An internal electric dual-source locomotive and its integrated distributed heat dissipation and cooling system

Abstract

The present application discloses a dual-power locomotive with internal power sources and its integrated distributed heat dissipation and cooling system. The integrated distributed heat dissipation and cooling system is provided on the dual-power locomotive with internal power sources and includes an integrated radiator and an integrated cooling tower. The integrated radiator is used to communicate with the internal combustion engine and the transformer cooling circuits of the dual-power locomotive with internal power sources through heat dissipation pipelines. The integrated cooling tower is used to communicate with the converter and the traction motor cooling circuits of the dual-power locomotive with internal power sources through heat dissipation pipelines. The above integrated distributed heat dissipation and cooling system reduces the equipment weight and occupied space of the cooling system, improves the heat exchange efficiency, and realizes an integrated heat dissipation and cooling with high system integration and high heat dissipation efficiency.

Description

Technical Field

[0001] This application relates to the technical field of rail vehicles, and particularly to an internal-combustion and electric dual-source locomotive and its integrated distributed heat dissipation and cooling system. Background Art

[0002] The internal-combustion and electric dual-source locomotive integrates the power modes of both diesel locomotives and electric locomotives. Under the constraints of the same locomotive length and clearance, the internal-combustion and electric dual-source locomotive has a higher system complexity than single-source diesel or electric locomotives, with more equipment quantity and types. Achieving the system integration of two power units within a limited space is the primary technical problem of the internal-combustion and electric dual-source locomotive; within a limited space, the technical contradiction between the cooling capacity of the heat dissipation and cooling system and indicators such as system weight, occupied space, energy consumption, and noise is very sharp.

[0003] Currently, the cooling systems of internal-combustion and electric dual-source locomotives mainly adopt two technical routes. The traditional technical solution of independent ventilation cooling for the internal-combustion - electric dual-power mode. In the single-power system working mode, the cooling system of the other power system is in an idle state. This solution has a low utilization rate of the cooling system, and the independent and separate cooling system occupies a large space, making it impossible to be implemented on models such as six-axle locomotives with a more compact space. For the internal-combustion - electric dual-power mode, the equipment radiators are centrally arranged and share the same cooling fan for heat dissipation. In different power modes, the cooling air needs to pass through the radiators of all equipment. There are always some radiators in a non-working state but still increase the flow resistance of the cooling air, resulting in a higher energy consumption and greater noise of the cooling system, and unable to meet the higher relevant indicator requirements in regions such as Europe.

[0004] At the same time, the fuel oil of the internal combustion engine also needs a preheating device for preheating before being injected into the internal combustion engine, further increasing the system complexity.

[0005] Therefore, how to provide an internal-combustion and electric dual-source locomotive and its integrated distributed heat dissipation and cooling system that can solve the above technical problems is an urgent technical problem for those skilled in the art. Summary of the Invention

[0006] The purpose of this application is to provide an integrated distributed heat dissipation and cooling system, which reduces the equipment weight and occupied space of the cooling system, improves the heat exchange efficiency, and realizes an integrated heat dissipation and cooling with high system integration and high heat dissipation efficiency. Another purpose of this application is to provide an internal-combustion and electric dual-source locomotive adopting the above integrated distributed heat dissipation and cooling system.

[0007] To achieve the above object, the present application provides an integrated distributed heat dissipation and cooling system, which is arranged in an internal-combustion and electric dual-source locomotive and includes an integrated radiator and an integrated cooling tower; the integrated radiator is used to communicate with the cooling circuits of the internal combustion engine and the transformer of the internal-combustion and electric dual-source locomotive by using heat dissipation pipelines; the integrated cooling tower is used to communicate with the cooling circuits of the converter and the traction motor of the internal-combustion and electric dual-source locomotive by using heat dissipation pipelines.

[0008] In some embodiments, it further includes a high-temperature branch and a regenerative cooling heat exchanger connected in parallel with the integrated cooling tower, so that the fuel inlet pipeline of the fuel tank of the internal-combustion and electric dual-source locomotive exchanges heat with the high-temperature branch in the regenerative cooling heat exchanger, and the fuel inlet pipeline leads to the internal combustion engine.

