POWER DECENTRALIZED ELECTRIC LOCOMOTIVE APPARATUS

A power decentralized electric locomotive apparatus includes an electric locomotive and a plurality of muck trucks. The electric locomotive and the plurality of muck trucks are connected in sequence, and a mater drive motor is fixedly mounted on the electric locomotive. A slave drive motor is fixedly mounted on at least one of the muck trucks; a torque of the slave drive motor is smaller than a torque of the mater drive motor; and the slave drive motor cooperates with the mater drive motor, to enable the muck truck to travel on rails and reduce drive power and self-weight of the electric locomotive.

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Description
CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a national phase entry under 35 USC § 371 of International Application No. PCT/CN2021/130457, filed on Nov. 12, 2021, which claims priority to Chinese Patent Application No. 202111280612.7 filed on Nov. 1, 2021 by China Railway Engineering Services Co., Ltd. and titled “Power Decentralized Electric Locomotive Apparatus”, Chinese Patent Application No. 202111280644.7 filed on Nov. 1, 2021 by China Railway Engineering Services Co., Ltd. and titled “Self-driven Muck Truck”, Chinese Patent Application No. 202122651447.3 filed on Nov. 1, 2021 by China Railway Engineering Services Co., Ltd. and titled “Chassis Structure of Muck Truck”, Chinese Patent Application No. 202122651368.2 filed on Nov. 1, 2021 by China Railway Engineering Services Co., Ltd. and titled “Muck Weighing Device for Muck Truck”, and Chinese Patent Application No. 202122652184.8 filed on Nov. 1, 2021 by China Railway Engineering Services Co., Ltd. and titled “Muck Truck for Easy Dumping”, the entire contents of which are incorporated herein by reference for all purposes.

FIELD

The present disclosure relates to a field of building construction and more particularly to a power decentralized electric locomotive apparatus.

BACKGROUND

Electric locomotives and rear supporting systems are transport equipment for transporting muck out of tunnels and other materials such as mortar and segments into the tunnels during the shield construction of urban metro tunnels. The power of the whole equipment is concentrated on a single electric locomotive, and a drive motor is on an axle of the electric locomotive to increase traction power for the whole equipment. The rear supporting system consists of a plurality of muck trucks, one or two mortar trucks, and two to four segment trucks. The electric locomotive pulls and drives the muck trucks, mortar trucks and segment trucks for material transport.

In order to meet the requirements of different working conditions, the electric locomotive, which provides the traction power for the whole equipment, needs to increase a driving force and at the same time increase its own adhesive weight, to avoid slippage of wheels on rails. However, this approach leads to excessive self-weight of the electric locomotive, excessive axle weight of the electric locomotive, and excessive pressure on the wheels and rails, causing irreparable effects on the wheels and rails. For example, an existing electric locomotive with an 85-tonne self-weight generates a driving force of 217 kN; if a tractive force needs to be increased, it will definitely lead to a heavier electric locomotive with a greater axle weight, resulting in higher manufacturing costs, poorer braking performance and other problems.

The whole equipment mainly adopts electric brake and shoe brake, in which the electric brake is a common braking measure during operation of vehicles. When the electric locomotive is running downhill or decelerating, its AC asynchronous traction motor is in a state of generating electricity, which converts kinetic energy of the electric locomotive into electrical energy. For a traditional 85-tonne electric locomotive with a power centralized structure, due to uncontrollable situations in construction sites, oil or water that may exist on rails reduces a friction coefficient between wheels and rails, making the vehicle prone to slippage of the wheels on the rails when the vehicle is accelerating uphill or braking downhill.

Moreover, since the traditional 85-tonne electric locomotive is limited by its own adhesive weight, a reverse braking torque of the motor of the electric brake can only be consistent with a maximum traction torque, and an excess torque braking may lead to slippage of the wheels on the rails.

SUMMARY

The present disclosure aims to solve at least one of the technical problems in the related art to a certain extent.

Accordingly, an objective of the present disclosure is propose a power decentralized electric locomotive apparatus.

To realize the objective, a power decentralized electric locomotive apparatus according to the present disclosure includes an electric locomotive and a plurality of muck trucks. The electric locomotive and the plurality of muck trucks are connected in sequence, and a mater drive motor is fixedly mounted on the electric locomotive. A slave drive motor is fixedly mounted on at least one of the muck trucks; a torque of the slave drive motor is smaller than a torque of the mater drive motor; and the slave drive motor cooperates with the mater drive motor, to enable the muck truck to travel on rails and reduce drive power and self-weight of the electric locomotive.

BRIEF DESCRIPTION OF DRAWINGS

These and/or other aspects and advantages of embodiments of the present disclosure will become apparent and more readily appreciated from the following descriptions made with reference to the drawings, in which:

FIG. 1 is a schematic view of a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 2 is a front view of an electric locomotive in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 3 is a left sectional view of a muck truck in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 4 is a front sectional view of a muck truck in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 5 is an enlarged view of part A in FIG. 4;

FIG. 6 is a perspective view of a concave chassis in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 7 is a front view of a muck truck bogie in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 8 is a perspective view of a muck truck bogie in a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 9 is an electrical diagram of a powered decentralized electric locomotive according to an embodiment of the present disclosure;

FIG. 10 is an electrical diagram of a powered decentralized electric locomotive according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described in detail below, and examples of the described embodiments are shown in accompanying drawings, in which the same or similar elements and the elements having same or similar functions are denoted by like reference numerals. The following embodiments described with reference to the accompanying drawings are exemplary and are intended to explain the present disclosure rather than limit the present disclosure. Rather, embodiments of the present disclosure include all variations, modifications, and equivalents that fall within the spirit and connotation of the appended claims.

