CN113085912A

CN113085912A - Ultra-high-speed wheel-rail train unit battery replacement railway system

Info

Publication number: CN113085912A
Application number: CN202110516162.0A
Authority: CN
Inventors: 陈维加
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-05-12
Filing date: 2021-05-12
Publication date: 2021-07-09

Abstract

The invention discloses an ultra-high-speed wheel-rail train unit battery replacement railway system which comprises an ultra-high-speed wheel-rail train unit, wherein the head and the tail of the ultra-high-speed wheel-rail train unit are provided with traction vehicle heads capable of being separated controllably, the traction vehicle heads are pure electric traction vehicle heads directly driven by power battery packs, and power battery pack charging interfaces are arranged on the pure electric traction vehicle heads; the system is characterized by also comprising a battery replacement station, wherein a train set parking track, a train head hoisting area and a train head charging area are arranged in the battery replacement station; a plurality of headstock hoisting and parking tracks are arranged in the headstock hoisting area side by side, the extension sections of the plurality of headstock hoisting and parking tracks extend to the headstock charging area, and power battery pack charging piles corresponding to the power battery pack charging interfaces are arranged in the headstock charging area; the tractor further comprises a travelling mechanism for hoisting the traction head, wherein an electric control locking mechanism is arranged on the hoisting unit of the travelling mechanism and matched with a locking structure at the top of the tractor head. The railway system simultaneously solves the problems of speed and endurance of the wheel-rail train set, and can better replace a magnetic suspension train and an airplane.

Description

Ultra-high-speed wheel-rail train unit battery replacement railway system

Technical Field

The invention relates to a combined power-switching railway system of an ultra-high-speed wheel-rail train.

Background

As is well known, the existing high-speed rail is an electric wheel-rail train, the electric power required by the operation of the high-speed rail is supplied by a high-voltage power receiving contact system, a power receiving contact network with ten thousand volts of high-voltage alternating current is erected along a railway, and the high-speed rail obtains the electric power for driving the vehicle by contacting the power receiving contact network through a pantograph arranged at the top of a live carriage of the high-speed rail. After the pantograph receives the alternating current, the power is converted into low-voltage high-current direct current or alternating current through the voltage transformation and rectification device and is used for providing power for a motor driving the high-speed rail to run and other facilities in the carriage.

In order to ensure reliable contact between a pantograph and a contact network, disconnection of the contact network and even abrasion of the pantograph, the contact smoothness of the pantograph and the contact network is very important, the smoothness is related to a plurality of mechanical parameters of the contact network, except for a contact value of a geometric parameter, the most important is the tension of the contact network, researches show that the faster the vehicle runs, the higher the tension required by the contact network is, and the effective transmission of current can be ensured after the tension is improved. But tension can not be increased endlessly, because the cable up-and-down fluctuation distance is increased due to overhigh tension, the abrasion of the pantograph is increased, and the pantograph can not be reliably contacted with a contact net. The increase of the speed can lead to the acceleration of the vibration frequency of the pantograph, and the higher speed can cause the resonance of the pantograph and the power grid, thus causing the collision of the pantograph and the wire mesh to cause accidents. This means that this way of receiving the electricity from the overhead line system limits further increases in the speed of the high-speed rail.

In 2007, experiments are carried out by researchers of French TGV, the highest speed-per-hour record of 574km/h is created by a high-speed train set driven by a pantograph, the researches show that in the running state at the speed, the tension of a contact network is increased by one time of a normal value and approaches to the limit of materials, the speed of 574km/h is also the highest speed calculated according to the tension of the contact network adjusted at that time, strong resonance of the contact network can be caused when the speed is exceeded, serious accidents are caused, and the data collected at that time prove that the calculation is correct. In fact, 574km/h is only the instantaneous speed under certain experimental conditions, and cannot be continuously and stably maintained. At present, the actual speed per hour of the actual normal sustainable and stable operation of high-speed rails at home and abroad is only 350-380 km/h, a few high-speed rails can reach 400km/h, and the key factor that the speed cannot be further broken through is influenced by the resonance problem of the pantograph and the overhead contact system.

Compared with the existing high-speed rail, the magnetic suspension train obviously has obvious advantages in speed and is not influenced by the pantograph problem, but the huge manufacturing cost of the magnetic suspension train is a problem which cannot be ignored and is far higher than the manufacturing cost of a wheel-rail train. Taking the newly published planning information of the magnetic levitation line in Shanghai Hangzhou of China as an example, the total length of the newly built line in the project is adjusted to 199.434 kilometers, wherein the magnetic levitation intercity line in Shanghai is 164.577 kilometers, and the magnetic levitation Shanghai airport connecting line (Shanghai branch line) is 34.857 kilometers; zhejiang section is 103.553 km long and is provided with two stations of Jiaxing and Hangzhou east. The maglev advanced counselor kristin-rocin from the german corporation of the introduction of the exemplary line technology was repeatedly shown to be about 6000 euro per kilometer. The converted RMB is close to 6 hundred million yuan. The magnetic levitation design scheme established by the Shanghai administrative engineering design and research headquarters shows that the magnetic levitation cost is about 5.84 hundred million yuan/kilometer.

In addition, it is pointed out that the energy consumption of train operation should be considered besides the factors of starting speed and cost, and the magnetic suspension train has better performance in the aspect of running energy consumption because of no wheel-rail friction resistance. However, studies have shown that although magnetic levitation trains have no frictional resistance compared to wheel-rail trains, when the trains run at high speeds, the frictional resistance generated is about 5% of the total energy consumption, calculated as the rolling friction coefficient between wheels and rails is 0.001, and the major energy loss is actually due to wind resistance, which is 95% of the total energy consumption. Under the condition of the same design of the wind resistance of the vehicle body, the wheel-rail train (high-speed rail) and the magnetic suspension have no great difference in energy consumption. As long as the speed of the current wheel-rail train can realize breakthrough, the method has great competitiveness compared with a magnetic suspension train.

Compared with the airplane, the flight time of the airplane is 3 hours and 5 minutes in the case of the current journey from Beijing to Guangzhou 2298km, and the high-speed railway can reach the airplane after 7 hours even if the high-speed railway runs at the speed of 380 km/h. Even considering the factors such as the time of waiting for passengers to take the plane in advance, the flight punctuality rate, the time of security check, boarding and runway sliding, and the like, the time is still shorter than the running time of high-speed rails after 2 hours, namely 5 hours and 5 minutes, are added on the basis of 3 hours and 5 minutes. At present, therefore, in the selection of travel tools for travel distances of more than 2000km, high-speed rails still lack competitive advantages compared with airplanes.

If a pure electric traction locomotive directly driven by a power battery pack is adopted, the influence of a high-voltage electric contact system can be eliminated, and the running speed of the train is further broken through. However, a new endurance problem is brought, and research shows that due to the consideration of the problems of battery cost, weight, use efficiency and the like, if a scheme of a pure electric train set driven by a pure electric traction locomotive directly driven by a power battery set is implemented, the direct (non-charging midway) mileage is necessarily limited.

Certainly, it is also pointed out that, as for longer driving distance, theoretically, the vehicle can be continued by replacing the pure electric traction vehicle head directly driven by the power battery pack, that is, the battery replacement mode is adopted to improve the endurance distance of the pure electric train set, but the premise is that a special battery replacement station needs to be arranged on the driving track of the train set, or the existing station is modified, the supply of the pure electric traction vehicle head directly driven by the power battery pack for separation, parking and charging is increased, and the special track and the area of the efficiency are considered.

Obviously, no power station changing scheme capable of effectively solving the problems of replacement and charging of a pure electric traction locomotive directly driven by a power battery pack exists in the prior art, so that the problem of endurance cannot be effectively solved even though the running speed of the ultra-high-speed wheel-rail train set can break through the existing high-speed rail. The implementation concept of the ultra-high-speed wheel-rail train set which leads to pure electric drive still cannot be put into practice.