[0009] In some embodiments, it further includes an intermediate heat exchanger arranged between the integrated radiator and the transformer. A first cooling medium is filled in the heat dissipation pipeline between the integrated radiator and the intermediate heat exchanger, and a second cooling medium is filled in the heat dissipation pipeline between the intermediate heat exchanger and the transformer.

[0010] In some embodiments, the integrated radiator is at least one of the forms of a plate heat exchanger, a shell-and-tube heat exchanger, a finned-tube heat exchanger, an immersed spiral tube heat exchanger, and a microchannel heat exchanger; the heat exchanger form inside the integrated cooling tower is at least one of a single-body integrated type, a multi-body separated type, and a combined separated type.

[0011] In some embodiments, the heat exchangers of the integrated radiator and the integrated cooling tower and the internal cooling circuits of the internal combustion engine, the transformer, the converter, and the traction motor adopt enhanced heat transfer channels.

[0012] In some embodiments, the enhanced heat transfer channels adopt at least one of wire-wound filaments, inserted heat exchange fins, and wall micro-nano scale enhanced heat transfer structures.

[0013] In some embodiments, the wall surface of the enhanced heat transfer channels adopts a micro-nano scale enhanced heat transfer structure, and the micro-nano scale enhanced heat transfer structure is a cylindrical array formed by laser etching. The form of the cylindrical array is at least one of a square column, a cylindrical column, an elliptical cylindrical column, and a water-drop-shaped column. The height of the cylindrical array is 200 μm and the diameter is 100 μm. A nano-structure is processed on the surface of the cylindrical array, and the height of the nano-structure is 2 μm and the diameter is 200 nm.

[0014] In some embodiments, the integrated radiator, the first pantograph and the second pantograph of the dual-power diesel-electric locomotive are all arranged on the top of the body of the dual-power diesel-electric locomotive; the integrated cooling tower, the internal combustion engine, the transformer and the converter of the dual-power diesel-electric locomotive are all arranged inside the body; the fuel tank and the traction motor of the dual-power diesel-electric locomotive are all arranged at the bottom of the body.

[0015] In some embodiments, it further includes an internal combustion engine exhaust gas treatment device arranged on the top of the body, and at least one of an anti-corrosion coating, an anti-oxidation coating and an anti-wear coating is laid on the surfaces of the integrated radiator, the internal combustion engine exhaust gas treatment device and the fuel tank.

[0016] This application also provides a dual-power diesel-electric locomotive, including the above integrated distributed heat dissipation and cooling system.

[0017] Compared with the above background art, the integrated distributed heat dissipation and cooling system provided by this application is arranged in a dual-power diesel-electric locomotive and mainly includes an integrated radiator and an integrated cooling tower; the integrated radiator is used to communicate with the cooling circuits of the internal combustion engine and the transformer of the dual-power diesel-electric locomotive through heat dissipation pipelines; the integrated cooling tower is used to communicate with the cooling circuits of the converter and the traction motor of the dual-power diesel-electric locomotive through heat dissipation pipelines.

[0018] In the working process of this integrated distributed heat dissipation and cooling system, the integrated radiator exchanges heat through the cooling medium inside the radiator, dissipates heat from the internal combustion engine in the internal combustion power mode, and dissipates heat from the transformer in the electric power mode; the integrated cooling tower dissipates heat from the converter, the traction motor and other auxiliary electrical equipment through the cooling medium and takes away the heat. This integrated distributed heat dissipation and cooling system reduces the equipment weight and occupied space of the cooling system through the integrated method of distributed cooling devices, improves the heat exchange efficiency, and realizes the integrated heat dissipation and cooling with high system integration and high heat dissipation efficiency. Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of this application. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0020] Figure 1 It is a cross-sectional view of the integrated distributed heat dissipation and cooling system provided by the embodiment of this application;

[0021] Figure 2 It is a top view of the integrated distributed heat dissipation and cooling system provided by the embodiment of this application;

[0022] Figure 3 This is the schematic diagram of the integrated distributed heat dissipation and cooling system provided by the embodiment of the present application.

