTROL DEVICE FOR DEGRADED OPERATION OF LOCOMOTIVE, AND LOCOMOTIVE
B61C 15/00 - Maintaining or augmenting the starting or braking power by auxiliary devices and measuresPreventing wheel slippageControlling distribution of tractive effort between driving wheels
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
90.
CONTROL DEVICE AND CONTROL METHOD FOR HEIGHT-ADJUSTING DEVICE OF CURRENT COLLECTOR
A control device and control method for a height-adjusting device of a current collector, comprising a control device. The control device is used for controlling a first drive member (3) and a second drive member (4), so as to enable the contact time of the first drive member (3) and a crank (7) to be earlier than the contact time of a sliding plate (8) and a power supply rail (9) when the current collector is subjected to shoe raising; the control device is further used for controlling the first drive member (3) to retract after the second drive member (4) releases a four-bar mechanism (2). Due to the adoption of the technical solution, compared with the prior art, before the sliding plate (8) is in contact with the power supply rail (9), the crank (7) is propped by the first drive member (3), so that the sliding plate (8) is prevented from directly impacting on the power supply rail (9); after the second drive member (4) releases the four-bar mechanism (2), the first drive member (3) is controlled to retract, and the four-bar mechanism (2) slowly rotates in a shoe raising direction under the combined action of a first elastic member (1) and the first drive member (3), so that the sliding plate (8) slowly moves towards the power supply rail (9) and is in contact with the power supply rail (9), shoe raising is completed, the sliding plate (8) is prevented from violently impacting on the power supply rail (9), no noise is generated, and the product service life is prolonged.
A goods loading and unloading apparatus for a railway vehicle, comprising a fixed frame (1), a bridge plate (2), and a transfer mechanism (3). The fixed frame (1) is provided on the top of a railway vehicle body; the bridge plate (2) and the transfer mechanism (3) are both slidably provided on the fixed frame (1), and the bridge plate (2) is provided below the transfer mechanism (3); the bridge plate (2) can move in the left and right directions of the railway vehicle with respect to the fixed frame (1), until one end of the bridge plate (2) is lapped on the top of another railway vehicle or platform; the transfer mechanism (3) can move in the left and right directions of the railway vehicle with respect to the fixed frame (1), until one end of the transfer mechanism (3) extends below a goods rack at the top of another railway vehicle or platform; the transfer mechanism (3) comprises a support frame (31) slidably provided on the fixed frame (1), a cover plate (33) provided above the support frame (31), and a raising/lowering mechanism (32) connected between the support frame (31) and the cover plate (33); the raising/lowering mechanism (32) is used for driving the cover plate (33) to be raised/lowered with respect to the support frame (31). The apparatus solves the problem of loading and unloading of large goods in an environment without large lifting machinery or when freight vehicles cannot reach.
Provided are a train traction cutting and control system and method in the case of emergency braking. When emergency braking is applied, coils of a first relay (K1) and a second relay (K2) are simultaneously powered off. An auxiliary contact of the first relay (K1) is disconnected, a traction pulse of a traction converter is blocked, and an output of a traction force of the traction converter is cut off, so that a traction cutting function is achieved, wherein the safety level of the traction cutting function is SIL2; in addition, an auxiliary contact of the second relay (K2) is disconnected, a coil of a contactor module is powered off, a main contact of the contactor module is disconnected, an input power source of a main circuit of the traction converter is disconnected, and an output of a traction force of the traction converter is cut off, so that a traction cutting function is achieved, wherein the safety level of the traction cutting function is SIL1. The traction cutting function of which the safety level is SIL2 and the traction cutting function of which the safety level is SIL1 are simultaneously achieved, so that the entire train achieves the safety requirements of the traction cutting level SIL3 in the case of emergency braking.
B60L 50/15 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
B60L 50/40 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
B60L 50/61 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
B60L 50/10 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
B60L 58/10 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
93.
BUFFER STOP AND RAILWAY VEHICLE COLLISION PREVENTION METHOD
Provided are a buffer stop and a railway vehicle collision prevention method. The buffer stop comprises a stop wall (56), an anticlimbing toothed plate (52) and a slip channel (55) mounted on the front end surface of the stop wall (56), and a speed detector (53) used for detecting the speed of a vehicle at a certain distance in the forward direction. A coupler connector (51) extended in the forward direction is mounted at the front end part of the slip channel (55). The front end of the coupler connector (51) is extended beyond the front end of the anticlimbing toothed plate (52). A stop valve (54) mounted on the slip channel (55) is provided at the rear end part of the coupler connector (51). The stop valve (54) is opened when the vehicle is traveling towards the buffer stop in excess of a set speed, thus allowing the coupler connector (51) to move along the slip channel (55). The use of the buffer stop and the railway vehicle collision prevention method increases the utilization rate of a coupler buffer and, at the same time, absorbs the kinetic energy of a collision as much as possible.