Therefore, a system for switching the ultra-high-speed wheel-rail train set, which breaks through the existing high-speed rail at a speed and can effectively solve the problem of endurance, needs to be developed at present, and enough competitive advantages are established in terms of speed, energy consumption and manufacturing cost, so that the wheel-rail train set can replace a magnetic suspension train and an airplane.

Disclosure of Invention

The invention aims to: the utility model provides an hypervelocity wheel rail train unit trades electric railway system, it provides the wheel rail train unit that pure electric traction locomotive driven that is directly driven by the power battery group that the speed per hour is higher than present high-speed railway to and the trade power station of carrying out high-efficient change and charging to the pure electric traction locomotive that is directly driven by the power battery group, solved the speed and the continuation of the journey problem of wheel rail train unit simultaneously to can be better replace maglev train and aircraft.

The technical scheme of the invention is as follows: a power change railway system of an ultra-high-speed wheel-rail train set comprises the ultra-high-speed wheel-rail train set, wherein the head and the tail of the ultra-high-speed wheel-rail train set are provided with traction vehicle heads capable of being separated controllably, each traction vehicle head is a pure electric traction vehicle head directly driven by a power battery pack, and a power battery pack charging interface connected with the internal power battery pack is arranged on each traction vehicle head; the system is characterized by also comprising at least one swapping station which is arranged on a running track of the ultra-high-speed wheel-rail train set and used for quickly replacing and charging the traction locomotive; the power station comprises a train set parking track connected to one side of the running track in parallel and a working area arranged corresponding to at least one traction locomotive at two ends of the train set, wherein the working area comprises a locomotive hoisting area and a locomotive charging area which are arranged at one side of the train set parking track;

a plurality of headstock hoisting and docking tracks are arranged in the headstock hoisting area side by side, each headstock hoisting and docking track is provided with an extension section extending to a headstock charging area, and power battery pack charging piles corresponding to power battery pack charging interfaces on the traction headstock are arranged along the extension sections in the headstock charging area;

the train hoisting device comprises a train set parking track, a locomotive hoisting parking track, at least one travelling mechanism unit and a plurality of hoisting units, wherein the travelling mechanism is used for hoisting and delivering a traction locomotive between the train set parking track and the locomotive hoisting parking track, the travelling mechanism comprises a travelling support, a travelling track arranged on the travelling support, at least one travelling mechanism unit moving along the travelling track and the hoisting units arranged on the travelling mechanism units, each hoisting unit comprises an elevating mechanism and an electric control locking mechanism driven by the elevating mechanism to ascend and descend, and the top of the head of the tractor is provided with a locking structure corresponding to and matched with each electric control locking mechanism.

Furthermore, the lifting mechanism comprises a fixed plate fixed with a lifting driving device and a lifting plate driven by the lifting driving device to lift, and the fixed plate is fixed on the travelling mechanism unit; the electric control locking mechanism is more than one electric rotating lock catch arranged on the lifting plate, and the top of the tractor head is provided with lock holes correspondingly matched with the electric rotating lock catches. The lifting driving device can be an oil cylinder or a lifting motor.

Furthermore, in order to improve the hoisting efficiency of the travelling crane mechanism, the working area also comprises a train head waiting area which is arranged on the other side of the train set parking track and is opposite to the train head hoisting area, and a train head to-be-installed parking track is arranged in the train head waiting area; the two traveling mechanism units are used for detaching the traction locomotive from the train set parking track and conveying the traction locomotive to the locomotive hoisting parking track, and the other one is used for hoisting the traction locomotive on the locomotive hoisting parking track to the mounting traveling mechanism unit on the locomotive to-be-mounted parking track.

Furthermore, the traveling mechanism unit comprises a traveling beam, traveling rail wheels and rail wheel driving motors, wherein the traveling support frames of the traveling mechanism are bilaterally symmetrical, a traveling rail is fixed on each traveling support frame, and the traveling mechanism unit comprises a traveling beam, traveling rail wheels and rail wheel driving motors, the traveling rail wheels are arranged at two ends of the traveling beam and respectively matched with the traveling rails on the two traveling support frames, and the rail wheel driving motors drive the traveling rail wheels to run.

Furthermore, in the lifting mechanism of the invention, a lifting guide mechanism is arranged between the lifting plate and the fixed plate.

Further, a control center is arranged in the battery replacement station, a communication terminal is arranged in the control center, and the traveling crane mechanism comprises a traveling crane controller electrically connected with the traveling mechanism unit, the lifting mechanism and the electric control locking mechanism; the power battery pack charging pile is provided with a power battery pack automatic charging connector which is automatically butted with a power battery pack charging interface on the traction vehicle head and a charging controller which is electrically connected with the power battery pack automatic charging connector; the driving controller and the charging controller are connected with a communication terminal in the control center in a wireless or wired mode; the communication terminal is also connected with a cloud server of the train dispatching center through a wireless network and used for acquiring the shift, arrival time and position information of the train group.

The invention further limits the ultra-high speed wheel-rail train set in the main scheme as follows:

the ultra-high-speed wheel-rail train set also comprises a carriage set consisting of a plurality of carriages, wherein two ends of the carriage set are connected with the traction locomotive, and the continuous and stable running speed per hour of the train set is 450-km/h; a power mechanism is arranged in the traction vehicle head, the power mechanism comprises a plurality of pairs of wheels directly driven by motors and arranged on each vehicle head bogie, and a power battery pack used for supplying power to the motors, and the motor driving power of a single wheel is 500-700 kw; the bottom of each carriage is provided with a low chassis bogie, the height from the top of each carriage to a running rail is set to be less than 2.6m, the height from the top of each carriage to the bottom of each carriage is 2.35-2.5 m, each traction vehicle head is a streamline vehicle head, and the height from the highest position of the top of each traction vehicle head to the running rail is less than 2 m;

the carriages adjacent to the traction vehicle head at the head and the tail in the carriage group are control carriages, the inner parts of the carriages are provided with cockpit, the cockpit is internally provided with an artificial driving terminal, the artificial driving terminal is connected with a carriage control connection port arranged on the control carriage through a connecting wire, the traction vehicle head is provided with a vehicle head control connection port which is in plug fit with the carriage control connection port, and the vehicle head control connection port is connected with a power battery pack and a motor intelligent controller which is arranged in the traction vehicle head and used for controlling the running of a motor through the connecting wire; the manual driving terminal is connected with a cloud server of a train dispatching center through a wireless network, and the motor intelligent controller is connected with a communication terminal in the control center through a wireless network;

or an AI driving terminal is arranged in the traction locomotive, is electrically connected with the power battery pack and the motor and is used for automatically controlling the operation of the traction locomotive, and the AI driving terminal is connected with a cloud server of the train dispatching center and a communication terminal in the control center through a wireless network.

Furthermore, each pair of two wheels of the traction vehicle head are directly driven by respective independent motors, so that the motor driving power of a single wheel is also the power of the motor; or each pair of two wheels are coaxially connected by an axle, and the motor directly drives the two wheels to synchronously run through the axle, so that the motor driving power of a single wheel is half of the power of the corresponding motor.

Furthermore, the tractor head is provided with a sensing device for identifying and stopping at a preset position on a train set stopping track, a locomotive hoisting stopping track and an extension section thereof, and the sensing device is electrically connected with an intelligent motor controller or an AI driving terminal in the tractor head.

The preset position of the traction locomotive on the train set stop track and the locomotive hoisting stop track means that the position of the tractor head at the stop can ensure that an electric control locking mechanism on a hoisting unit of the travelling mechanism is accurately matched with a locking structure at the top of the tractor head. The preset position of the tractor head on the extension section of the head hoisting and parking track means that the position of the tractor head in parking can ensure that a power battery pack charging interface on the tractor head can be accurately butted with a power battery pack automatic charging connector on a power battery pack charging pile.