[0023] Among them:

[0024] 1 - vehicle body, 2 - first pantograph, 3 - internal combustion engine exhaust gas treatment device, 4 - integrated radiator, 5 - second pantograph, 6 - internal combustion engine, 7 - fuel tank, 8 - integrated cooling tower, 9 - transformer. Specific embodiments

[0025] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0026] In order to enable those skilled in the art of this technology to better understand the solution of the present application, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0027] Please refer to Figures 1 to 3 , among which, Figure 1 This is the cross-sectional view of the integrated distributed heat dissipation and cooling system provided by the embodiment of the present application, Figure 2 This is the top view of the integrated distributed heat dissipation and cooling system provided by the embodiment of the present application, Figure 3 This is the schematic diagram of the integrated distributed heat dissipation and cooling system provided by the embodiment of the present application.

[0028] In the first specific embodiment, the present application provides an integrated distributed heat dissipation and cooling system for an internal-combustion and electric dual-source locomotive. This integrated distributed heat dissipation and cooling system is arranged on the internal-combustion and electric dual-source locomotive and mainly includes an integrated radiator 4 and an integrated cooling tower 8.

[0029] In this embodiment, the integrated radiator 4 is used to connect with the cooling circuits of the internal combustion engine 6 and the transformer 9 of the internal-combustion and electric dual-source locomotive through heat dissipation pipelines, so as to dissipate heat from the internal combustion engine 6 in the internal combustion power mode and dissipate heat from the transformer 9 in the electric power mode.

[0030] The integrated cooling tower 8 is used to connect with the cooling circuits of the converter and the traction motor of the internal-combustion and electric dual-source locomotive through heat dissipation pipelines, so as to dissipate heat from the converter, the traction motor and other auxiliary electrical equipment through the cooling medium and take away the heat.

[0031] Exemplarily, the working process of this integrated distributed heat dissipation and cooling system will be described in combination with the internal-combustion and electric dual-source locomotive:

[0032] The integrated distributed heat dissipation and cooling system in this embodiment can operate under two power modes of the internal combustion engine and the power grid of the dual-source locomotive for internal electricity.

[0033] Under the internal combustion engine power mode, fuel is input from the fuel tank 7 through the fuel inlet pipeline into the internal combustion engine 6 to burn and form high-temperature and high-pressure gas, driving the generator rotor to complete the energy conversion of chemical energy - thermal energy - electrical energy. After the electrical energy generated by the generator passes through the converter, it drives the traction motor to complete the traction power conversion of the locomotive. At this time, the transformer 9 does not work, and the integrated radiator 4 only dissipates heat from the internal combustion engine 6, and the integrated cooling tower 8 dissipates heat from the converter, traction motor and auxiliary electrical equipment.

[0034] Under the power grid power mode, electrical energy is introduced from the power grid through the first pantograph 2 and the second pantograph 5, and after being converted by the transformer 9 and the converter, it drives the traction motor to complete the traction power conversion of the locomotive. At this time, the internal combustion engine 6 does not work, the integrated radiator 4 only dissipates heat from the transformer 9, and the integrated cooling tower 8 dissipates heat from the converter, traction motor and auxiliary electrical equipment, and uses an efficient cooling medium to complete cooling and take away heat.

[0035] Among them, the cooling medium is at least one of working media such as cooling water, cooling oil, supercritical pressure carbon dioxide, freon, R417A, etc., but is not limited to the above working medium forms. In this embodiment, considering the cooling requirements and economic costs, preferably, the cooling medium is cooling water, cooling oil and air added with antifreeze.

[0036] This integrated distributed heat dissipation and cooling system reduces the equipment weight and occupied space of the cooling system through the integrated method of distributed cooling devices, improves the heat transfer efficiency, and realizes the integrated heat dissipation and cooling with high system integration and high heat dissipation efficiency.

[0037] It is worth mentioning that rail transit has the advantages of fast operation speed, large carrying capacity and low transportation cost. It is one of the main transportation forms in China and also the lifeblood pillar industry of the country. In recent years, China's rail transit industry has developed rapidly. However, due to the limitations of history, economy and natural conditions, electrified operation of railways has not been fully realized in some areas. The locomotive with dual internal combustion and electric power fully combines the advantages of non-electrified line operation of internal combustion locomotives and low-cost operation of electrified lines of electric locomotives, can achieve seamless connection between electrified lines and non-electrified lines, solve railway transfer problems such as "the last mile", and improve the turnover efficiency of rail transit. Due to the integration of two power source forms of internal combustion engine and power grid, the dual-source locomotive for internal electricity has higher requirements for system integration than a pure internal combustion locomotive or electric locomotive.