As shown in FIGS. 1-9, embodiments of the present disclose provide a power decentralized electric locomotive apparatus. The power decentralized electric locomotive apparatus includes: an electric locomotive 1, a plurality of muck trucks 2, a plurality of mortar trucks 41, and a plurality of segment trucks 42. The electric locomotive 1, the plurality of muck trucks 2, the plurality of mortar trucks 41, and the plurality of segment trucks 42 are connected in sequence. The electric locomotive 1 pulls the muck trucks 2, the muck trucks 2 in turn pull the mortar trucks 41, and the mortar trucks 41 in turn pull the segment trucks 42. As a result, the whole vehicle travels.

An electric locomotive bogie is fixedly mounted to a bottom of each of a front end and a rear end of the electric locomotive 1 through bolts. Two wheel pairs are rotatably mounted on a frame of the electric locomotive bogie by an axle box, and wheels of the wheel pairs are rollably mounted on rails 5. In such a way, the electric locomotive 1 can travel on the rails 5.

An electric locomotive gearbox is fixedly bolted to the frame of the electric locomotive bogie. A master drive motor 3 is fixedly bolted to an input end of the electric locomotive gearbox, such that the master drive motor 3 is fixedly mounted on the electric locomotive 1. The master drive motor 3 is a three-phase asynchronous AC variable frequency motor. Meanwhile, the input end of the electric locomotive gearbox is fixedly coupled to an output shaft of the master drive motor 3, and an output end of the electric locomotive gearbox is fixedly coupled to a wheel pair axle of the electric locomotive 1. Consequently, the master drive motor 3 drives the wheel pair of the electric locomotive 1 to rotate, enabling the electric locomotive 1 to travel on the rails 5, and realizing traction of the plurality of muck trucks 2.

The muck truck 2 includes a muck bucket 10, a concave chassis 11, and a muck truck bogie 12.

The concave chassis 11 has a groove in its central part, and an opening of the groove faces upwards. Ends of the concave chassis are end plates welded to both ends of the groove. The muck bucket 10 has a convex structure in the middle of its bottom, and the convex structure is mounted in the groove of the concave chassis 11 by a concave-convex fit, realizing installation of the muck bucket 10 on the concave chassis 11.

A bogie attachment seat 20 is welded to the end plate of the concave chassis 11 and is fixedly bolted to a center plate of a swing bolster 27 of the frame of the muck truck bogie 12. The end plate of the concave chassis 11 is fixedly mounted to the frame of the muck truck bogie 12 through the bogie attachment seat 20, realizing installation of the concave chassis 11 on the muck truck bogie 12.

A wheel pair of the muck truck bogie 12 are rollably mounted on the rails 5, enabling the entire muck truck 2 to travel on the rails 5.

A main beam 21 is fixedly mounted in a middle part of the end plate of the concave chassis 11 along a longitudinal direction, and a side edge beam 22 is fixedly mounted on a side of the concave chassis 11 along the longitudinal direction. The main beam 21 and the side edge beam 22 make the structure of the concave chassis 11 more stable and firm, in which the longitudinal direction is a direction from one end plate to the other end plate of the concave chassis 11.

A connection arm 16 is fixedly mounted at an end of the end plate of the concave chassis 11, and a traction connection seat 17 is fixedly mounted on the connection arm 16. By pulling the traction connection seat 17, the connection between the muck trucks 2, the connection between the muck truck 2 and the electric locomotive 1, and the connection between the muck truck 2 and the mortar truck 41 become stable and convenient.

The muck bucket 10 has two sidewalls in its length direction and two sidewalls in its width direction, and the four sidewalls are welded in sequence to form an opening of the muck bucket 10, which faces upwards.

Lifting pins are mounted in corresponding positions on the two sidewalls in the width direction of the muck bucket 10. An outer end of the lifting pin is exposed out of the sidewall of the muck bucket 10. A part of the lifting pin, located outside of the sidewall of the muck bucket 10, is the outer end, and another end opposite to the outer end is an inner end. The inner end of the lifting pin is used to connect the sidewalls of the muck bucket 10, and the outer end of the lifting pin is used to connect a lifting end of a lifting device, such that the lifting device can lift the muck bucket 10.

An exposed length of the outer end of the lifting pin on the sidewall of the muck bucket 10 is adjustable for use with the lifting end of the lifting device, such that muck buckets 10 with different lengths can be adapted to a common lifting device, which greatly enhances versatility, facilitates the dumping of the muck, and effectively reduces the cost of dumping the muck.

The lifting device includes a gantry crane and a gantry tool fixedly mounted to a hook of the gantry crane. The lifting end is a sling coupled to the outer end of the lifting pin. In such a way, the muck bucket 10 is lifted when the hook of the gantry crane is raised.

The adjustability of the exposed length of the outer end of the lifting pin on the sidewall of the muck bucket 10 can be achieved by the following mounting structure.