A rail vehicle, comprising several vehicle body main bodies (1), vehicle body front-end structures (2) located in front of the vehicle body main bodies (1), anti-creepers (3) and coupler and draft gear systems (4), wherein cubicle areas at two ends of each vehicle body main body (1) are provided with vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3), the longitudinal rigidity of which is less than that of the vehicle body main body (1); each of the vehicle body front-end structures (2), the longitudinal rigidity of which is less than that of the vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3), is further arranged at the head of each vehicle; the anti-creepers (3) are distributed on two sides of the front end of each of the vehicle body front-end structures (2); the coupler and draft gear systems (4) are arranged in the middle of two ends of each vehicle; each of the vehicle body front-end structures (2) comprises collision avoidance walls (21), columns A (22) and columns B (23); energy absorption areas at the head of the vehicle are sequentially, from front to back, a coupler and draft gear system energy absorption area (A), an anti-creeper energy absorption area (B), a vehicle head first-stage deformation and energy absorption area (C1), a vehicle head second-stage deformation and energy absorption area (C2), and a vehicle body passenger compartment high-order deformation and energy absorption area (D1) of the vehicle body main body (1); energy absorption elements of the coupler and draft gear system energy absorption area (A) are the coupler and draft gear systems (4), and energy absorption elements of the anti-creeper energy absorption area (B) are the anti-creepers (3) provided with guide mechanisms (31); and the coupler and draft gear systems (4), the anti-creepers (3), the vehicle head first-stage deformation and energy absorption area (C1), the vehicle head second-stage deformation and energy absorption area (C2) and the vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3) are distributed in series. A rail vehicle collision avoidance system and a method for vehicle collision avoidance are also provided.
A rail transit vehicle and a power storage battery discharge balancing circuit thereof, and a control method. A power supply configuration relationship between two groups of traction storage batteries and a VVVF auxiliary load and a CVCF auxiliary load of two groups of auxiliary converters is adjusted by controlling actions of four switching modules. When a locomotive operates normally, the total discharge capacity of each traction storage battery pack to the VVVF auxiliary load and the CVCF auxiliary load by default within two discharge cycle periods is the depth of one discharge cycle; when the locomotive is in deep endurance, the traction storage battery having high power consumption automatically selects to supply power to the auxiliary converter having a lower auxiliary load, thereby improving the endurance of the locomotive, and prolonging the service life of the traction storage batteries.
B60L 58/10 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
Disclosed in the present invention are a multi-working mode locomotive preheating system and a control method thereof. The preheating system comprises a fuel tank, a preheater, a water pump, a first electromagnetic valve, a second electromagnetic valve, a stop valve, a controller, a first temperature sensor, a second temperature sensor, a diesel engine working detection unit, a working mode determination unit, a heat preservation state setting unit, and a time setting unit; the stop valve, a cab water heating system, and the second electromagnetic valve are connected in series between an outlet of a water outlet pipe and an inlet of a water return pipe; output ends of the first temperature sensor, the second temperature sensor, the diesel engine working detection unit, the working mode determination unit, the heat preservation setting unit, the time setting unit, and the stop valve are all electrically connected to an input end of the controller; and control ends of the preheater, the first electromagnetic valve, and the second electromagnetic are all electrically connected to an output end of the controller. The present invention can solve various preheating problems of a multi-working mode locomotive, and improves locomotive emission standards.
A bolster (1) and a bogie. The bolster (1) comprises a bolster body (11) and a mounting seat (13) provided in the middle part of the bolster body (11). One end of the mounting seat (13) is connected to the back surface of the bolster body (11), and the other end extends in a direction away from the bolster body (11) and the other end is also provided with a bolster lifting seat (133) that protrudes toward both ends of the bolster body (11) in the width direction.
An automatic neutral-section passing method and system, an on-board network controller, and a vehicle. Automatic neutral-section passing of a vehicle can be realized without adding any new hardware device, and there is no need to provide additional ground and/or on-board hardware, thus saving on the costs of on-board and/or ground hardware, and the costs of construction and subsequent whole-lifecycle maintenance thereof; and in an automatic neutral-section passing process, a transfer link of an intermediate device is omitted, thus effectively improving the reliability of the automatic neutral-section passing process, avoiding a load intrusion into a neutral section, and avoiding damage to the vehicle and a pantograph and overhead contact system device.
B60M 3/04 - Arrangements for cutting-in and -out of individual track sections
H04W 4/42 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
A locomotive bogie driving device, comprising an axle (102), a driven gear (106) mounted on the axle (102) by an interference fit, identical traction motors (104) symmetrically mounted on the two sides of the axle (102), and driving gears (107) respectively mounted on the rotary shafts of the traction motors (104) by an interference fit. The driving gears (107) of the traction motors (104) on the two sides of the axle (102) engage with the driven gear (106) simultaneously to form a transmission gear pair. The locomotive bogie driving device can significantly increase and even double the driving torque and the driving power. Moreover, individual traction motors have smaller volume and weight for designated single-axle traction power and traction force, thereby providing ample space for a bogie traction rod to cross under the traction motors. Meanwhile, the abrasion matching between the driving gears and the driven gear is improved.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
An air conditioning duct for a rail transit vehicle, comprising a first duct (3) and a second duct (6) mounted in sequence on the top of a vehicle passenger compartment, the first duct (3) and the second duct (6) respectively being connected to an air supply port of an air conditioning unit by means of a distribution box (4), an inner cavity of the first duct being divided into a first dynamic pressure cavity (35) and a first static pressure cavity (31) by a first partition plate (34), an inner cavity of the second duct being divided into a second dynamic pressure cavity (65) and a second static pressure cavity (63) by a second partition plate (66), the cross-sectional area of the first dynamic pressure cavity (35) and the second dynamic pressure cavity (65) gradually decreasing along the air flow direction, and the cross-sectional area of the first static pressure cavity (31) and the second static pressure cavity gradually increasing along the air flow direction. The present air conditioning duct increases the uniformity of the passenger compartment air flow organisation and also reduces the noise in the passenger compartment, on the whole increasing the comfort of the passengers travelling in the passenger compartment.
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