In practical implementation, the sensing device may be any one of known infrared, electromagnetic, image and microwave identification sensing devices, and the corresponding track and the extension section are provided with sensing elements matched with the sensing device.

As a mature technology in the travelling field, the travelling mechanism unit of the travelling mechanism can also be provided with a sensing device for identifying the position of the lower track, so that the travelling mechanism can be accurately parked above the corresponding track.

Furthermore, when the charging output port of the carriage storage battery pack is connected with the charging input port of the carriage storage battery pack on the adjacent carriage, the charging output port of the carriage storage battery pack is connected with the carriage power supply battery pack arranged in the traction head, and when the charging output port of the carriage storage battery pack is connected with the charging input port of the carriage storage battery pack in the carriage, the carriage power supply battery pack in the head charges each carriage storage battery pack; the tractor head is provided with a carriage power supply battery pack charging interface connected with the carriage power supply battery pack, the tractor head is provided with an opening for exposing the carriage power supply battery pack charging interface, and the opening is provided with a bin door which is opened and closed by electric control; and the charging pile of the carriage power supply battery pack is correspondingly arranged in the charging area of the headstock, and the automatic charging connector of the carriage power supply battery pack, which is automatically butted with the charging interface of the carriage power supply battery pack, and the charging controller which is electrically connected with the automatic charging connector are arranged on the charging pile.

Furthermore, in consideration of the power consumption and charging requirements after the carriage group is separated from the traction headstock, a carriage storage battery auxiliary charging interface connected with an internal carriage storage battery is arranged on each carriage, an opening for exposing the carriage storage battery auxiliary charging interface is arranged on each carriage, and a bin door which is opened and closed electrically is arranged on the opening. Therefore, when the carriage group stops at a garage or a platform, the carriage storage battery group can be charged.

Furthermore, the diameter of the wheel is 1000-1300 mm, and the size design is about 1.4 times of the diameter of the current high-speed rail wheel, so that the design is based on the following considerations:

if the ultra-high speed train set adopts the same wheel diameter as the existing high-speed rail, the speed of the ultra-high speed train set far exceeds the speed per hour of 350km/h of the running of the existing normal high-speed rail, so that the rotating speed of each wheel is greatly increased, the abrasion of a bearing is increased, and the service life is shortened. And when the diameter of the wheel of the high-speed rail is increased, the rotating speed of the wheel can be kept basically the same as the original rotating speed even when the speed of the train set is increased (such as to 480 km/h), and therefore the abrasion of the wheel and the rail is basically the same as that of the existing high-speed rail, and the service life of the wheel and the rail is consistent.

Furthermore, the invention also comprises a constant temperature control box which is arranged in the traction vehicle head and used for accommodating the power battery pack. The constant temperature control box is a known technology, realizes complete automatic control, ensures that the power battery pack works in a constant temperature state all the time under the conditions of parking, running and charging, and overcomes the problem of low-temperature power failure of the power battery pack.

Furthermore, the number of the power battery packs corresponds to the number of the motors one by one, each power battery pack is provided with an independent power battery pack charging interface, the tractor head is provided with an opening for exposing the power battery pack charging interfaces, and the opening is provided with an electronically controlled opening and closing bin door.

Further, the height from the top to the bottom of the vehicle compartment in the present invention is 2.35 m.

Furthermore, the traction headstock and the adjacent carriage are connected and locked through an electric control traction locking mechanism, and the electric control traction locking mechanism is driven and controlled by a manual driving terminal in a cab or an AI driving terminal in the traction headstock.

Furthermore, the number of wheels on each traction vehicle head is 8, and the motor driving power of the single wheel is 650 kw.

Furthermore, the width of the carriage is 3.3-4.0 m, the width of the carriage is basically consistent with that of the carriage of the current high-speed rail, and the windward area of the carriage is 6-7.2 m²。

Further, the number of the carriages in the carriage group is 3-5.

The working principle of the invention is as follows:

the communication terminal of the power swapping station control center acquires the shift, arrival time and position information of the ultra-high-speed wheel rail train set to be subjected to power swapping from the cloud server of the train dispatching center.

When the information that the train set is about to arrive at the station is received, the communication terminal sends an instruction to control any one traction locomotive which is parked in the locomotive charging area and is fully charged to drive the traction locomotive into the locomotive hoisting area. The stopping position of the traction locomotive on the locomotive hoisting stopping track is controlled by the cooperation of the induction device on the traction locomotive and the induction element on the train group stopping track, and once the train group is induced to be in place, the induction device sends a signal to the motor intelligent controller or the AI driving terminal on the traction locomotive to stop.

After the traction vehicle head is parked in place in the vehicle head hoisting area, a communication terminal of the control center sends an instruction to a vehicle controller of the vehicle driving mechanism, the vehicle controller is a PLC controller, and the PLC controller coordinates the running mechanism unit, the lifting mechanism and the electric control locking mechanism to operate in a matched mode, so that the traction vehicle head is hoisted to the vehicle head waiting area.

When the train set arrives at the station, the train set firstly drives into the train set stop track which is connected with the running track in parallel, and after the train set stops in place, the front traction train head and the rear traction train head are both positioned in the train head hoisting area. And then the front traction vehicle head and the rear traction vehicle head are automatically disconnected from the carriage group after receiving the command of a manual driving terminal or an AI driving terminal. And at the moment, the communication terminal of the control center sends a signal to the traveling crane controller to drive the traveling crane mechanism to hoist and transport the detached tractor head to a head hoisting and parking track of the head hoisting area.

And then the running mechanism continues to work to hoist the fully charged traction locomotive which is previously standby in the locomotive waiting area to the train set stop track, and then the connection with the carriage set is completed under the control of the manual driving terminal or the AI driving terminal, and then the train set can continue to finish running.

And when the replaced traction locomotive which is lifted to the locomotive lifting and parking track in the prior art is lifted, an intelligent motor controller or an AI driving terminal inside the traction locomotive drives the traction locomotive to run to a locomotive charging area along an extension section after receiving an instruction of a communication terminal of a control center. The traction vehicle head is controlled to stop to a preset position by means of matching of an induction device on the traction vehicle head and an induction element on the extension section, so that a charging interface of a power battery pack on the traction vehicle head is aligned with a charging pile of the power battery pack, and a charging interface of a carriage power supply battery pack on the traction vehicle head is aligned with the charging pile of the carriage power supply battery pack.

After the traction vehicle head is parked in place, the bin gates at the positions of the power battery pack charging interface on the traction vehicle head and the charging interface of the carriage power supply battery pack are opened. The communication terminal sends a command to a charging controller of the power battery pack charging pile to control the automatic charging connector of the power battery pack to be in butt joint with the charging interface of the power battery pack to charge; and the communication terminal also sends a command to a charging controller of the carriage power supply battery pack charging pile to control the automatic charging connector of the carriage power supply battery pack to be in butt joint with the charging interface of the carriage power supply battery pack to charge.

The invention has the following advantages:

1. the invention relates to a novel ultra-high-speed wheel-rail train set railway system, which comprises an ultra-high-speed wheel-rail train set and a specially designed battery replacement station, wherein the train set adopts a pure electric traction locomotive directly driven by a power battery pack without the power supply of a pantograph, so the running speed of the train set is not influenced by the resonance problem of the pantograph and a contact network at present, the bottleneck is broken through, the train set can continuously and stably run at the ultra-high speed per hour of 450 and 600km/h, and the acceleration of the wheel-rail train set is really realized; the battery replacement station can efficiently finish replacement and charging of the traction locomotive, practical endurance guarantee is provided for the train sets, and the running mileage of the train sets is greatly prolonged.

2. The power station provided by the invention is operated in an unmanned mode, the efficiency is very high, the traction locomotive can be replaced within 5-10 minutes generally, and the overall running time of the train set is effectively saved. And the whole layout structure of the power station is simple and compact, the construction is convenient, the cost and the occupied area are small after the power station is put into use, and the power station is easy to popularize.