[0038] At present, most of the dual-power locomotives with internal power sources are based on the eight-axle locomotive platform. The system integration of the six-axle dual-power locomotive with internal power sources, which has a smaller space and a more compact structure, is still a major technical problem in the rail transit industry. In a limited space, as the number and power of the devices that need to be cooled increase, the technical contradiction between the cooling capacity of the heat dissipation and cooling system and indicators such as system weight, occupied space, energy consumption, and noise gradually becomes prominent. The existing technical solutions for independent heat dissipation and cooling of the two power systems of internal combustion and electricity are difficult to meet the requirements of system weight and occupied space; while the technical solution of concentrating the radiators of the main equipment of the internal combustion-electric dual-power system and sharing the same cooling fan has relatively high energy consumption and noise, and it is difficult to meet the increasingly strict energy consumption and noise indicator requirements; at present, the problem of heat dissipation and cooling of the dual-source locomotive equipment in a limited space has become an important bottleneck restricting the breakthrough of the integration technology of the compact dual-source locomotive.

[0039] In view of the above heat dissipation problem of the dual-power locomotive with internal power sources, the present application proposes an integrated distributed heat dissipation and cooling system for the dual-power locomotive with internal power sources. In this system, the heat dissipation requirement in the internal combustion mode is significantly higher than that in the electric mode, and the temperature of the working medium in the cooling circuit is also relatively high. By integrating the cooling of the transformer with the largest heat dissipation and the highest working medium temperature in the electric mode into the internal combustion engine heat dissipation circuit, the cooling tower only dissipates heat from the converter, traction motor, and auxiliary electrical system, which can make full use of the heat dissipation capacity of the internal combustion engine radiator in the electric mode, greatly reduce the heat dissipation requirement of the cooling tower, and thus reduce the volume, weight, operating energy consumption, and noise of the cooling system.

[0040] In some embodiments, the integrated distributed heat dissipation and cooling system further includes a high-temperature branch and a regenerative cooling heat exchanger connected in parallel with the integrated cooling tower 8, forming a regenerative cooling and heat recovery area, so that the fuel inlet pipeline of the fuel tank 7 of the dual-power locomotive with internal power sources exchanges heat with the high-temperature branch in the regenerative cooling heat exchanger in the regenerative cooling and heat recovery area, and the fuel inlet pipeline leads to the internal combustion engine 6.

[0041] In this embodiment, a regenerative cooling heat exchanger is added between the cooling circuit of the integrated cooling tower 8 and the fuel inlet pipeline connecting the fuel tank 7 and the internal combustion engine 6. The regenerative cooling heat exchanger connects a high-temperature branch in parallel with the high-temperature circuit of the integrated cooling tower 8, exchanges heat with the fuel inlet pipeline and then enters the integrated cooling tower 8 for further air cooling; uses the heat sink of the fuel to assist in dissipating heat from the relevant electrical equipment of the dual-power locomotive with internal power sources, and at the same time uses the heat of the high-temperature circuit to preheat the fuel, realizing the regeneration of energy, saving the installation space and energy consumption of the fuel preheater, and improving the energy utilization rate of the system.

