CN201548412U - Complete vehicle test device of railway traction engine - Google Patents

Abstract

A complete vehicle test device of a railway traction engine belongs to the field of test and control of a traction motor system, solves the problems of traction and brake of a complete vehicle test device of an existing engine, and truly simulates the load characteristics during vehicle traction/brake process. The complete vehicle test device comprises N sets of single shaft components, each set of single shaft component comprises a track wheel, a universal coupling node, a synchronous gearbox, a torque sensor and a flywheel which are connected sequentially, wherein N=4, 6, or 8, and a compensating motor can be connected between the torque sensor and the flywheel in each set of single shaft component. The complete vehicle test device can truly simulate the load characteristics of trains, can complete the tests of traction characteristics and brake characteristics of the engine, and store electric energy through the flywheel during the process of the traction characteristic test. The electric energy is fed back to a street net through the brake device during the brake characteristic test, and highly-effective utilization of energy is achieved. The compensating generator can be controlled to simulate the characteristics of drag force and the like of a train during the process of upslope, descending and stable running, and detection results are led to be more real and reliable.

Description

A kind of whole railway traction locomotive tester

Technical field

The utility model belongs to traction electric machine system test and control field, is specifically related to a kind of whole railway traction locomotive traction and the test unit of braking, and adopts flywheel as major equipment.

Background technology

In order to ensure the operation of the normal safety of railway locomotive, locomotive through excessive, in all need to carry out the car load testing experiment after repairing, the existing railway locomotive complete vehicle test of China generally adopts dual mode to carry out.

A kind of be with motor as to dragging load, change the locomotive load and carry out complete vehicle test by regulating the motor output power; When load motor during as generator operation, locomotive is in traction state, regulates the locomotive traction watt level by the electric power that changes load motor output, measures the pulling figure under given torque and rotating speed; When load motor moved as motor, load motor needed by external power source, and this moment, locomotive was in the electric braking state, by changing braking power and retarding torque, the braking characteristic of test locomotive.The characteristics of this mode are, corresponding relation is obvious, and structure is comparatively simple, but also exist significantly not enough.The motor that at first no matter to adopt which kind of form is as load, its power supply capacity must be greater than the total volume of locomotive traction power, with six axis AC transmission electric power locomotives is example, the driving power of each is 1600kw, then the motor total volume needs greater than 6 * 1600kw=9600kw, and the drive unit capacity of motor also must be corresponding with the capacity of motor, and excessive capacity causes whole input excessive; Secondly, when carrying out pulling test, motor load with electric drilling match must be provided, if adopt the energy consumption mode, must possess the energy consumption bleeder, if adopt electric feedback mode, then the speed governing drive unit must possess electric feedback function and obtain the relevant supporting approval of electric power, also needs configuration power-supply system separately when testing and brake; Once more, electricity consumption load simulation inertia load not only causes the fluctuation of rotating speed easily, also has the problem in dead band at low-speed region.Therefore, to dragging mode in process of the test, on the one hand simple electricity consumption load simulation inertia load can not be apt to simulation Train Dynamic and steady state operating condition to the greatest extent, also can produce electrical network when connecting electrical network and impact; Owing to the power grade of motor, automatically controlled, power supply is required all very high, cause construction cost, operation maintenance too high on the other hand, whole system is bigger to the demand of electric energy, also causes the waste of power when adopting the energy consumption mode during traction.

Another kind is to be main locomotive load with motor, is that mobile equilibrium detects test to the locomotive car load for the mode of assistant load with little mass flywheel.This test method; still adopt motor as basic load; its capacity needs close with the locomotive engine total volume; adopt little mass flywheel that the test unit is compensated simultaneously; can solve each fluctuation of speed that causes when going up the traction electric machine speed governing of locomotive; avoid in the locomotive test process problems such as protection that cause because of each speed discrepancy, strengthened the stability of system in the locomotive test process.Totally continued motor to dragging the simple and clear characteristics of mode, problems such as the fluctuation of speed that the inertia load band has been simulated in the solution electrical load, but because motor as basic load, still has the high-power problem of bringing, there is more powerful waste.