3. The track of the train set can completely use the existing high-speed rail, and the train with higher speed can be driven on the existing high-speed rail with 350km/h hour only by investing the manufacturing cost of the train because a pantograph and a corresponding whole set of high-voltage power-receiving contact system are not required to be installed. If the rail is newly manufactured, the manufacturing cost is greatly reduced. When the vehicle runs at the same speed of 350km/h, the energy consumption is reduced by half, and when the vehicle runs at the speed of 480km, the energy consumption is almost the same as that of the current high-speed rail at the speed of 350 km/h.

4. Although the investment cost of the power battery and the motor is increased, the pantograph is eliminated, and the lower part of the carriage of the train set does not need to be provided with an extra-high voltage transformer and a complex transformation circuit, so the whole manufacturing cost is equal to the price of the existing high-speed rail.

5. In the traction vehicle head, a high-power motor is directly connected with the wheels, so that a gearbox is omitted. According to the diameter of the hub of the existing high-speed rail, the speed ratio is generally 2: the gearbox 1 is used for improving the output torque of the motor, but the invention meets the torque required by the running of the train by increasing the number of the motors, improves the electric driving efficiency, reduces the manufacturing cost, has simple structure, is easy to maintain and prolongs the service life of the train.

6. The train set reduces wind resistance and wind noise through the design of greatly reducing the height of the train body, solves the pressure wave of intersection and cave entrance and improves the speed of the minimum curve radius.

a. The windward area is reduced to reduce the wind resistance. Assuming that the present invention operates at an hour speed of 480km/h, the energy consumption is higher than that of the high-speed iron currently operating at an hour speed of 350km/h (480/350) ≈ 2 times. Due to the low chassis design, the height from the top to the bottom of the carriage is 2.35m, the width of the carriage is 3.3m consistent with that of the existing high-speed rail, the height of the carriage of the existing high-speed rail is 4.05m, and the windward area is about 57% of that of the existing high-speed rail. Since the wind resistance is proportional to the windward area, which is equivalent to reducing the wind resistance of the train by 57%, the energy consumption of the high-speed rail train running at 480km/h is almost the same as that of the high-speed rail running at 350 km/h.

b. The height of the train body is reduced, the side wall area and the cross sectional area of the train are reduced, and the pressure wave when the two trains meet at a high speed and the piston effect when the two trains enter and exit a cave are also greatly reduced.

c. The height of the train body is reduced, the gravity center of the train is also reduced, the overturning risk of the train is reduced, and the safety is improved. The train can travel at higher speeds on the same minimum curve radius track.

7. Compared with a magnetic suspension train, if the wind resistance design of the magnetic suspension is completely the same as that of the train set, the energy consumption of the part is basically equal, but the magnetic suspension has liquid nitrogen loss, so the total energy consumption is still far higher than that of the magnetic suspension train. In terms of overall manufacturing cost, the ultra-high-speed wheel-rail train set is far lower than a magnetic suspension train, so that the ultra-high-speed wheel-rail train set has great advantages compared with the magnetic suspension train.

8. The speed of the ultra-high-speed wheel-rail train is increased to 450-600km/h, taking the distance from Beijing to 2298km in Guangzhou as an example, when the average speed per hour of the ultra-high-speed wheel-rail train reaches 480km/h (about 5 minutes after electricity is changed once midway), 4 hours and 50 minutes can be reached, and the flight time of an airplane is 3 hours and 5 minutes. Considering the factors of the advanced waiting time of passengers taking airplanes, the flight punctuality rate, security check, boarding, the runway sliding time and the like, and the common airport is far away from the urban area, and 2 hours is added on the basis of 3 hours and 5 minutes, namely 5 hours and 5 minutes, so that the actual operation time of the invention with the average speed of 480km/h is lower than that of the airplane, the invention can completely replace the air route within 2300km, and the consumption of aviation fuel can be greatly reduced.

Drawings

The invention is further described with reference to the following figures and examples:

FIG. 1 is a schematic view of an ultra high speed wheel-rail train set according to the present invention;

FIG. 2 is an isolated front perspective view of the tractor head;

FIG. 3 is a front view of the tractor head on the travel track;

FIG. 4 is an isolated top perspective view of the tractor head;

FIG. 5 is a schematic view of an individual three-dimensional structure of a head truck;

FIG. 6 is a front perspective view of the car (control car) adjacent the tractor nose;

FIG. 7 is a front perspective view of the car (middle car) not adjacent to the tractor;

FIG. 8 is a schematic view of a single perspective of a low chassis truck;

FIG. 9 is a cross-sectional view of the wagon of FIG. 7;

FIG. 10 is a top view of the structure of the whole system (switching power in a switching station) of the present invention;

FIG. 11 is a schematic perspective view of FIG. 10;

FIG. 12 is a front view of the single structure of the traveling mechanism;

FIG. 13 is a schematic view of an isolated perspective structure of the hoist unit;

FIG. 14 is a schematic diagram of the overall control relationship of the present invention (including the interior of the swap station, the swap station and the train set, and the control of the tractor and the control car).

Shown in the figure: 1. towing the locomotive; 2. a carriage; 2a, controlling a carriage; 2b, a middle compartment; 3. a power battery pack; 4. a head bogie; 5. a motor; 6. a wheel; 7. a charging interface of the power battery pack; 8. a low chassis bogie; 9. a running track; 10. a brake; 11. a cockpit; 12. a carriage control connection port; 13. a headstock control connection port; 14. an intelligent controller of the motor; 15. a carriage battery pack; 16. a charging input port of a carriage storage battery pack; 17. a charging output port of a carriage storage battery pack; 18. a carriage power supply battery pack; 19. a charging interface of a carriage power supply battery pack; 20. the auxiliary charging interface of the carriage storage battery pack; 21. a male end of the electric control traction locking mechanism; 22. the female end of the electric control traction locking mechanism; h1, height from the top of the carriage to the running track; h2, car roof to floor height; h3, the height from the highest position of the top of the tractor head to the running track; l, the width of a carriage; 23. stopping the train set on a track; A. a headstock hoisting area; B. a headstock charging area; C. a vehicle head waiting area; 24. hoisting the parking track by the locomotive; 24a, an extension section; 25. a power battery pack charging pile; 26. a traveling crane support; 27. a running track; 28. a traveling mechanism unit; 28a, a traveling crane girder; 28b, running rail wheels; 29. a hoisting unit; 30. a lift drive; 31. a fixing plate; 32. a lifting plate; 33. electrically rotating the lock catch; 34. the locomotive is to be loaded and parked on the track; 35. and (6) a guide pillar.

Detailed Description

Example 1: the invention relates to an ultrahigh-speed wheel-rail train unit battery replacement railway system which consists of an ultrahigh-speed wheel-rail train unit and a battery replacement station, wherein the ultrahigh-speed wheel-rail train unit is provided with a traction locomotive 1 capable of being controlled to be separated from the head and the tail, the traction locomotive 1 is a pure electric traction locomotive directly driven by a power battery pack 3, and a power battery pack charging interface 7 connected with an internal power battery pack 3 is arranged on the pure electric traction locomotive; the power conversion station is arranged on a running track 9 of the ultra-high speed wheel-rail train set and is specially used for quickly replacing and charging the traction locomotive 1. The following explanation is made for both:

first, an ultra-high speed wheel-rail train set will be described with reference to fig. 1 to 9 and 14, and the entirety of the set is composed of a car set including four cars 2 and a tractor head 1 connected to the head and the tail of the car set and capable of controlling separation and running.