[0042] It is worth mentioning that in terms of the waste heat utilization of rail vehicles, the existing waste heat recycling system of rail vehicles sets up a second circulation loop in parallel with the first circulation loop for the main circulation loop, and controls the second circulation loop through a circulation pump to stop dissipating heat to the heat-consuming equipment, effectively controlling the heating state of the heat-consuming equipment. However, this system transfers the heat of the high-temperature heat dissipation equipment to the parts that need heat (such as the passenger compartment). If only the first radiator is used for heat dissipation, it will introduce extra heat during the time when auxiliary heating is not required in summer, etc., resulting in an increase in air-conditioning energy consumption; if it is controlled through the second circulation loop, a large number of pipelines and several radiators are newly introduced, increasing the weight, occupying space and system complexity, and this system is only used when auxiliary heating is required in the passenger compartment in winter, and the annual utilization rate is low. Another waste heat utilization system for hybrid rail vehicles realizes four different working modes by controlling the first solenoid valve, the second solenoid valve and the third solenoid valve; in the transformer heating mode or the diesel engine heating mode, the waste heat of the transformer or the diesel engine is used to heat the air-conditioning heat exchanger, so as to bring the heat into the driver's cab to heat the driver's cab, improving the heating power of the driver's cab, reducing the electric heating power of the driver's cab, saving energy and protecting the environment, and improving the operation efficiency of the locomotive; in the diesel engine preheating mode or the transformer heating diesel engine preheating mode, the waste heat of the transformer is used to heat the diesel engine heat exchanger, reducing the diesel engine preheating time, and realizing the seamless switching of the locomotive pantograph-catenary or third-rail power supply to the diesel engine power supply to heat the transformer and the diesel engine. This system also has the problem of low utilization rate in non-winter, and only preheats the diesel engine when the power mode is switched, and cannot continuously preheat the fuel in the diesel engine working mode.

[0043] And this application not only aims at the heat dissipation problem of the diesel-electric dual-source locomotive, but also aims at the waste heat utilization problem of the above-mentioned diesel-electric dual-source locomotive, and proposes an integrated distributed heat dissipation and cooling system for the diesel-electric dual-source locomotive. By paralleling a high-temperature branch of an integrated cooling tower 8 and a regenerative cooling heat exchanger, the high-temperature circuit exchanges heat with the fuel inlet pipeline in the regenerative cooling heat exchanger. No matter in which power mode, the converter, traction motor, etc. are all working, and continuous preheating of the fuel can be realized during the continuous operation of the internal combustion engine 6 without an additional fuel preheater, which can reduce the system energy consumption.

[0044] In some embodiments, the integrated distributed heat dissipation and cooling system further includes an intermediate heat exchanger arranged between the integrated radiator 4 and the transformer 9. The first cooling medium is filled in the heat dissipation pipeline between the integrated radiator 4 and the intermediate heat exchanger, and the second cooling medium is filled in the heat dissipation pipeline between the intermediate heat exchanger and the transformer 9.

[0045] In this embodiment, an intermediate heat exchanger is added to the integrated radiator 4 and the transformer 9 cooling circuits. The transformer circuit of the intermediate heat exchanger is filled with a first cooling medium (a cooling medium with excellent insulation properties), and the integrated radiator circuit is filled with a second cooling medium (a cooling medium with high heat exchange efficiency), which can simultaneously meet the insulation protection requirements of the transformer 9 and the high-efficiency heat dissipation and cooling requirements.

[0046] In some embodiments, the integrated radiator 4 is at least one of the forms of plate heat exchanger, shell-and-tube heat exchanger, finned-tube heat exchanger, immersed coil heat exchanger, microchannel heat exchanger, etc., but is not limited to the above heat exchanger forms.

[0047] The heat exchanger form inside the integrated cooling tower 8 is at least one of single-body integrated type, multi-body separated type, and combined separated type. In this embodiment, the multi-body separated type heat exchanger form is preferably adopted, which has the advantages of high system stability and simple structure.

[0048] In some embodiments, the heat exchangers of the integrated radiator 4 and the integrated cooling tower 8, as well as the internal cooling circuits of the internal combustion engine 6, the transformer 9, the converter, and the traction motor, adopt enhanced heat transfer channels, and the energy efficiency of the heat dissipation and cooling system can be further improved through the enhanced heat transfer structure.

[0049] Exemplarily, the enhanced heat transfer channels adopt at least one of wire-wound filaments, inserted heat exchange fins, and wall micro-nano scale enhanced heat transfer structures.

[0050] In some embodiments, the wall surface of the enhanced heat transfer channels adopts a micro-nano scale enhanced heat transfer structure, and the micro-nano scale enhanced heat transfer structure is a cylindrical array formed by laser etching. The form of the cylindrical array is at least one of square column, cylindrical, elliptical cylindrical, and water droplet-shaped column. The height of the cylindrical array is 200 μm and the diameter is 100 μm. A nano-structure is processed on the surface of the cylindrical array, and the height of the nano-structure is 2 μm and the diameter is 200 nm.