Summary of the invention

The utility model provides a kind of whole railway traction locomotive tester, solves the problem that needs a large amount of external energy supplies when the energy consumption problem that locomotive complete vehicle test device exists, particularly locomotive brake are tested that has now; Simulate simultaneously the inertia load characteristic in the traction/braking procedure of locomotive more realistically, make testing result more true and reliable.

A kind of whole railway traction locomotive tester of the present utility model is made up of N cover single shaft assembly, and every cover single shaft assembly comprises rail wheel, star coupling, synchromesh transmission, torsion torque sensor and the flywheel that connects successively, and N=4,6 or 8 is characterized in that:

Each overlaps the synchromesh transmission of single shaft assembly, and its vertical coupling part is the variable part, guarantees respectively to organize flywheel by speed change and operates under the high rotating speed that can satisfy load characteristic and link to each other its gear ratio with single shaft $i=\frac{R_L\·{\mathrm{\ω}}_{\max }}{V_{\max }};$ The horizontal coupling part of synchromesh transmission is a sync section, adopts as required, and the N between centers guarantees that by this connection each single shaft assembly output shaft synchronous error satisfies testing requirements;

Each overlaps in the single shaft assembly, and described Rotary Inertia of Flywheel J is by load total kinetic energy E and flywheel maximum speed ω _MaxDecision:

$J=\frac{2\·E}{N\·{\mathrm{\ω}}_{\max }^2},$

Load total kinetic energy E is by locomotive top speed V _Max, trailing weight M decision:

Described flywheel maximum speed ω _MaxBy locomotive top speed V _Max, the right radius R L of locomotive wheel and synchromesh transmission rotating ratio i limit:

ω _max＝i×V _max/R _L，

The pass of described Rotary Inertia of Flywheel J and flywheel density of material ρ, radius R, thickness D is:

$J=\frac{1}{2}\mathrm{\π\ρ}{R}^{4}D,$

The radius R of described flywheel and flywheel material specific strength σ _hThe qualified relation of/ρ is:

$\frac{1}{4}{R}^2\×{{\mathrm{\ω}}_{\mathrm{MAX}}}^2\≤{\mathrm{\σ}}_h/\mathrm{\ρ}.$

Described whole railway traction locomotive tester is characterized in that:

In described every cover single shaft assembly, be connected with small electromotor between torsion torque sensor and the flywheel, the power P of described small electromotor ₂By the permanent power P of locomotive ₁Equivalent power P with flywheel ₃Decision:

P ₂＝P ₁/N-P ₃，

The equivalent power P of described flywheel ₃By locomotive top speed V _Max, locomotive continuous speed V _N, trailing weight M, locomotive output-constant operation time t or determine apart from S:

${\mathrm{<figure-callout\; id="3"\; label="P"\; filenames="H2009202685987E00021.png,H2009202685987E00022.png"\; state="\{\{state\}\}">P</figure-callout>}}_3=M(V_{\max }^2-V_N^2)/2\&CenterDot;N\&CenterDot;t,$

${\mathrm{<figure-callout\; id="3"\; label="P"\; filenames="H2009202685987E00021.png,H2009202685987E00022.png"\; state="\{\{state\}\}">P</figure-callout>}}_3=M(V_{\max }^3-V_N^3)/3\&CenterDot;N\&CenterDot;S.$

In the utility model, the effect of rail wheel is to replace rail to bear Locomotive Axle Load and transmitting tractive power, and its outer rim shape is identical with rail's end portion.The diameter D of rail wheel and domestic electric locomotive monolithic wheel equal diameters, D=1250mm.The manufacturing process of rail wheel is identical with the locomotive driving wheel.When utilizing the utility model to test, locomotive places on the utility model, and the pressure wheel of each of locomotive wheel spool is on the rail wheel of correspondence.