With reference to fig. 2 to 5, the traction vehicle head 1 is a pure electric traction vehicle head directly driven by the power battery pack 3, and a power mechanism of the pure electric traction vehicle head is composed of a vehicle head bogie 4 provided with wheels 6, a motor 5 directly connected with the wheels 6, and the power battery pack 3 for supplying power to the motor 5. The front bogie 4 and the rear bogie 4 are two, four wheels 6 which are symmetrical in pairs are pivotally mounted on each front bogie 4, each wheel 6 is directly connected and driven by a respective independent motor 5, the motor driving power of a single wheel is 650kw, so that core power output parts on the front traction vehicle head 1 and the rear traction vehicle head 1 in the embodiment are 8 motors 5 with power of 650kw, and compared with the existing high-speed rail, a reduction gearbox between each motor 5 and each wheel 6 is omitted. Meanwhile, as in the conventional technology, brakes 10 are mounted on the head bogie 4 corresponding to the wheels 6. In addition, a motor intelligent controller 14 electrically connected with each motor 5 is arranged in the traction vehicle head 1. When the ultra-high speed wheel-rail train set is actually operated, the continuous and stable operation speed per hour is 450-600 km/h.

Specifically, as shown in fig. 4, the number of the power battery packs 3 in the embodiment is 8 because the number corresponds to the number of the motors 5. Every power battery group 3 is known power battery group that has the BMS, all sets up independent power battery group interface 7 that charges on it, is equipped with the opening that supplies power battery group interface 7 to charge to expose on traction vehicle head 1, is equipped with the bin gate of automatically controlled switching on this opening. In addition, in consideration of the condition that the running temperature of the train set is low in the north, a constant temperature control box for accommodating the power battery pack 3 is further arranged in the traction locomotive 1.

For each

power battery pack

3, 10 lithium batteries with each section of 100kWh are used, the single traction vehicle head 1 counts 80 lithium batteries, the single endurance mileage is close to 1500km, and the lithium batteries are lithium iron phosphate with the energy density of 170 kg/Wh.

With reference to FIGS. 6-7: in this embodiment, carriage 2 adjacent to the traction vehicle head 1 from head to tail in the carriage group is a control carriage 2a, and a cockpit 11 is arranged inside the control carriage, and a manual driving terminal is arranged in the cockpit 11. The traction vehicle head 1 and the control carriage 2a are connected and locked through an electric control traction locking mechanism, in the embodiment, a male end 21 of the electric control traction locking mechanism is arranged on the control carriage 2a and is driven and controlled by a manual driving terminal in the cockpit 11, and a female end 22 of the electric control traction locking mechanism is arranged on the traction vehicle head 1. And the middle two cars 2 in the car group are middle cars 2b, which are only used for passengers. Both the control car 2a and the intermediate car 2b are provided with wheels 6 and brakes 10 using a low-floor bogie 8. As shown in fig. 8, the low-chassis bogie 8 is of the prior art, on which a total of four wheels 6, which are paired in twos symmetry, are also pivotally mounted.

The manner of electrical connection between the tractor 1 and the control car 2a in the present invention will be described with reference to fig. 2, 4 and 14. The manual driving terminal is connected with a carriage control connection port 12 arranged on the control carriage 2a through a connection line, a carriage control connection port 13 which is in plug fit with the carriage control connection port 12 is arranged on the traction carriage 1, and the carriage control connection port 13 is connected with the power battery pack 3 and a motor intelligent controller 14 which is arranged in the traction carriage 1 and is used for controlling the running of the motor 5 through the connection line. On the premise that the train set normally runs, the motor intelligent controller 14 is communicated with the manual driving terminal, the rotating speed of the motor 5 can be adjusted manually, and the running speed of the train set is increased or reduced. And when the traction vehicle head 1 is separated from the carriage group, the running speed and the distance of the traction vehicle head 1 are completely controlled by the motor intelligent controller 14.

Meanwhile, as shown in fig. 2, 4, 6, 7 and 14, each car 2 in the car group in the present embodiment is provided with a car battery pack 15 for supplying electricity for life to the car 2, the carriage battery packs 15 are connected to a charging input port 16 of the carriage battery pack arranged on the carriage 2 (namely a control carriage 2 a) adjacent to the head-tail traction carriage 1 through connecting lines, each traction locomotive 1 is provided with a carriage storage battery charging output port 17 which is in plug-in fit with the carriage storage battery charging input port 16 on the adjacent carriage 2, the charging output port 17 of the carriage storage battery pack is connected with a carriage power supply battery pack 18 arranged in the traction vehicle head 1, when the cabin battery pack charge output port 17 is in mating engagement with the cabin battery pack charge input port 16, the storage battery pack 18 in the traction locomotive 1 charges each compartment storage battery pack 15; and the traction headstock 1 is provided with a carriage power supply battery pack charging interface 19 connected with the carriage power supply battery pack 18, the traction headstock 1 is provided with an opening for exposing the carriage power supply battery pack charging interface 19, and the opening is provided with an electrically controlled opening and closing door.

In this embodiment, each car 2 is provided with a car battery auxiliary charging interface 20 connected to the internal car battery 15, the car 2 is provided with an opening through which the car battery auxiliary charging interface 20 is exposed, and the opening is provided with an electronically controlled opening/closing door. The design completely considers the power consumption and the charging requirements after the carriage group is disconnected from the traction locomotive 1, so that the carriage storage battery pack 15 can be charged when the carriage group is parked at a garage or a platform. As with the power battery pack 3, the car supply battery pack 18 and the car storage battery pack 15 both employ a known lithium battery pack with BMS and are both communicatively connected to a manual driving terminal so that the driver can grasp the battery information.

Referring to the size design of the traction headstock 1 and the carriage 2 in the embodiment, as shown in fig. 3 and fig. 9, the contour design of the carriage 2 (for example, the middle carriage 2b, the cross-section contour design of the control carriage 2a is consistent with the design of the cross-section contour design) can refer to the existing high-speed rail, but the overall height of the carriage 2 is reduced due to the design of the low-chassis bogie 8, the height H1 from the top of the carriage 2 to the running rail 9 is set to be 2.50m in the embodiment, and the traction headstock 1 is a streamline headstock, and the height from the top of the streamline headstock to the running rail 9 is 2. The height H2 from the top to the bottom of the carriage 2, namely the height of the carriage 2 itself is 2.35m, and the wall thickness of the top wall and the bottom plate of the carriage is deducted, so the height in the carriage 2 can be controlled at 2m and the comfort of human body is still provided. The width L of the carriage 2 is 3.3m, which is consistent with the width of the existing high-speed rail carriage. The frontal area of the carriage as shown in FIG. 9 is designed to be 7.2m²About 57% of the windward area of the existing high-speed rail.

The purpose of reducing the frontal area is to reduce the wind resistance, and the final purpose of reducing the wind resistance is to balance the energy consumption when the ultra-high speed wheel-rail train set runs at high speed. Assuming that the present invention operates at an hour speed of 480km/h, the energy consumption is higher than that of the high-speed iron currently operating at an hour speed of 350km/h (480/350) ≈ 2 times. Since the windward area of the carriage 2 is about 57% of the existing high-speed rail, and the wind resistance is in direct proportion to the windward area, namely, the wind resistance of the train set is reduced by 57%, so that the energy consumption of the high-speed rail running at 480km/h can be almost the same as that of the high-speed rail running at 350km/h at present.