[0051] In this embodiment, the preferred enhanced heat transfer method is to laser etch a cylindrical array structure with a height of 200 μm and a diameter of 100 μm on the inner wall surface of the heat transfer channel. According to the need of heat transfer capacity, metal oxide nanowires with a height of 2 μm and a diameter of 200 nm can be further grown on the surface of the cylindrical array to enhance the effect of convective heat transfer.

[0052] In summary, in view of the heat dissipation and waste heat utilization problems of the above-mentioned internal power dual-source locomotive, the present application proposes an integrated distributed heat dissipation and cooling system for the internal power dual-source locomotive. Through power matching integration of heat dissipation equipment under dual power modes and energy efficiency improvement methods such as enhanced heat transfer, intermediate heat transfer, and regenerative cooling, it can efficiently and reliably dissipate heat from all equipment in the dual power modes of the internal power dual-source locomotive, while effectively reducing the operating energy consumption and noise of the heat dissipation and cooling system, realizing the integration of the heat dissipation and cooling and waste heat utilization system of the internal power dual-source locomotive, and can be widely applied to the heat dissipation and cooling systems of various multi-source hybrid electric locomotives.

[0053] In a specific combination scheme of the integrated distributed heat dissipation and cooling system and the internal power dual-source locomotive:

[0054] The integrated distributed heat dissipation and cooling system includes: the car body 1, the first pantograph 2, the internal combustion engine exhaust gas treatment device 3, the integrated radiator 4, the second pantograph 5, the internal combustion engine 6, the fuel tank 7, the integrated cooling tower 8, the transformer 9, the converter, the traction motor, and other auxiliary electrical equipment that needs to be cooled. The integrated radiator 4 exchanges heat through the cooling medium inside the radiator to dissipate heat from the internal combustion engine 6 and the transformer 9; the integrated cooling tower 8 is used to dissipate heat from the converter, the traction motor, and other auxiliary electrical equipment.

[0055] The integrated radiator 4, the first pantograph 2 of the internal power dual-source locomotive, and the second pantograph 5 are all arranged on the top of the car body 1 of the internal power dual-source locomotive; the integrated cooling tower 8, the internal combustion engine 6, the transformer 9, and the converter of the internal power dual-source locomotive are all arranged inside the car body 1; the fuel tank 7 and the traction motor of the internal power dual-source locomotive are both arranged at the bottom of the car body 1; the internal combustion engine exhaust gas treatment device 3 is arranged on the top of the car body 1.

[0056] In this embodiment, the internal combustion engine exhaust gas treatment device 3 is used to treat the exhaust gas discharged from the internal combustion engine 6 to ensure that the exhaust gas of the internal combustion engine meets the relevant emission standards and avoid environmental pollution.

[0057] In some embodiments, at least one of an anti-corrosion coating, an anti-oxidation coating, and an anti-wear coating is laid on the surfaces of the equipment such as the integrated radiator 4, the internal combustion engine exhaust gas treatment device 3, and the fuel tank 7 arranged outside the car body 1.

[0058] In this embodiment, considering the actual operating conditions of the locomotive, preferably an anti-corrosion and anti-wear coating is laid on the surfaces of the above-mentioned equipment to reduce the negative impacts caused by harsh weather such as sandstorms, rain, snow, etc. on the above-mentioned equipment.

[0059] Exemplarily, the working process of the integrated distributed heat dissipation and cooling system is described in combination with the internal power dual-source locomotive:

[0060] The internal power dual-source locomotive cooling system in this embodiment can operate under two power modes: internal combustion engine and power grid.

[0061] Under the internal combustion engine power mode, fuel flows from the fuel tank 7 through the fuel inlet pipeline, is preheated through the fuel regeneration cooling circuit, and is input into the internal combustion engine 6 for combustion to form high-temperature and high-pressure gas, driving the generator rotor to complete the energy conversion of chemical energy - thermal energy - electrical energy. The exhaust gas is discharged into the atmosphere after being treated by the internal combustion engine exhaust gas treatment device 3. The electrical energy generated by the generator drives the traction motor to complete the traction power conversion of the locomotive after passing through the converter. At this time, the transformer 9 does not work, and the integrated radiator 4 only cools the internal combustion engine 6, while the integrated cooling tower 8 cools the converter, traction motor, and auxiliary electrical equipment. Under the power grid power mode, electrical energy is introduced from the power grid through the first pantograph 2 and the second pantograph 5, and drives the traction motor to complete the traction power conversion of the locomotive after being converted by the transformer 9 and the converter. At this time, the internal combustion engine 6 does not work, and the integrated radiator 4 only cools the transformer 9, while the integrated cooling tower 8 cools the converter, traction motor, and auxiliary electrical equipment, and uses an efficient cooling medium to complete the cooling and take away the heat.