Star coupling is as the transmission connecting piece, and the output terminal of an end and rail wheel links, and the other end and synchromesh transmission link.

Synchromesh transmission by its synchronous effect, guarantees that each single shaft assembly output shaft synchronous error of the utility model satisfies testing requirements on the one hand, improves the reliability that the complete vehicle test platform detects; By its chronotropic action, speed governing guarantees that respectively organizing flywheel operates under the high rotating speed that can satisfy load characteristic on the other hand.

Torque sensor is used for detecting the speed of each single shaft assembly output shaft of the utility model and the moment of transmission, for test control provides data.

Small electromotor can be simulated the different drag characteristics that exist under the different operating condition of train.

Flywheel is simulated the load characteristic that train is run into when truly moving as the main inertia load in the locomotive test.

Pulling test and brake test that locomotive complete vehicle test most important two big pilot projects are locomotives.Control curve in the locomotive tractive characteristic process of the test as shown in Figure 1, horizontal ordinate is that speed, ordinate are tractive force, 13 gears (the velocity variations value of each inter-stage can be set according to the model of concrete locomotive traction motor) when 13 curves that are labeled as 1N～13N among the figure are represented locomotive traction respectively.Every gear curve is divided into two stages, permanent tractive force boost phase and permanent power boost phase.At the initial stage of traction, static tourbillon reveals the load characteristic that starts corresponding big inertia, high inertia with stationary vehicle.This moment, locomotive started with permanent tractive force, and corresponding flywheel starts with permanent torque, and rotating speed rises rapidly, and flywheel reaches lasting rotating speed, and promptly locomotive reaches continuous speed.The flywheel of this moment possesses certain rotating speed, the quadratic relation of the approximate flywheel rotational speed omega of its drag characteristic D, and air resistance is approximate consistent when moving on the line with locomotive, and with the rising of speed, resistance is 2 powers and rises.This moment, locomotive switched to permanent power phase, speed continues to rise, but tractive force descends gradually, pull-up torque descends thereupon, and since resistance with the speed fast rise, so acceleration descend fast, up to flywheel stable operation under a certain rotating speed, coasting when being similar to train driving, very for a short time being mainly used in of drag torque this moment overcomes flywheel air resistance and gearing friction resistance (be similar to tractive force and overcome the locomotive resistance).

Control curve in the locomotive brake attribute testing process as shown in Figure 2, horizontal ordinate is that speed, ordinate are tractive force, 12 gears (the velocity variations value of each inter-stage can be set according to the model of concrete locomotive traction motor) when 12 curves that are labeled as 1N～12N among the figure are represented locomotive brake respectively.The pulling figure test of similar locomotive can adopt permanent damping force, accurate constant velocity characteristics control mode that the brake test of locomotive type is detected.Because when pulling test before, flywheel has accumulated a large amount of mechanical energy, at this moment, can the driving wheel on the flywheel be fed back to the railway electrical network by the energy feedback equipment on the locomotive at the different braking tractive force of locomotive.

By the load characteristic of above-mentioned flywheel and locomotive traction motor traction/brake test as can be known, the reflection train that flywheel all can be good in permanent tractive force and permanent power output area dynamically and steady-state characteristic.Therefore, the material by reasonably selecting flywheel for use, the physical dimension design of improving flywheel, guarantee enough moment of inertia and maximum speed and satisfy the requirement of strength of flywheel under different operating modes.Adopt flywheel can solve the required supply of electrical energy problem of locomotive electric cad system brake test effectively as the locomotive complete vehicle test device of energy storage device.In the locomotive traction process of the test, electric energy in the railway electrical network is converted into mechanical energy in the flywheel by locomotive, in the electric braking test process of locomotive, by the traction electric machine of flywheel drive locomotive, most of mechanical energy of inciting somebody to action wherein by the mode of electric braking is fed back in the railway electrical network by locomotive.This locomotive complete vehicle test device can reduce the consumption of electric energy in the process of the test greatly, and will improve the service efficiency of electric energy greatly, reduces operation, maintenance and management expense.