The lifting pin is threaded into the sidewall of the muck bucket 10 and is rotatable relative to the sidewall of the muck bucket 10, to adjust the exposed length of the outer end on the sidewall of the muck bucket 10. The structure is simple and facilitates the adjustment of the exposed length when ensuring a stable connection between the lifting pin and the sidewall of the muck bucket 10.

The inner end of the lifting pin is a threaded rod 35 and the outer end thereof is a lifting tube 40. A central axis of the threaded rod 35 coincides with a central axis of the lifting tube 40. The threaded rod 35 is welded and fixed to the lifting tube 40.

The sidewall of the muck bucket 10 has a threaded hole in which the threaded rod 35 is mounted. Hence, the lifting pin is threadly mounted on the sidewall of the muck bucket 10.

The lifting tube 40 is used for connection of the sling, and it should be ensured that the lifting tube 40 is always on an outer side of the sidewall of the muck bucket 10 during the adjustment of the exposed length of the lifting pin on the sidewall of the muck bucket 10. Meanwhile, an end of the lifting tube 40 is an arc structure to avoid the wear and tear of the sling when the sling lifts the lifting tube 40, and effectively prolong the service life of the sling.

In actual use, the lifting pin as a whole is tempered, hardened and blackened against corrosion, to improve the overall strength of the lifting pin and prolong the service life of the lifting pin; and the threaded rod 35 may be a Tr120×6 trapezoidal external threaded rod.

The sidewall of the muck bucket 10 includes a slot, and a fixing nut 36 is welded in the slot and has the above-mentioned threaded hole. This structure is easy to process and is less costly. As for the arrangement of the threaded hole in the sidewall of the muck bucket 10, the threaded hole may be directly formed in the sidewall of the muck bucket 10 in some embodiments.

In actual use, to match the above-mentioned dimension of the threaded rod 35, the fixing nut 36 has a Tr120×6 trapezoidal internal threaded hole. Alternatively, the fixing nut 36 is made of 40Cr steel, and its thickness is set to 120 mm.

An inner locking nut 37 is threaded to a first end of the threaded rod 35 on an inner side of the sidewall of the muck bucket 10, and the inner locking nut 37 abuts against on the sidewall of the muck bucket 10. Through friction formed between the inner locking nut 37 and the inner side of the sidewall of the muck bucket 10, the threaded rod 35 is locked on the inner side of the sidewall of the muck bucket 10, and the threaded rod 35 is more securely fixed to the sidewall of the muck bucket 10. During the adjustment of the exposed length of the lifting pin on the sidewall of the muck bucket 10, the inner locking nut 37 is rotated away from the sidewall of the muck bucket 10, which is easy and convenient to operate.

In actual use, to match the dimension of the threaded rod 35, the inner locking nut 37 has a Tr120×6 trapezoidal internal threaded hole. In addition, the inner locking nut 37 is supported by a 40Cr steel material and has a thickness set to 50 mm, and an outer end face of the inner locking nut 37 is regular hexagonal.

The inner locking nut 37 is coupled to a nut protection sleeve 38, and the end of the threaded rod 35 on the inner side of the sidewall of the muck bucket 10 is threaded into the nut protection sleeve 38. With the nut protection sleeve 38, both the inner locking nut 37 and the threaded rod 35 are effectively protected from corrosion due to long-term contact with the muck in the muck bucket 10, ensuring that both the inner locking nut 37 and the threaded rod 35 have a long service life.

In actual use, to match the dimension of the threaded rod 35 and the shape of the inner locking nut 37, an inner side of an open end of the nut protection sleeve 38 is hexagonal, with a Tr120×6 trapezoidal internal threaded hole in its opening. In addition, the nut protection sleeve 38 is made of Q355B steel.

An outer locking nut 39 is threaded to a second end of the threaded rod 35 on the outer side of the sidewall of the muck bucket 10 and abuts against the sidewall of the muck bucket 10. Through friction formed between the outer locking nut 39 and the outer side of the sidewall of the muck bucket 10, the threaded rod 35 is locked on the outer side of the sidewall of the muck bucket 10, and the threaded rod 35 is more securely fixed to the sidewall of the muck bucket 10. During the adjustment of the exposed length of the lifting pin on the sidewall of the muck bucket 10, the outer locking nut 39 is rotated away from the sidewall of the muck bucket 10, which is easy and convenient to operate.

The exposed length of an outer end of the threaded rod 35 on the sidewall of the muck bucket 10 is greater than a thickness of the outer locking nut 39, to ensure the installation of the outer locking nut 39 on the threaded rod 35. In order to broaden an adjustment range of the lifting pin, the outer end of the threaded rod 35 may not be exposed to the outer side of the sidewall of the muck bucket 10 or the length exposed to the outer side of the sidewall of the muck bucket 10 is less than the thickness of the outer locking nut 39, after the exposed length of the lifting pin on the sidewall of the muck bucket 10 is adjusted. In such a case, since the lifting pin as a whole protrudes from the outer side of the sidewall of the muck bucket 10 for a relatively short distance, the lifting pin is subject to a relatively small force during lifting, and the outer locking nut 39 may be omitted.

In actual use, to match the dimension of the threaded rod 35, the outer locking nut 39 has a Tr120×6 trapezoidal internal threaded hole. In addition, the material, thickness and shape of the outer locking nut 39 may be the same as the inner locking nut 37.