In the following, taking the mileage from the sea to beijing 1318km as an example, the statistical comparison of the data of the ultra-high-speed wheel-track train set, the current harmony number CRH380A and the magnetic levitation in japan sorb county on the electricity consumption, the time consumption, the power and the weight of the whole train is as follows:

	total number of joints/passenger compartment Number of knots/passenger	Average speed per hour （km/h）	Time consuming （h）	Average person per hundred kilometers Electric power consumptive (degree)	All consumption per man Electric (degree)	Power of whole vehicle （kw/h）	Electric machine Total number of	Power battery pack Weight (ton)	Manger vehicle Heavy (ton)
										Harmonious horn CRH380A	8/8/494	350	3.8	4.9	65	8472	16	0	515
Ultra-high speed wheel rail Train set	6/4/275	480	2.7	6.1	80	8337	16	155	354
										Yamanashi Prefecture, Japan Magnetic suspension	7/5/256	480	2.7	6.2	82	7920	0	0	228

From the above table, it can be seen that our ultra-high speed wheeltrack train is approximately 1 hour faster than the current harmony code CRH380A in time consumption, which is a great advantage, and the energy consumption is basically close according to the previous calculation. In terms of the weight of the whole vehicle, even if the super-high-speed wheel-rail train calculates the weight of the power battery pack 3, the weight of the full-scale train is still lighter than that of the current harmony number CRH 380A. As for the reduction of the number of passengers, it is possible to completely solve the problem by increasing the number of shifts.

Compared with the magnetic levitation system in the county of Japan, the magnetic levitation system is basically equivalent to the magnetic levitation system in terms of time consumption, hundred kilometers of electricity consumption per capita and the whole process of electricity consumption per capita, but as pointed out above, under the premise that the wind resistance design of the magnetic levitation system is completely the same as that of the magnetic levitation system, the magnetic levitation system has liquid nitrogen loss, so the total energy consumption is far higher than that of the magnetic levitation system. The current magnetic levitation cost is 6-7 hundred million per kilometer, and the total cost of the magnetic levitation from Shanghai to Beijing is about 8000 hundred million. And the total investment of the 1318km Beijing of our ultra-high rail-bound train is 20 hundred million, which is about 0.2 percent of the magnetic suspension cost, when the existing track is used in Shanghai. The total mileage of 350km speed-per-hour high-speed rails in China is about 15000km, even if the ultra-high-speed rails are configured according to the same passenger flow rate of the Jing and Hu line and the existing lines, the total investment is less than 300 hundred million yuan, and 50 percent of flights in China can be replaced. Even if a new track line is built, the manufacturing cost is not higher than that of the existing high-speed rail.

The ultra-high-speed wheel-rail train set has great significance compared with an airplane when the speed is increased to 450-600km/h, and taking the distance from Beijing to Guangzhou of 2298km as an example, when the average speed of the ultra-high-speed wheel-rail train set reaches 480km/h (electricity needs to be changed once midway for about 5 minutes), 4 hours and 50 minutes can be reached, and the flight time of the airplane is 3 hours and 5 minutes. Considering the factors of the advanced waiting time of passengers taking airplanes, the flight punctuality rate, security check, boarding, the runway sliding time and the like, and the common airport is far away from the urban area, and 2 hours is added on the basis of 3 hours and 5 minutes, namely 5 hours and 5 minutes, so that the actual operation time of the invention with the average speed of 480km/h is lower than that of the airplane, the invention can completely replace the air route within 2300km, and the consumption of aviation fuel can be greatly reduced.

For another example, if the train runs at an average speed of 480km/h from beijing to shanghai for 1318km, the train runs at an average speed of 480km/h without electricity change in the midway, the train can arrive within 50 minutes in 2 hours, the flight time of the airplane is 2 hours and 5 minutes, and if the factors of the advanced waiting time of passengers taking the airplane, the flight punctuality rate, security check, boarding, the runway taxi time and the like are considered, the time consumption of the train exceeds 3 hours, so that the train completely lacks advantages compared with the ultrahigh-speed train set.

The following describes, with reference to fig. 10 to 14, the following structural layouts of the swapping station used in cooperation with the ultra-high-speed wheel-rail train set:

firstly, as shown in fig. 10 and 11, the power exchanging station provided in this embodiment has a train set parking track 23 connected in parallel to one side of a traveling track 9 (omitted in fig. 10 and 11) and two working areas respectively arranged corresponding to two traction locomotives 1 at two ends of the train set, each working area is composed of a locomotive hoisting area a and a locomotive waiting area C respectively arranged at two sides of the train set parking track 23, and a locomotive charging area B located at the same side of the locomotive hoisting area a;

set up many locomotive hoist and mount rails 24 in locomotive hoist and mount district A side by side, every locomotive hoist and mount rail 24 has the extension section 24a that extends to locomotive charging district B, is equipped with along extension section 24a in the locomotive charging district B with the corresponding power battery group of power battery group charging interface 7 on the traction locomotive 1 fills electric pile 25. Since the number of the power battery pack charging interfaces 7 on the traction locomotive 1 of the ultra-high-speed wheel-rail train set corresponds to the number of the power battery packs 3, the total number is 8, and correspondingly, the number of the power battery pack charging piles 25 is 8. And a locomotive waiting parking track 34 is arranged in the locomotive waiting area C.

And a traveling mechanism for hoisting and pulling the locomotive 1 among the train set stopping track 23, the locomotive hoisting stopping track 24 and the locomotive to-be-loaded stopping track 34 is also arranged in the power conversion station.

The travelling mechanism in this embodiment is composed of a travelling support 26, a travelling rail 27 arranged on the travelling support 26, two travelling mechanism units 28 moving along the travelling rail 27, and two hoisting units 29 arranged on the travelling mechanism units 28, wherein each hoisting unit 29 is composed of a lifting mechanism and an electric control locking mechanism driven by the lifting mechanism to lift, and the top of the tractor head 1 is provided with a locking structure correspondingly matched with each electric control locking mechanism.

Of the two adopted travelling mechanism units, the upper one in fig. 10 is a dismounting travelling mechanism unit for dismounting the traction locomotive 1 from the train set parking track 23 and conveying the traction locomotive 1 to the locomotive hoisting parking track 24, and the other one is an installing travelling mechanism unit for hoisting the traction locomotive 1 on the locomotive hoisting parking track 24 to the locomotive waiting parking track 34.

Referring to fig. 12, the two traveling supports 26 are bilaterally symmetric, a traveling rail 27 is fixed on each traveling support 26, and the traveling mechanism unit 28 is composed of a traveling girder 28a, traveling rail wheels 28b installed at both ends of the traveling girder 28a and respectively matched with the traveling rails 27 on the two traveling supports 26, and a rail wheel driving motor (not shown) for driving the traveling rail wheels 28b to operate.

As shown in fig. 13, in the hoist unit 29 of the present embodiment, the lifting mechanism is composed of a fixed plate 31 to which the lifting drive device 30 is fixed and a lifting plate 32 which is driven to lift by the lifting drive device 30, and the lifting drive device 30 is a lifting motor. The fixing plate 31 is fixed to a traveling girder 28a of the traveling mechanism unit 28; the electric control locking mechanism is four electric rotating lock catches 33 fixed at the bottom of the lifting plate 32, and lock holes correspondingly matched with the electric rotating lock catches 33 are formed in the top of the traction vehicle head 1.

In the present embodiment, a lifting guide mechanism is installed between the lifting plate 32 and the fixing plate 31. The lifting guide mechanism is specifically four guide posts 35, and the lifting plate 32 is provided with guide holes matched with the guide posts 35.

Referring to fig. 14, the power exchanging station in this embodiment is provided with a control center, a communication terminal is disposed in the control center, and the traveling crane mechanism is provided with a traveling crane controller electrically connected to the traveling crane unit 28, the lifting mechanism, and the electrically controlled locking mechanism; the power battery pack charging pile 25 is provided with a power battery pack automatic charging connector which is automatically butted with the power battery pack charging interface 7 on the traction vehicle head 1 and a charging controller which is electrically connected with the power battery pack automatic charging connector.

Meanwhile, in the embodiment, a car power supply battery charging pile (omitted in the figure) is arranged in the car head charging area B and corresponds to the car power supply battery charging interface 19 on the traction car head 1, and an automatic car power supply battery charging connector which is automatically butted with the car power supply battery charging interface 19 and a charging controller which is electrically connected with the automatic car power supply battery charging connector are arranged on the charging connector.