In the actual track operational process of locomotive, there are multiple road surface situations such as ascents and descents, and under different operating conditions, also have different drag characteristics.For example, during the locomotive climbing, the energy of locomotive output not only quickens to locomotive, is converted to the kinetic energy of locomotive, overcomes gravity acting simultaneously.And during flywheel design, be that to travel with the level land be benchmark, design by the kinetic energy of locomotive, can't simulated gravity acting part.So single flywheel for these actual operating conditions, is can't real simulation, can't satisfy the requirement that the locomotive dynamic test detects.Therefore, the utility model proposes and utilize motor that the test unit is compensated, and according to given characteristic require to motor design, type selecting and control.Small electromotor can be at different road surface situations and different drag characteristics, on the basis to its analysis and modeling, with this type of operating mode real simulation and feed back in the complete vehicle test.

But the load characteristic of the utility model real simulation train, can finish tests such as the pulling figure of locomotive and braking characteristic, and the electric energy in the pulling figure process of the test is stored by flywheel, in the braking characteristic test, feed back to road network through clamping device, realize the efficient utilization in energy ground.By the compensating action of small electromotor, the drag characteristic under the multiple road surface situation in the real simulated circuit operational process and the different operating modes makes that the testing result of locomotive complete vehicle test platform is more true and reliable.

Description of drawings

Fig. 1. locomotive tractive characteristic control curve;

Fig. 2. locomotive brake Characteristics Control curve;

Fig. 3. single shaft independence flywheel form structural scheme of mechanism;

Fig. 4. the single shaft small electromotor form structure synoptic diagram of connecting with flywheel;

Fig. 5. six axis AC transmission electric power locomotive complete vehicle test device one-piece construction synoptic diagram;

Mark among the figure: rail wheel 1, star coupling 2, synchromesh transmission 3, torsion torque sensor 4, small electromotor 5, flywheel 6, electrical control cubicles 7, generator excitation power 8, resistor box 9.

Embodiment

Figure 3 shows that a single shaft assembly embodiment of the present utility model, the single shaft assembly is connected to form by rail wheel 1, star coupling 2, synchromesh transmission 3, torsion torque sensor 4, flywheel 6 orders.

Below the flywheel 6 that connects on the single shaft assembly is carried out size design.The continuous service speed of supposing locomotive is 65km/h, top speed is 120km/h, the single shaft power of traction motor is 1600kw, the train traction load quality that the single shaft traction electric machine is shared is 1000T, if the flywheel maximum speed of top speed correspondence is 3000 rev/mins, then the rotating speed of continuous speed is about 1600 rev/mins under the same gear ratios.By formula $J=2\&CenterDot;E/N\&CenterDot;{\mathrm{\&omega;}}_{\max }^2$ Calculate flywheel inertia and be about 11270kgm ²/ s ²If adopt density p=7.85 * 10 ³Kg/m ³, pulling strengrth is σ _h=1200MPa, specific strength σ _h/ ρ=1.529 * 10 ⁵Pa/ (kg/m ³) plow-steel when being material, flywheel adopts solid disc structure, then moment of inertia J and its quality are that m, radius are that R, thickness are the relation of D $J=\frac{1}{2}m{R}^2=\frac{1}{2}\mathrm{\&pi;\&rho;}{R}^{4}D,$ Get radius R=1m (this parameter can be chosen as the case may be), thickness D=0.915m then, respective quality m=π ρ R ²D=22540 (kg).