With the structure of the lifting pin, a length range of the muck bucket 10 that can be lifted is broadened, and the muck buckets 10 with different lengths can be used with the same lifting gantry tool, which greatly enhances versatility, facilitates the dumping of the muck, avoid the procurement of new muck buckets 10 or the modification of the muck bucket 10, and effectively reduces the cost of dumping the muck.

A slave drive motor 4 is fixedly mounted on at least one muck truck 2, and the slave drive motor 4 is also a three-phase asynchronous AC variable frequency motor. The number of muck trucks 2 provided with slave drive motors 4 is determined according to the number of muck trucks 2, mortar trucks 41 and segment trucks 42, to achieve power decentralization and avoid energy waste.

For the muck truck 2 with the slave drive motor 4, a muck truck gearbox is bolted to the frame of the muck truck bogie 12, and the slave drive motor 4 is bolted to an input end of the muck truck gearbox, realizing installation of the slave drive motor 4 on the muck truck 2. Moreover, the input end of the muck truck gearbox is coupled to the output shaft of the master drive motor 3, and an output end of the muck truck gearbox is fixedly coupled to a wheel pair axle. In such a way, the slave drive motor 4 is transmissively coupled to the wheel pair of the muck truck bogie 12 through the muck truck gearbox.

Furthermore, the muck truck bogie 12 includes two wheel pairs, and the output end of the muck truck gearbox is fixedly coupled to an axle of one wheel pair, realizing the transmissive connection between the slave drive motor 4 and the wheel pair of the muck truck bogie 12. As a result, the slave drive motor 4 can provide a driving force for travel of the muck truck 2 as a whole when driving one wheel pair.

The master drive motor 3 cooperates with a plurality of slave drive motors 4, to form a power mode with “one master, many slave”, realizing the power decentralization of the electric locomotive 1.

An electrical control system 6 is mounted on the electric locomotive 1. The electrical control system 6, the master drive motor 3, and the slave drive motor 4 are electrically connected in sequence. The electrical control system 6 controls a torque of the slave drive motor 4 according to a torque of the master drive motor 3, realizing the power decentralization of the electric locomotive 1.

A lithium battery working group 9 is mounted on the electric locomotive 1 and is electrically coupled to the electrical control system 6, an electric locomotive frequency-converter cabinet 7, and a muck truck frequency-converter cabinet 8. The lithium battery working group 9 is fixedly mounted on a main body of the electric locomotive 1 and is used to supply power to electrical components of the electric locomotive 1 and the muck truck 2. During installation of the lithium battery working group 9, the muck truck 2 is provided with a three-way junction box with one inlet and two outlets, and a reinforcement cable end clip is arranged at a wire outlet of the junction box.

The electrical control system 6, the master drive motor 3, and the slave drive motor 4 are electrically connected in sequence through the electric locomotive frequency-converter cabinet 7 and the muck truck frequency-converter cabinet 8. The electrical control system 6 is mounted on an operating workbench on the main body of the electric locomotive 1 and is electrically coupled to the master drive motor 3 through the electric locomotive frequency-converter cabinet 7. The electric locomotive frequency-converter cabinet 7 is electrically coupled to the slave drive motor 4 through the muck truck frequency-converter cabinet 8 and is fixedly bolted to the main body of the electric locomotive 1. The muck truck frequency-converter cabinet 8 is fixedly bolted to the frame of the muck truck bogie 12 of the muck truck 2. Each of the electric locomotive frequency-converter cabinet 7 and the muck truck frequency-converter cabinet 8 includes a DC circuit breaker, a contactor, a thermal relay, a DC switching power supply, a frequency converter, a communication cable and other electrical components, and can convert DC power output from the lithium battery working group 9 into three-phase AC power with adjustable voltage and frequency at the same time to be used by the master drive motor 3 and the slave drive motor 4.

The frequency converter in each of the electric locomotive frequency-converter cabinet 7 and the muck truck frequency-converter cabinet 8 mainly includes a rectifier, a filter, an inverter, a brake unit, a drive unit, a detection unit, a microprocessor unit and etc. The frequency converter adjusts the voltage and frequency of input power of the master drive motor 3 and the slave drive motor 4 by opening and closing an internal IGBT, and can provide supply voltage desired by the master drive motor 3 and the slave drive motor 4 according to their actual needs, realizing purposes of energy conservation and speed regulation. Overcurrent, overvoltage and overload protection for the master drive motor 3 and the slave drive motor 4 can be provided by the electric locomotive frequency-converter cabinet 7 and the muck truck frequency-converter cabinet 8.

An air brake device 19 is fixedly mounted on the frame of the muck truck bogie 12 and is electrically coupled to the electrical control system 6. A brake end of the air brake device 19 cooperates with the wheel pair. The air brake device 19 is powered by the lithium battery working group 9 and controlled by the electrical control system 6. After an air compressor of the air brake device 19 is started, a piston rod of a brake cylinder of the air brake device 19 extends out and abuts against the wheels of the wheel pair of the muck truck bogie 12 of the muck truck, to brake the muck truck 2. When the muck truck 2 is running normally, the piston rod of the brake cylinder of the air brake device 19 is retracted and moved away from the wheels of the wheel pair of the muck truck bogie 12. Since the brake end of the air brake device 19 is used in conjunction with the wheel pair, the normal running and braking of the muck truck 2 can be ensured.