The driving controller and the two charging controllers are connected with a communication terminal in the control center in a wired mode; the communication terminal is also connected with a cloud server of the train dispatching center through a wireless network and used for acquiring the shift, arrival time and position information of the train group. And the communication terminal is also connected with the motor intelligent controller 14 in the traction vehicle head 1 in a wireless mode in the embodiment. The manual driving terminal on the traction locomotive 1 is also connected with a cloud server of a train dispatching center through a wireless network and used for acquiring train dispatching information in real time.

In this embodiment, the traction vehicle head 1 is provided with an induction device for identifying and stopping at a predetermined position on a train set stopping track 23, a vehicle head hoisting stopping track 24 and an extension section 24a thereof, and the induction device is electrically connected with the motor intelligent controller 14 in the traction vehicle head 1.

The preset positions of the traction locomotive 1 on the train set stop track 23 and the locomotive hoisting stop track 24 refer to positions where the traction locomotive 1 stops, which can ensure that an electric control locking mechanism on a hoisting unit of a travelling crane mechanism is accurately matched with a locking structure at the top of the traction locomotive 1. The preset position of the traction vehicle head 1 on the extension section 24a of the vehicle head hoisting and parking track 24 means that the position of the traction vehicle head 1 which stops can ensure that the power battery pack charging interface 7 on the traction vehicle head 1 can be accurately butted with the power battery pack automatic charging connector on the power battery pack charging pile 25.

The sensing device adopts an image recognition sensing device. Similarly, the traveling mechanism in this embodiment is also provided with an image recognition sensing device for recognizing the position of the lower rail on the traveling beam 28a of the traveling mechanism unit 28, so that the traveling mechanism can be accurately parked above the corresponding rail.

The working principle of the invention is as follows:

And when receiving information that the train set is about to arrive at the station, the communication terminal sends an instruction to control any one of the traction locomotives 1 which are fully charged and stop in the locomotive charging area B, so that the traction locomotives are driven into the locomotive hoisting area A. The stopping position of the traction locomotive 1 on the locomotive hoisting stopping track 24 is controlled by the cooperation of the sensing device on the traction locomotive 1 and the sensing element on the train set stopping track 23, and once the train set is sensed to be in place, the sensing device sends a signal to the motor intelligent controller 14 on the traction locomotive 1 to stop.

After the traction vehicle head 1 is parked in place in the vehicle head hoisting area A, a communication terminal of the control center sends an instruction to a vehicle controller of a vehicle driving mechanism, the vehicle controller is a PLC controller, and the PLC controller coordinates the running mechanism unit 28, the lifting mechanism and the electric control locking mechanism to operate in a matched mode, so that the traction vehicle head 1 is hoisted to the vehicle head waiting area C.

When the train set arrives at the station, the train set firstly drives into the train set stop track 23 which is connected with the running track 9 in parallel, and after the train set stops in place, the front traction vehicle head 1 and the rear traction vehicle head 1 are both positioned in the vehicle head hoisting area A. And then the front traction vehicle head 1 and the rear traction vehicle head 1 are automatically disconnected from the carriage group after receiving the command of the manual driving terminal. At this time, the communication terminal of the control center sends a signal to the traveling crane controller to drive the traveling crane mechanism to hoist the traction vehicle head 1 after being disengaged to the vehicle head hoisting parking track 24 of the vehicle head hoisting area A.

And then the running mechanism continues to work to hoist the fully charged traction locomotive 1 which is previously waited in the locomotive waiting area C to the train set stopping track 23, the connection with the carriage set is completed under the control of the manual driving terminal, and then the train set can continue to finish running.

And the internal motor intelligent controller 14 of the replaced traction locomotive 1 which is lifted to the locomotive lifting and parking track 24 before drives the traction locomotive 1 to run to the locomotive charging area B along the extension section 24a after receiving the instruction of the control center communication terminal. The traction vehicle head 1 is stopped to a preset position under the matching control of an induction device on the traction vehicle head 1 and an induction element on the extension section 24a, namely the power battery pack charging interface 7 on the traction vehicle head 1 is aligned with the power battery pack charging pile 25, and the carriage power supply battery pack charging interface 19 on the traction vehicle head 1 is also aligned with the carriage power supply battery pack charging pile.

After the traction vehicle head 1 is parked in place, the bin gates at the positions of the power battery pack charging interface 7 and the compartment power supply battery pack charging interface 19 on the traction vehicle head 1 are opened. The communication terminal sends a command to a charging controller of the power battery pack charging pile 25, and controls the automatic charging connector of the power battery pack to be in butt joint with the charging interface 7 of the power battery pack to charge; and the communication terminal also sends a command to a charging controller of the charging pile of the carriage power supply battery pack to control the automatic charging connector of the carriage power supply battery pack to be in butt joint with the charging interface 19 of the carriage power supply battery pack to carry out charging.

It should be understood that the above-mentioned embodiments are only illustrative of the technical concepts and features of the present invention, and are intended to enable those skilled in the art to understand the contents of the present invention and implement the present invention, and not to limit the scope of the present invention. All modifications made according to the spirit of the main technical scheme of the invention are covered in the protection scope of the invention.

Claims

1. A power switching railway system of an ultra-high-speed wheel-rail train set comprises the ultra-high-speed wheel-rail train set, wherein a traction locomotive (1) capable of being controlled to be separated is arranged at the head and the tail of the ultra-high-speed wheel-rail train set, the traction locomotive (1) is a pure electric traction locomotive directly driven by a power battery pack (3), and a power battery pack charging interface (7) connected with an internal power battery pack (3) is arranged on the pure electric traction locomotive; the system is characterized by also comprising at least one swapping station which is arranged on a running track (9) of the ultra-high speed wheel-rail train set and used for rapidly replacing and charging the traction locomotive (1); the power station comprises a train set stopping track (23) connected to one side of a running track (9) in parallel and a working area arranged corresponding to at least one traction locomotive (1) at two ends of the train set, wherein the working area comprises a locomotive hoisting area (A) and a locomotive charging area (B) which are arranged on one side of the train set stopping track (23);

a plurality of headstock hoisting and docking tracks (24) are arranged in the headstock hoisting area (A) side by side, each headstock hoisting and docking track (24) is provided with an extension section (24 a) extending to a headstock charging area (B), and power battery pack charging piles (25) corresponding to power battery pack charging interfaces (7) on the traction headstock (1) are arranged along the extension sections (24 a) in the headstock charging area (B);

the train unit hoisting device is characterized by further comprising a travelling mechanism used for hoisting and conveying the traction locomotive (1) between the train unit parking track (23) and the locomotive hoisting parking track (24), wherein the travelling mechanism comprises a travelling support (26), a travelling track (27) arranged on the travelling support (26), at least one travelling mechanism unit (28) moving along the travelling track (27) and a plurality of hoisting units (29) arranged on the travelling mechanism units (28), each hoisting unit (29) comprises a lifting mechanism and an electric control locking mechanism driven by the lifting mechanism to lift, and the top of the traction locomotive (1) is provided with a locking structure correspondingly matched with each electric control locking mechanism.

2. The system for replacing electric railways of ultra-high-speed wheel-rail train units according to claim 1, wherein the lifting mechanism comprises a fixing plate (31) fixed with a lifting driving device (30) and a lifting plate (32) driven by the lifting driving device (30) to lift, the fixing plate (31) is fixed on the walking mechanism unit (28); the electric control locking mechanism is more than one electric rotating lock catch (33) arranged on the lifting plate (32), and the top of the traction vehicle head (1) is provided with lock holes correspondingly matched with the electric rotating lock catches (33).