[0062] Compared with the prior art, the present application provides an integrated distributed cooling system that can be used for cooling the main equipment of an internal combustion engine and power grid hybrid locomotive. By integrating the cooling devices of the internal combustion engine 6 and the transformer 9 into the integrated radiator 4, and integrating the cooling devices of the converter, traction motor, and auxiliary electrical system into the integrated cooling tower 8, the heat transfer efficiency of the system is improved in the form of strengthening the heat transfer channel and the intermediate heat exchanger, which can effectively reduce the weight and space of the cooling devices and the cooling system pipeline of the system, and realize a highly integrated internal power dual-source locomotive cooling system. At the same time, heat exchange is carried out through the regenerative cooling heat exchanger composed of the high-temperature circuit of the cooling tower and the fuel inlet pipeline, which can continuously preheat the fuel during the continuous operation of the diesel engine without an additional fuel preheater, reducing the system energy consumption. And the waste heat utilization method of this system only adds a high-temperature branch of an integrated cooling tower 8 and a regenerative cooling heat exchanger, with a simple structure and high reliability, having little impact on the overall vehicle space layout and weight distribution. For the application scenario of a hybrid electric locomotive, the waste heat utilization system of the present application can continuously play a role without a long idle period, and the system utilization rate is high. The present application has the characteristics of high system integration, high heat dissipation efficiency, and high energy utilization efficiency, and can be widely applied to the cooling systems of various multi-source hybrid electric locomotives.

[0063] It should be noted that in this application, the object of the heat dissipation and cooling system is an internal combustion engine-electrified grid hybrid locomotive, but the protection scope is not limited thereto. For other types of hybrid locomotives, such as replacing the internal combustion engine 6 and the electrified grid type in this application with power types such as batteries, supercapacitors, and hydrogen fuels, they are also within the protection scope of this application; in this application, the integrated radiator 4 is used for heat dissipation and cooling of the internal combustion engine 6 and the transformer 9, and the integrated cooling tower 8 is used for heat dissipation and cooling of the converter, traction motor, and auxiliary electrical equipment. The replacement, addition, and reduction of the equipment for which the integrated radiator 4 and the integrated cooling tower 8 perform heat dissipation and cooling are also within the protection scope of this application.

[0064] This application also provides an internal combustion engine-electric dual-source locomotive, including the above-mentioned integrated distributed heat dissipation and cooling system. By means of the integrated method of the distributed cooling device, the equipment weight and occupied space of the cooling system are reduced, and the heat transfer efficiency and energy utilization rate are improved by using the enhanced heat transfer method, the intermediate heat exchanger, and the fuel regeneration cooling circuit, so as to realize the integrated heat dissipation and cooling with high system integration, high heat dissipation efficiency, and high energy utilization rate.

[0065] It should be noted that many components mentioned in this application are common standard components or components known to those skilled in the art, and their structures and principles can all be learned by those skilled in the art through technical manuals or through conventional experimental methods.