The electrical control system 6 uses a programmable controller as a core control component, and a control command is sent to the programmable controller via external input components such as a console key start switch, a master controller, and a plurality of function control keys. The programmable controller sends a control signal to the electric locomotive frequency-converter cabinet 7 via PROFINET communication. The electric locomotive frequency-converter cabinet 7 controls the master drive motor 3 and at the same time sends a corresponding control signal to the muck truck frequency-converter cabinet 8 according to the torque of the master drive motor 3. The muck truck frequency-converter cabinet 8 controls the slave drive motor 4. As a result, the torque is reasonably distributed between the master drive motor 3 and the slave drive motor 4, and the whole vehicle realizes forward running, reverse running, acceleration, and deceleration.

The torque of the slave drive motor 4 is less than the torque of the master drive motor 3, and the slave drive motor 4 cooperates with the master drive motor 3 to make the muck truck 2 travel on the rails 5, reducing the drive power and the self-weight of the electric locomotive 1.

Since the muck truck 2 has a weight of around 12 tons when it is empty, a ratio of the torque of the slave drive motor 4 to the torque of the master drive motor 3 is 0.04-0.23:1, and further, the ratio of the torque of the slave drive motor 4 to the torque of the master drive motor 3 is 0.23:1, such that the power distribution on the slave drive motor 4 and the master drive motor 3 becomes more reasonable.

During actual use, in an example that a single electric locomotive 1 pulls seven muck trucks 2, two mortar trucks 41 and four segment trucks 42, and slave drive motors 4 are arranged on four muck trucks 2, as shown in FIG. 10, the power of the master drive motor 3 is 160 kW; the power of the slave drive motor 4 is 37 kW; the master drive motor 3 is driven by a Senlan high-performance vector control frequency converter Hope800G160T4, which has a rated capacity of 200 kVA and a rated output current of 304 A; and the slave drive motor 4 is driven by a Moran frequency converter Hope800G37, which has a rated capacity of 49 kVA and a rated output current of 75 A.

In conclusion, under the same working environment, compared with conventional 45-ton, 55-ton, 65-ton or 85-ton electric locomotives, the total drive power of the electric locomotive 1 according to the present disclosure is one half of the drive power of the conventional electric locomotives, the self-weight of the electric locomotive 1 is reduced to about 25-30 tons, which is about one half of the self-weight of the conventional electric locomotives, and the counterweight added to the conventional electric locomotives for weight increase is eliminated.

The traction force of the whole vehicle is decentralized, and during climbing and start-up, slippage during traction can be avoided and the climbing ability and safety of the vehicle can be enhanced due to the advantage of the great self-weight of the muck truck 2.

Compared with the conventional electric locomotives, the self-weight of the electric locomotive 1 according to the present disclosure can be decreased by one-half, and the manufacturing cost is greatly reduced. The axle weight of the wheel pair of the electric locomotive 1 can be decreased by one-half, which reduces the wear and tear between the wheels and the rails 5 and prolongs the service life of the wheels and the rails 5.

Meanwhile, the braking force of the whole vehicle is decentralized, so that when the whole vehicle is braking, the braking smoothness and reliability can be improved.

When the whole vehicle is braking downhill, slippage during braking of the vehicle can be avoided and the braking ability and safety of the vehicle can be enhanced due to the advantage of the great self-weight of the muck truck 2.

With the advantages of the large number of muck trucks 2 and their great self-weight, which makes the adhesive weight of the whole vehicle much greater than the adhesive weight of traditional electric locomotives, the braking time of the whole vehicle is short, and slippage during braking of the vehicle is avoided by increasing a braking torque of the motor, reducing the braking time and braking distance of the vehicle and improving the safety of the vehicle.

The braking force is reasonably distributed on front and rear axles of the whole vehicle when the motor recovers energy for braking, avoiding slippage of the vehicle's wheels on the rails 5, improving the electric braking effect and enhancing the electric braking stability.

Since the power and braking points are decentralized, the braking is not affected by the adhesive weight of the electric locomotive 1, and an electric braking reverse torque can be set to a small range of excess braking torque. Since the braking time is generally short, the small range of excess braking torque will not affect the electrical components such as motors and frequency converters, and the braking ability can be improved.

Since there is no need for the electric locomotive 1 to add the adhesive weight as a way to avoid the wheel slippage, the self-weight of the electric locomotive 1 is decreased, the manufacturing cost is lowered, and the wear and tear if the wheels and the rails 5 is reduced.

Furthermore, the slave drive motor 4 enables the self-mobility of the muck truck 2, allowing the muck truck 2 to travel even without traction from the electric locomotive 1, and providing greater flexibility.

The slave drive motor 4 is fixedly mounted on the frame of the muck truck bogie 12 in a vertical direction, with its output end facing downwards, which facilitates safe rotation, repair and maintenance of the slave drive motor 4, and improves the overall water wading performance of the muck truck 2, avoiding a risk of water ingress into the slave drive motor 4 when the muck truck 2 is working in a tunnel with water accumulating on a V-shaped slope.

Based on a vertical installation construction of the slave drive motor 4, a shield cover 13 is fixedly mounted on the end plate of the concave chassis 11 by welding, and both the slave drive motor 4 and the muck truck frequency-converter cabinet 8 are inside the shield 13, avoiding collisions with the slave drive motor 4 and the muck truck frequency-converter cabinet 8, and protecting the slave drive motor 4 and the muck truck frequency-converter cabinet 8.