By limiting formula $\frac{1}{4}{R}^2\&times;{{\mathrm{\&omega;}}_{\mathrm{MAX}}}^2\&le;{\mathrm{\&sigma;}}_h/\mathrm{\&rho;}$ Check:

$\frac{1}{4}{R}^2\&times;{{\mathrm{\&omega;}}_{\mathrm{MAX}}}^2=\frac{1}{4}\&times;{(3000\&times;2\mathrm{\&pi;}/60)}^2\&ap;24649\&le;1.529\&times;{10}^5,$ Satisfy requirement of strength.

When the train load quality of flywheel simulation increases or the top speed of train operation when increasing, under the constant situation of flywheel maximum speed, Rotary Inertia of Flywheel volume on the corresponding single shaft assembly will increase, when the volume of single freewheel unit or single size can't satisfy testing requirements, can under the situation that always inertia is constant, single flywheel unit be split into the form of a plurality of freewheel unit series connection.

The range of speeds of star coupling 2, synchromesh transmission 3, torsion torque sensor 4 is calculated by the top speed of given locomotive in the present embodiment, and its corresponding maximum (top) speed is 3000 rev/mins, and the range of speeds multiply by 1.5 times of surpluses, and scope is 0～4500 rev/min.

The torque range of star coupling 2, synchromesh transmission 3, torsion torque sensor 4 is calculated by the peak power and the corresponding continuous speed of given locomotive in the present embodiment, and torque capacity 531KN, torque range multiply by 1.5 times of surpluses, and scope is 0～800KN.

Figure 5 shows that another single shaft assembly of the utility model embodiment, on first embodiment basis shown in Figure 4, increase small electromotor, every cover single shaft assembly is connected to form by rail wheel 1, star coupling 2, synchromesh transmission 3, torsion torque sensor 4, small electromotor 5, flywheel 6 orders.It is consistent that locomotive parameters is set the same example.

Drag characteristic when the adding small electromotor can be simulated train upward slope and stable operation.Go up a slope the permanent power power of 10km (speed is raised to 120km/h from 65km/h) that travels for example calculating small electromotor with requirement of experiment simulation.

The power P of small electromotor ₂By the permanent power P of locomotive ₁With flywheel equivalent power P ₃Decision:

P ₂＝P ₁/N-P ₃；

Flywheel equivalent power P ₃For:

${\mathrm{<figure-callout\; id="3"\; label="P"\; filenames="H2009202685987E00021.png,H2009202685987E00022.png"\; state="\{\{state\}\}">P</figure-callout>}}_3=M(V_{\max }^3-V_N^3)/3\&CenterDot;N\&CenterDot;S$

$=6\&times;{10}^6\&CenterDot;({(120\&times;\frac{1000}{3600})}^3-{(65\&times;\frac{1000}{3600})}^3)/3\&times;6\&times;{10}^4$

$\&ap;1040\left(\mathrm{KW}\right)$

The Daheng of locomotive power power P ₁=9600 (KW),

The peak power P of small electromotor ₂For:

P ₂＝P ₁/N-P ₃＝1600-1040＝560(KW)，

So select the small electromotor 5 of 3000 rev/mins of rated power 600kw, rated speed can meet the demands the relevant control of corresponding selection cabinet 7, field power supply 8, resistance box 9.

Figure 6 shows that the utility model is used for six axis AC electric locomotive complete vehicle test platforms, this structure adopts 6 covers single shaft assembly as shown in Figure 5, and every cover single shaft assembly comprises rail wheel 1, star coupling 2, synchromesh transmission 3, torsion torque sensor 4, small electromotor 5, flywheel 6; Each parts is connected in series, and is simple in structure, is convenient to installation, debugging and operation maintenance.Other parts of this device are mainly used in control to small electromotor 5 as electrical control cubicles 7, field power supply 8, resistance box 9 etc.