3. The system for replacing the electric power railway system for the ultra-high-speed wheel-rail train set according to claim 1, wherein the working area further comprises a train head waiting area (C) which is arranged on the other side of the train set parking track (23) and is opposite to the train head hoisting area (A), and a train head waiting track (34) is arranged in the train head waiting area; the two traveling mechanism units (28) are used for detaching the traction locomotive (1) from the train set parking track (23) and conveying the traction locomotive to the locomotive hoisting parking track (24), and the other one is used for hoisting the traction locomotive (1) on the locomotive hoisting parking track (24) to the locomotive to-be-loaded parking track (34).

4. The system according to claim 1, 2 or 3, wherein the number of the traveling supports (26) of the traveling mechanism is two, the traveling supports are bilaterally symmetrical, a traveling rail (27) is fixed on each traveling support (26), and the traveling mechanism unit (28) comprises a traveling girder (28 a), traveling rail wheels (28 b) which are arranged at two ends of the traveling girder (28 a) and respectively matched with the traveling rails (27) on the two traveling supports (26), and a rail wheel driving motor which drives the traveling rail wheels (28 b) to run.

5. The system for replacing an electric railway system of an ultra-high speed wheel-rail train set as claimed in claim 2, wherein a lifting guide mechanism is installed between the lifting plate (32) and the fixing plate (31).

6. The system according to claim 1, wherein a control center is arranged in the battery replacement station, a communication terminal is arranged in the control center, and the traveling mechanism comprises a traveling controller electrically connected with the traveling mechanism unit (28), the lifting mechanism and the electric control locking mechanism; the power battery pack charging pile (25) is provided with a power battery pack automatic charging joint which is automatically butted with a power battery pack charging interface (7) on the traction vehicle head (1) and a charging controller which is electrically connected with the power battery pack automatic charging joint; the driving controller and the charging controller are connected with a communication terminal in the control center in a wireless or wired mode; the communication terminal is also connected with a cloud server of the train dispatching center through a wireless network and used for acquiring the shift, arrival time and position information of the train group.

7. The system for replacing an electric railway system of an ultra-high speed wheel-rail train set according to claim 6, wherein the ultra-high speed wheel-rail train set further comprises a carriage set formed by a plurality of carriages (2), two ends of the carriage set are connected with the traction locomotive (1), and the speed per hour of the continuous and stable operation of the train set is 450 and 600 km/h; a power mechanism is arranged in the traction vehicle head (1), the power mechanism comprises a plurality of pairs of wheels (6) which are directly driven by a motor (5) and are arranged on each vehicle head bogie (4), and a power battery pack (3) for supplying power to the motor (5), and the motor driving power of a single wheel is 500-700 kw; the bottom of the carriage (2) is provided with a low chassis bogie (8), the height from the top of the carriage (2) to the running track (9) is set below 2.6m, the height from the top of the carriage (2) to the bottom of the carriage is 2.35-2.5 m, the traction vehicle head (1) is a streamline vehicle head, and the height from the highest position of the top of the traction vehicle head to the running track (9) is below 2 m;

the control carriages (2 a) are arranged in the carriage group and adjacent to the traction headstock (1) from head to tail, a cockpit (11) is arranged in each control carriage (2 a), an artificial driving terminal is arranged in each cockpit (11), the artificial driving terminal is connected with a carriage control connection port (12) arranged on the control carriage (2 a) through a connecting wire, a headstock control connection port (13) which is in plug fit with the carriage control connection port (12) is arranged on the traction headstock (1), and the headstock control connection port (13) is connected with a power battery pack (3) and a motor intelligent controller (14) which is arranged in the traction headstock (1) and is used for controlling the running of a motor (5) through the connecting wire; the manual driving terminal is connected with a cloud server of a train dispatching center through a wireless network, and the motor intelligent controller (14) is connected with a communication terminal in the control center through a wireless network;

or an AI driving terminal is arranged in the traction locomotive (1), is electrically connected with the power battery pack (3) and the motor (5) and is used for automatically controlling the traction locomotive (1) to run, and is connected with a cloud server of the train dispatching center and a communication terminal in the control center through a wireless network.

8. An ultra-high speed wheel-rail train assembly and interchange electric railway system according to claim 7, characterized in that each pair of two wheels (6) is directly driven by a respective independent electric motor (5), or each pair of two wheels (6) is coaxially connected by an axle, and the electric motor (5) directly drives the two wheels (6) to run synchronously via the axle.

9. The system for replacing the electric railway system for the ultra-high speed wheel-rail train set according to claim 7 is characterized in that the traction locomotive (1) is provided with a sensing device for identifying and stopping at a preset position on a train set stopping track (23), a locomotive hoisting stopping track (24) and an extension section (24 a) thereof, and the sensing device is electrically connected with an intelligent motor controller (14) or an AI driving terminal in the traction locomotive (1).

10. The system according to claim 7, wherein each carriage (2) in the carriage group is internally provided with a carriage storage battery (15) for supplying domestic electricity to the carriage (2), the carriage storage batteries (15) are connected to a carriage storage battery charging input port (16) arranged on the carriage (2) adjacent to the head and tail traction vehicle head (1) through a connecting line, each traction vehicle head (1) is provided with a carriage storage battery charging output port (17) matched with the carriage storage battery charging input port (16) on the adjacent carriage (2), the carriage storage battery charging output port (17) is connected with a carriage power supply battery (18) arranged in the traction vehicle head (1), when the carriage storage battery charging output port (17) is in plug-in fit with the storage battery charging input port (16), each compartment battery pack (15) is charged by a compartment power supply battery pack (18); a compartment power supply battery pack charging interface (19) connected with the compartment power supply battery pack (18) is arranged on the traction headstock (1), an opening for exposing the compartment power supply battery pack charging interface (19) is arranged on the traction headstock (1), and an electronically controlled opening and closing bin door is arranged on the opening; and a carriage power supply battery pack charging pile is correspondingly arranged in the headstock charging area (B), and a carriage power supply battery pack automatic charging connector which is automatically butted with the carriage power supply battery pack charging interface (19) and a charging controller which is electrically connected with the carriage power supply battery pack automatic charging connector are arranged on the headstock charging area (B).

11. The system according to claim 10, wherein each carriage (2) is provided with a carriage battery auxiliary charging interface (20) connected with an internal carriage battery (15), the carriage (2) is provided with an opening for exposing the carriage battery auxiliary charging interface (20), and the opening is provided with an electrically-controlled opening and closing door.

12. An ultra high speed wheel rail train unit swap electric railway system according to claim 7, wherein the diameter of the wheel (6) is 1000-1300 mm.

13. The system for replacing the electric power railway system of the ultra-high speed wheel-rail train set according to claim 7, characterized by further comprising a thermostatic control box arranged in the tractor head (1) and used for accommodating the power battery set (3).

14. The system according to claim 7, wherein the number of the power battery packs (3) corresponds to the number of the motors (5) one by one, each power battery pack (3) is provided with an independent power battery pack charging interface (7), the tractor head (1) is provided with an opening for exposing the power battery pack charging interface (7), and the opening is provided with an electronically controlled opening and closing door.

15. An ultra high speed wheel rail train unit swap electric railway system according to claim 7, wherein the top-to-bottom height of the car (2) is 2.35 m.

16. The system for replacing electric railways of ultra-high-speed wheel-rail train sets as claimed in claim 7, characterized in that the tractor head (1) and the adjacent carriage (2) are connected and locked through an electric control traction locking mechanism, and the electric control traction locking mechanism is driven and controlled by a manual driving terminal in a cockpit (11) or an AI driving terminal in the tractor head (1).

17. An ultra-high speed wheel-rail train set-up and interchange electric railway system as claimed in claim 7, characterized in that the number of wheels (6) on each tractor head (1) is 8, and the motor driving power of the single wheel is 650 kw.

18. The system according to claim 7, wherein the width of the carriage (2) is 3.3-4.0 m, and the windward area of the carriage (2) is 6-7.2 m²。

19. The system according to claim 7, wherein the number of the carriages (2) in the carriage group is 3-5.