A door plate 14 is movably mounted on a first side of the shield cover 13 away from the groove, and the movable installation makes it easy to dismount the door plate from the slave drive motor 4 and the muck truck frequency-converter cabinet 8, and facilitates the repair and maintenance of the slave drive motor 4 and the muck truck frequency-converter cabinet 8.

The door plate 14 can be fixedly bolted to the shield cover 13.

The door plate 14 includes a plurality of mesh holes 15 with rainproof eaves. The mesh holes 15 facilitate heat dissipation from the slave drive motor 4 and the muck truck frequency-converter cabinet 8 in the shield cover 13, to ensure the normal operation of the slave drive motor 4 and the muck truck frequency-converter cabinet 8. Moreover, the rainproof eaves on the mesh holes 15 can prevent the entry of rainwater, effectively protecting the slave drive motor 4 and the muck truck frequency-converter cabinet 8 apart from the heat dissipation.

A second side of the shield cover 13 close to the groove of the concave chassis 11 is inclined from top to bottom towards the groove. This structure provides guidance for the muck bucket 10, so that a bottom middle position of the muck bucket 10 can be quickly aligned with the groove of the concave chassis 11 during a lowering process, which facilitates the lowering process of the muck bucket 10, improves the muck dumping efficiency of the muck truck 2, reduces the collision between the muck bucket 10 and the concave chassis 11 in the vertical direction, and effectively prolongs the service life of the muck bucket 10 and the concave chassis 11.

The second side of the shield cover 13 close to the groove has an arc-shaped top. Such a structure reduces the collision between the muck bucket 10 and the concave chassis 11 in the vertical direction, further prolonging the service life of the muck bucket 10 and the concave chassis 11.

There are two connection arms 16 on the concave chassis 11, and a motor mounting port 18 is formed between the two connection arms 16. The slave drive motor 4 is located in the shield cover 13 after passing through the motor mounting port 18. The arrangement of the motor mounting port 18 not only facilitates the installation of the slave drive motor 4, but also makes the layout on the concave chassis 11 more reasonable while ensuring a stable structure of the concave chassis 11.

A weighing device 23 is mounted between the muck truck bogie 12 and the concave chassis 11. The weighing device 23 is used to detect a loading quantity of the muck bucket 10.

The weighing device 23 includes an upper bearing plate 24, a lower bearing plate 25, and a weighing sensor 26.

A transverse plate 32 is fixedly mounted on a middle part of a lateral beam 43 of the muck truck bogie 12 by welding. The transverse plate 32 is arranged in a horizontal direction and includes a plurality of through holes. A vertical guide rod 33 is movably inserted in each through hole. The guide rod 33 consists of a head end and a rod end, and the head end and the rod end are integrally formed. A top cover plate 30 is fixedly bolted to the upper bearing plate 24, and the upper bearing plate 24 is on a lower end surface of the top cover plate 30. The rod end of the guide rod 33 is fixedly mounted on the top cover plate 30 after passing through its corresponding through hole from top to bottom, and the head end of the guide rod 33 is blocked above the transverse plate 32. After the upper bearing plate 24 has been forced and moved downwards for a small distance, the head end of the guide rod 33 abuts against the transverse plate 32. In such a way, the upper bearing plate 24 is mounted on the lateral beam 43 of the muck truck bogie 12, and the upper bearing plate 24 is movable within a small distance range along the vertical direction.

The rod end of the guide rod 33 has a smooth rod structure fixedly mounted on the top cover plate 30 by welding. In some embodiments, the guide rod 33 is a bolt with a threaded rod structure at the rod end, and is fixedly mounted on the top cover plate 30 by screwing.

The center plate of the swing bolster 27 is fixedly coupled to the end plate of the concave chassis 11 by the bogie attachment seat 20. An end of the bogie attachment seat 20 is located between the transverse plate 32 and the upper bearing plate 24, and the bogie attachment seat 20 includes a through hole corresponding to the guide rod 33. The guide rod 33 is movably inserted in the through hole. In such a way, an end of the swing bolster 27 is mounted on the lateral beam 43 and is movable in the vertical direction.

A spring assembly includes a coil spring 34 movably fitted over the guide rod 33 and abutting between the end of the swing bolster 27 and the upper bearing plate 24, such that the upper bearing plate 24 can elastically support the end of the swing bolster 27 of the muck truck bogie 12 by the spring assembly. Since the muck bucket 10 of the muck truck 2 is on a chassis of the muck truck, the spring assembly enables downward pressure of the muck bucket 10 to be transmitted to the upper bearing plate 24 through the spring assembly, and realizes the overall shock absorption of the muck truck 2.

There are two coil springs 34 with different diameters. One coil spring 34 with a smaller diameter is located inside the other coil spring 34 with a greater diameter. The cooperation of the two coil springs 34 makes the overall shock absorption effect of the muck truck 2 better.

The upper bearing plate 24 and the lower bearing plate 25 are arranged in the horizontal direction, and the lower bearing plate 25 is fixedly mounted on the lateral beam 43 by welding.