The course of work of whole test device is as follows, in locomotive low speed pulling test interval, because the restriction of the exciting current of small electromotor can not be accomplished good adjusting to the output power of small electromotor; And belong to hard link between flywheel and the rail wheel, and mainly rely on the load characteristic of flywheel, guarantee that locomotive is similar to permanent tractive force operation; After treating that locomotive speed rises,, guarantee locomotive stable acceleration operation under the effect of permanent tractive force by the regulating action of small electromotor output power.After locomotive accelerates to a certain speed, it is constant that the tractive force of locomotive can't keep, enter the permanent power pulling test of locomotive interval this moment, we still can be by the control to the compensated dynamo output power, guarantee that locomotive quickens gradually under permanent power draw, detect test until finishing whole traction.In the brake test process of locomotive, start the electric braking feedback assembly of locomotive, the mechanical energy that flywheel is stored is by the transmission of synchromesh transmission and rail wheel, rely on the electric braking feedback assembly, be converted into electric energy and feed back to the railway electrical network, and finish simultaneously in this course the detection of locomotive brake characteristic is tested; Braking time is relevant with the maximum weight in working order of traction, braking power and braking time, braking torque and to draw maximum weight in working order relevant.Adopt the complete vehicle test device of this structure, the tangential force characteristic when flywheel is mainly simulated train load and train descending; Compensated dynamo is mainly used in the simulation train and goes up a slope and the drag characteristic when acceleration, deceleration, stable operation.

Claims (2)

1. a whole railway traction locomotive tester is made up of N cover single shaft assembly, and every cover single shaft assembly comprises rail wheel, star coupling, synchromesh transmission, torsion torque sensor and the flywheel that connects successively, and N=4,6 or 8 is characterized in that:

Each overlaps the synchromesh transmission of single shaft assembly, and its vertical coupling part is the variable part, guarantees respectively to organize flywheel by speed change and operates under the high rotating speed that can satisfy load characteristic and link to each other its gear ratio with single shaft $i=\frac{R_L\&CenterDot;{\mathrm{\&omega;}}_{\max }}{v_{\max }};$ The horizontal coupling part of synchromesh transmission is a sync section, adopts as required, and the N between centers guarantees that by this connection each single shaft assembly output shaft synchronous error satisfies testing requirements;

Each overlaps in the single shaft assembly, and described Rotary Inertia of Flywheel J is by load total kinetic energy E and flywheel maximum speed ω _MaxDecision:

$J=\frac{2\&CenterDot;E}{N\&CenterDot;{\mathrm{\&omega;}}_{\max }^2},$

Load total kinetic energy E is by locomotive top speed V _Max, trailing weight M decision:

Described flywheel maximum speed ω _MaxBy locomotive top speed V _Max, the right radius R of locomotive wheel _LLimit with the rotating ratio i of synchromesh transmission:

ω _max＝i×V _max/R _L，

The pass of described Rotary Inertia of Flywheel J and flywheel density of material ρ, radius R, thickness D is:

$J=\frac{1}{2}\mathrm{\&pi;\&rho;}{R}^{4}D,$

The radius R of described flywheel and flywheel material specific strength σ _hThe qualified relation of/ρ is:

$\frac{1}{4}{R}^2\&times;{{\mathrm{\&omega;}}_{\mathrm{MAX}}}^2\&le;{\mathrm{\&sigma;}}_h/\mathrm{\&rho;}.$

2. whole railway traction locomotive tester as claimed in claim 1 is characterized in that:

In described every cover single shaft assembly, be connected with small electromotor between torsion torque sensor and the flywheel, the power P of described small electromotor ₂By the permanent power P of locomotive ₁Equivalent power P with flywheel ₃Decision:

P ₂＝P ₁/N-P ₃，

The equivalent power P of described flywheel ₃By locomotive top speed V _Max, locomotive continuous speed V _N, trailing weight M, locomotive output-constant operation time t or determine apart from S:

$P_3=M(V_{\max }^2-V_N^2)/2\&CenterDot;N\&CenterDot;t,$

$P_3=M\left(V_{\max }^3{-V}_N^3\right)/3\&CenterDot;N\&CenterDot;S.$

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