[0066] It should be noted that in this specification, relational terms such as first and second are only used to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0067] The above has introduced in detail the internal combustion engine-electric dual-source locomotive and its integrated distributed heat dissipation and cooling system provided by this application. Specific examples are used in this article to elaborate on the principle and implementation manner of this application. The description of the above embodiments is only used to help understand the method and its core idea of this application. It should be pointed out that for those of ordinary skill in the art in this technical field, without departing from the principle of this application, several improvements and modifications can still be made to this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. An integrated distributed heat dissipation and cooling system is provided in an inner electric dual-source locomotive, characterized in that, including an integrated radiator (4) and an integrated cooling tower (8); The integrated radiator (4) is used to communicate with the cooling circuits of the internal combustion engine (6) and the transformer (9) of the internal electric dual-source locomotive through heat dissipation pipelines; the integrated cooling tower (8) is used to communicate with the cooling circuits of the converter and the traction motor of the internal electric dual-source locomotive through heat dissipation pipelines; In the internal combustion engine power mode of the internal electric dual-source locomotive, the transformer (9) does not work, the integrated radiator (4) only dissipates heat from the internal combustion engine (6), and the integrated cooling tower (8) dissipates heat from the converter and the traction motor; In the power grid power mode of the internal electric dual-source locomotive, the internal combustion engine (6) does not work, the integrated radiator (4) only dissipates heat from the transformer (9), and the integrated cooling tower (8) dissipates heat from the converter and the traction motor.

2. The integrated distributed heat dissipation and cooling system according to claim 1, wherein It also includes a high-temperature branch and a regenerative cooling heat exchanger connected in parallel with the integrated cooling tower (8), so that the fuel inlet pipeline of the fuel tank (7) of the internal electric dual-source locomotive exchanges heat with the high-temperature branch in the regenerative cooling heat exchanger, and the fuel inlet pipeline leads to the internal combustion engine (6).

3. The integrated distributed heat dissipation and cooling system according to claim 1, characterized in that, It also includes an intermediate heat exchanger arranged between the integrated radiator (4) and the transformer (9). A first cooling medium is filled in the heat dissipation pipeline between the integrated radiator (4) and the intermediate heat exchanger, and a second cooling medium is filled in the heat dissipation pipeline between the intermediate heat exchanger and the transformer (9).

4. The integrated distributed heat dissipation and cooling system according to claim 1, characterized in that The integrated radiator (4) is at least one of the forms of plate heat exchanger, shell-and-tube heat exchanger, finned-tube heat exchanger, immersed serpentine tube heat exchanger, and microchannel heat exchanger; the heat exchanger form inside the integrated cooling tower (8) is at least one of single-body integrated type, multi-body separated type, and combined separated type.

5. The integrated distributed heat dissipation and cooling system according to claim 1, wherein The heat exchangers of the integrated radiator (4) and the integrated cooling tower (8) and the internal cooling circuits of the internal combustion engine (6), the transformer (9), the converter, and the traction motor adopt enhanced heat transfer channels.

6. The integrated distributed heat dissipation and cooling system according to claim 5, wherein The enhanced heat transfer channels adopt at least one of wirewound filaments, inserted heat exchange fins, and wall micro-nano scale enhanced heat transfer structures.

7. The integrated distributed heat dissipation and cooling system according to claim 6, wherein The wall of the enhanced heat transfer channel adopts a micro-nano scale enhanced heat transfer structure, and the micro-nano scale enhanced heat transfer structure is a cylindrical array formed by laser etching. The form of the cylindrical array is at least one of square column, cylindrical column, elliptical column, and water droplet-shaped column. The height of the cylindrical array is 200μm and the diameter is 100μm. A nano-structure is processed on the surface of the cylindrical array, and the height of the nano-structure is 2μm and the diameter is 200nm.

8. The integrated distributed heat dissipation and cooling system according to any one of claims 1 to 7, characterized in that The integrated radiator (4), the first pantograph (2), and the second pantograph (5) of the internal electric dual-source locomotive are all arranged on the top of the car body (1) of the internal electric dual-source locomotive; the integrated cooling tower (8), the internal combustion engine (6), the transformer (9), and the converter of the internal electric dual-source locomotive are all arranged inside the car body (1); the fuel tank (7) and the traction motor of the internal electric dual-source locomotive are all arranged at the bottom of the car body (1).

9. The integrated distributed heat dissipation and cooling system according to claim 8, characterized in that, It further includes an internal combustion engine exhaust gas treatment device (3) arranged on the top of the vehicle body (1), and at least one of an anti-corrosion coating, an anti-oxidation coating, and an anti-wear coating is laid on the surfaces of the integrated radiator (4), the internal combustion engine exhaust gas treatment device (3), and the fuel tank (7).

10. A dual-source locomotive with internal power supply, characterized in that, It includes the integrated distributed heat dissipation and cooling system according to any one of claims 1 to 9.

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