The upper bearing plate 24 includes a plurality of through holes, and a vertical anti-roll bar 28 is movably inserted in each through hole. There is a plurality of anti-roll bars 28 evenly distributed around the upper bearing plate 24. The anti-roll bar 28 consists of a head end and a bar end that are integrally formed. A bar end of the anti-roll bar 28 is fixedly mounted on the lower bearing plate 25 after passing through its corresponding through hole from top to bottom, and the head end of the anti-roll bar 28 is blocked above the upper bearing plate 24. After the upper bearing plate 24 has been forced and moved upwards for a small distance, the head end of the anti-roll bar 28 abuts against the upper bearing plate 24 to avoid damage to the weighing sensor 26. Meanwhile, the plurality of anti-roll bars 28 guides the movement of the upper bearing plate 24 in the vertical direction, and limits the position of the upper bearing plate 24 in a transverse direction to avoid displacement of the upper bearing plate 24 in the transverse direction, which effectively protects the weighing sensor 26.

The anti-roll bar 28 is a bolt, and a threaded bar end of the anti-roll bar 28 is threaded on the lower bearing plate 25. A fastening nut 29 is threadedly fitted over the threaded bar and abuts against the lower bearing plate 25. This structure facilitates the mounting and dismounting of the anti-roll bar 28, and simplifies repair and maintenance. In some embodiments, the bar end of the anti-roll bar 28 has a smooth bar structure fixedly mounted on the lower bearing plate 25 by welding.

The top cover plate 30 on the upper bearing plate 24 has a U-shaped structure, and a plurality of lateral limit plates 31 are fixedly bolted to a side surface of the top cover plate 30. The plurality of lateral limit plates 31 are evenly distributed on inner and outer sides of the lateral beam 43, and abut against a side surface of the lateral beam 43. The plurality of lateral limit plates 31 guides the movement of the upper bearing plate 24 in the vertical direction, and limits the position of the upper bearing plate 24 in the horizontal direction to avoid displacement of the upper bearing plate 24 in the horizontal direction, which effectively protects the weighing sensor 26.

The weighing sensor 26 adopts a wheel spoke weighing sensor that is characterized by its low profile, resistance to unbalanced loading, high accuracy, and good strength. The wheel spoke weighing sensor has a wheel-spoke-type elastomer structure, and includes a ring seat and a bearing pin threaded onto an inner ring of the ring seat. When the bearing pin is subject to an axial force, the weighing sensor 26 converts a pressure signal into an electrical signal using a shear stress principle and outputs the electrical signal.

The ring base of the weighing sensor 26 is fixedly bolted to the lower bearing plate 25, and the bearing pin is fixedly mounted on the upper bearing plate 24 by welding. In such a way, the weighing sensor 26 is mounted between the upper bearing plate 24 and the lower bearing plate 25 and can detect pressure on the upper bearing plate 24.

The electrical control system 6 further includes an instrument panel and an alarm. The weighing sensor 26 is electrically coupled to the electrical control system 6. The weighing sensor 26 converts the pressure signal into the electrical signal and sends it to the programmable controller of the electrical control system 6. The programmable controller processes the electrical signal, derives the loading quantity in the muck bucket, and sends the corresponding electrical signal to the instrument panel for display, so that a driver of the electric locomotive 1 can know the loading quantity in the muck bucket 10 in time. Meanwhile, if the loading quantity in the muck bucket 10 is greater than a preset threshold in the programmable controller, the programmable controller sends an electrical signal to the alarm, and the alarm alerts the driver that the muck truck 2 is overloaded, which can avoid safety accidents.

The observation is more convenient and more accurate by replacing manual observation with the weighing device 23.

The programmable controller of the electrical control system 6 sends a corresponding electrical signal to the electric locomotive frequency-converter cabinet 7 according to the electrical signal output from the weighing sensor 26, to adjust the torque of the master drive motor 3 and the torque of the slave drive motor 4, avoiding the slippage of the wheel pair of the muck truck 2.

With the above technical solutions, the present disclosure has the following advantages over the related art. The arrangement of the salve drive motor realizes the power decentralization of the electric locomotive, decreases the axle weight of the electric locomotive, reduces the drive power and self-weight of the electric locomotive, and increases a maximum adhesive weight for driving the vehicle, which not only lowers the manufacturing cost bust also enhances the climbing ability of the whole vehicle from 30‰ to 50‰. Meanwhile, the braking force of the whole vehicle is decentralized, improving the smoothness and reliability when the whole vehicle is braking.

It should be noted that terms such as “first” and “second” are used herein for purposes of description and are not intended to indicate or imply relative importance or significance. In addition, in the description of the present disclosure, the term “a plurality of” means two or more than two, unless specified otherwise.

Any process or method described in a flow chart or described herein in other ways may be understood to include one or more modules, segments or portions of codes of executable instructions for achieving specific logical functions or steps in the process, and the scope of a preferred embodiment of the present disclosure includes other implementations, in which the involved functions may be executed in an order of execution different from that which is shown or discussed, such as a reverse order or simultaneous execution, which should be understood by those skilled in the art.

In the present disclosure, terms such as “an embodiment,” “some embodiments,” “an example,” “a specific example,” or “some examples,” means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. Thus, the appearances of these terms in various places throughout this specification are not necessarily referring to the same embodiment or example of the present disclosure. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

Although the above embodiments have been shown and described, it can be understood that the above embodiments are exemplary and shall not be understood as limitation to the present disclosure, and changes, modifications, alternatives and variations can be made in the above embodiments within the scope of the present disclosure.

Claims

1. A power decentralized electric locomotive apparatus, comprising an electric locomotive and a plurality of muck trucks, the electric locomotive and the plurality of muck trucks being connected in sequence, and a mater drive motor being fixedly mounted on the electric locomotive,

wherein:
a slave drive motor is fixedly mounted on at least one of the muck trucks;
a torque of the slave drive motor is smaller than a torque of the mater drive motor; and
the slave drive motor cooperates with the mater drive motor, to enable the muck truck to travel on rails and reduce drive power and self-weight of the electric locomotive.

2. The power decentralized electric locomotive apparatus according to claim 1, wherein a ratio of the torque of the slave drive motor to the torque of the master drive motor is 0.04-0.23:1.

3. (canceled)

4. The power decentralized electric locomotive apparatus according to claim 2, wherein the slave drive motor is a three-phase asynchronous AC variable frequency motor.

5. The power decentralized electric locomotive apparatus according to claim 2, wherein an electrical control system is mounted on the electric locomotive, and the electrical control system, the master drive motor, and the slave drive motor are electrically connected in sequence.

6. The power decentralized electric locomotive apparatus according to claim 5, wherein the electrical control system, the master drive motor, and the slave drive motor are electrically connected in sequence through an electric locomotive frequency-converter cabinet and a muck truck frequency-converter cabinet.

7. The power decentralized electric locomotive apparatus according to claim 6, wherein a lithium battery working group is mounted on the electric locomotive and is electrically coupled to the electrical control system, the electric locomotive frequency-converter cabinet, and the muck truck frequency-converter cabinet.

8. The power decentralized electric locomotive apparatus according to claim 6, wherein:

the muck truck comprises a muck bucket, a concave chassis, and a muck truck bogie;
a bottom of the muck bucket is mounted in a groove of the concave chassis;
an end plate of the concave chassis is fixedly mounted on a frame of the muck truck bogie;
the muck truck frequency-converter cabinet is fixedly mounted on the frame of the muck truck bogie;
a wheel pair of the muck truck bogie is rollably mounted on the rails; and
the slave drive motor is fixedly mounted on the frame of the muck truck bogie and is transmissively coupled to the wheel pair of the muck truck bogie.

9. The power decentralized electric locomotive apparatus according to claim 8, wherein the slave drive motor is fixedly mounted on the frame of the muck truck bogie along a vertical direction, and an output end of the slave drive motor faces downwards.

10. The power decentralized electric locomotive apparatus according to claim 9, wherein a shield cover is fixedly mounted on the end plate of the concave chassis, and a side of the shield cover close to the groove is inclined from top to bottom towards the groove.

11. The power decentralized electric locomotive apparatus according to claim 10, wherein the side of the shield cover close to the groove has an arc-shaped top.

12. The power decentralized electric locomotive apparatus according to claim 10, wherein the slave drive motor and the muck truck frequency-converter cabinet are inside the shield cover.

13. The power decentralized electric locomotive apparatus according to claim 12, wherein a door plate is movably mounted on another side of the shield cover away from the groove.

14. The power decentralized electric locomotive apparatus according to claim 13, wherein the door plate comprises a plurality of mesh holes with rainproof eaves.

15. The power decentralized electric locomotive apparatus according to claim 9, wherein a connection arm is fixedly mounted at an end of the end plate of the concave chassis, and a traction connection seat is fixedly mounted on the connection arm.

16. The power decentralized electric locomotive apparatus according to claim 15, further comprising two connection arms, wherein a motor mounting port is formed between the two connection arms.

17. The power decentralized electric locomotive apparatus according to claim 8, wherein the muck truck bogie comprises two wheel pairs, and the slave drive motor is transmissively coupled to one of the two wheel pairs.

18. The power decentralized electric locomotive apparatus according to claim 17, wherein the slave drive motor is transmissively coupled to the one wheel pair through a muck truck gearbox.

19. The power decentralized electric locomotive apparatus according to claim 8, wherein:

an air brake device is fixedly mounted on the frame of the muck truck bogie and is electrically coupled to the electrical control system; and
a brake end of the air brake device cooperates with the wheel pair.

20. The power decentralized electric locomotive apparatus according to claim 8, wherein the end plate of the concave chassis fixedly mounted on the frame of the muck truck bogie through a bogie attachment seat.

21. The power decentralized electric locomotive apparatus according to claim 8, wherein a main beam is fixedly mounted in a middle part of the end plate of the concave chassis along a longitudinal direction, and a side edge beam is fixedly mounted on a side of the concave chassis along the longitudinal direction.

22.-41. (canceled)

Patent History
Publication number: 20240132120
Type: Application
Filed: Nov 12, 2021
Publication Date: Apr 25, 2024
Applicant: China Railway Engineering Services Co., Ltd. (Chengdu)
Inventors: Yuanshun Zhuang (Chengdu), Yang Deng (Chengdu), Caihong Li (Chengdu), Yuanyuan Mei (Chengdu), Wenju Chen (Chengdu), Longguan Zhang (Chengdu), Kaifu Li (Chengdu), Rui Han (Chengdu), Heng Li (Chengdu), Chuan Li (Chengdu), Jun Zheng (Chengdu), Yang Qian (Chengdu), Tao Du (Chengdu), Xudong Gao (Chengdu), Yuchen Wang (Chengdu), Chuanying Jiang (Chengdu), Jie Li (Chengdu)
Application Number: 18/548,009
Classifications
International Classification: B61C 17/12 (20060101); B61C 3/00 (20060101);