A fuel system for a coupled diesel locomotive

Abstract

The present invention discloses a fuel system for a coupled diesel locomotive, which includes two fuel systems. Each fuel system includes a fuel tank, a starting fuel pump, a three-way reversing valve, and a first check valve. Among them, the oil outlet of the fuel tank is connected to the starting fuel pump, the first interface of the three-way reversing valve is connected to the starting fuel pump, the second interface of the three-way reversing valve is connected to the first check valve, and the other end of the first check valve is connected to the oil return port of the fuel tank; moreover, the third interfaces of the three-way reversing valves of two adjacent fuel systems are connected through complementary pipelines. The fuel system for the coupled diesel locomotive provided by the present invention changes the form that the existing coupled diesel locomotives still adopt the original independent fuel systems, realizes fuel complementarity between the coupled diesel locomotives, reduces the energy consumption of the fuel system during operation, and improves the reliability of the fuel system of the coupled diesel locomotive.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel supply for coupled diesel locomotives, and particularly relates to a fuel system for coupled diesel locomotives. Background Art

[0002] With the development of railway transportation demands towards high speed, heavy haul, and long haul, the requirement for the traction power of locomotives is increasing. Due to the limitations of the power and size of diesel engines, single-unit locomotives no longer have the conditions to significantly improve the traction power. In order to meet the traction requirements of railway transportation, the locomotive type of coupled diesel locomotives has been developed. Currently, each locomotive of the coupled diesel locomotives still uses the original independent fuel systems. When one of the locomotives breaks down and stops or lacks fuel, the fuel quantity of the other locomotive is not sufficient to complete the transportation task, resulting in breakdowns and seriously affecting the operation of railway lines.

[0003] Patent No. ZL200420080580.1 provides a fuel reconnection system for diesel locomotives, which uses the fuel supply system of the faulty locomotive to supply fuel to the diesel engine of the non-faulty locomotive. The fuel pump of the faulty locomotive supplies the fuel in the fuel tank of the faulty locomotive to the diesel engine of the non-faulty locomotive through the fuel pipe and the connecting stop valve.

[0004] The performance of the fuel pump in this fuel supply method must meet the fuel flow and pressure requirements for the maximum operating speed of the diesel engine of the other locomotive. Due to the relatively long fuel transmission pipeline, more power is consumed. It is difficult to solve the power supply problem of the fuel pump.

[0005] Based on this, the existing technology still needs to be improved. Summary of the Invention

[0006] The main object of the present invention is to provide a fuel system for coupled diesel locomotives to solve the technical problem that it is difficult to solve the power supply problem of the fuel reconnection system for diesel locomotives in the existing technology.

[0007] According to one aspect of the present invention, a fuel system for coupled diesel locomotives is proposed, which includes two fuel systems. Each fuel system includes a fuel tank, a starting fuel pump, a three-way reversing valve, and a first check valve. Among them, the oil outlet of the fuel tank is connected to the starting fuel pump, the first interface of the three-way reversing valve is connected to the starting fuel pump, the second interface of the three-way reversing valve is connected to the first check valve, and the other end of the first check valve is connected to the oil return port of the fuel tank;

[0008] Moreover, the third interfaces of the three-way reversing valves of two adjacent fuel systems are connected through complementary pipelines.

[0009] Furthermore, a coarse filter is provided between the oil outlet of the fuel tank and the starting fuel pump.

[0010] Further, the starting fuel pump is powered by the vehicle's battery.

[0011] Further, the fuel system further includes a main fuel pump, and the main fuel pump and the starting fuel pump are connected in parallel to the coarse filter. The other end of the main fuel pump is communicated with the fuel inlet of the diesel engine through a second check valve.

[0012] Further, an oil temperature treatment mechanism and a fuel fine filter are arranged between the second check valve and the fuel inlet of the diesel engine, and the oil return port of the diesel engine is connected to the oil return port of the fuel tank.

[0013] Further, the oil temperature treatment mechanism includes a preheater, a parallel pipeline and a temperature control valve. Among them, one end of the preheater is connected to the second check valve, the other end of the preheater is connected to the second interface of the temperature control valve, one end of the parallel pipeline is connected to the second check valve, the other end is connected to the third interface of the temperature control valve, and the first interface of the temperature control valve is connected to the fuel fine filter.

[0014] Further, the main fuel pump and the second check valve are connected to the oil return port of the fuel tank through a second safety pipeline, and a safety valve is arranged on the second safety pipeline.

[0015] Further, the starting fuel pump and the first check valve are connected to the oil return port of the fuel tank through a first safety pipeline, and a safety valve is arranged on the first safety pipeline.

[0016] Further, the first interface of the three-way reversing valve and the starting fuel pump are communicated with the fuel fine filter through a third check valve.

[0017] Further, the third check valve and the fuel fine filter are connected to the oil return port of the fuel tank through a stop valve pipeline, and a stop valve is arranged on the stop valve pipeline.

[0018] Adopting the above technical solution, the present invention has at least the following beneficial effects:

[0019] The fuel system of the coupled diesel locomotive provided by the present invention changes the form of the existing fuel systems of the coupled diesel locomotives that are still independent of each other, realizes fuel complementarity between the coupled diesel locomotives, reduces the energy consumption of the fuel system during operation, and improves the reliability of the fuel system of the coupled diesel locomotives. Description of the Drawings

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1 The structural system diagram of the fuel system of the coupled diesel locomotive disclosed in some embodiments of the present invention is shown.

[0022] Figure 2 The fuel complementary function structure diagram of the fuel system of the coupled diesel locomotive disclosed in some embodiments of the present invention is shown. Specific embodiments

[0023] To make the purpose, technical solutions and advantages of the present invention clearer and more understandable, the following further details the embodiments of the present invention in conjunction with specific embodiments and with reference to the drawings.

[0024] It should be noted that all the expressions using "first" and "second" in the embodiments of the present invention are used to distinguish two entities or parameters with the same name but different, so "first" and "second" are only for the convenience of expression and should not be construed as a limitation on the embodiments of the present invention. This will not be repeated in the subsequent embodiments.

[0025] Currently, for the fuel coupling system of diesel locomotives disclosed in the prior art, the fuel supply system of the faulty locomotive is used to supply fuel to the diesel engine of the non-faulty locomotive.

[0026] Power of the fuel pump = fuel delivery volume × delivery pressure / efficiency

[0027] To enable the fuel pump of the faulty locomotive to supply fuel to the diesel engine of the non-faulty locomotive, the power supply of the fuel pump must be satisfied first. The following solutions can be taken:

[0028] (1) The non-faulty locomotive supplies power to the fuel pump of the faulty locomotive, which requires an electrical system for power coupling of the fuel pumps of the two locomotives.

[0029] (2) Use the battery of the faulty locomotive to supply power to the fuel pump of the faulty locomotive. The battery capacity needs to meet the continuous operation of the non-faulty locomotive, and the battery capacity must be much larger than the normal usage capacity. The volume and weight of the battery will be very large, seriously affecting the layout of the locomotive.

[0030] (3) Use the battery of the faulty locomotive to supply power to the fuel pump of the faulty locomotive, and the non-faulty locomotive charges the battery of the faulty locomotive. This requires an electrical system for battery charging coupling of the two locomotives. The battery capacity adopts the normal usage capacity.

[0031] However, the prior art does not propose features such as starting the fuel pump of a faulty locomotive, whether the fuel pump of a non-faulty locomotive needs to be shut down, and whether the locomotive needs to stop. If the fuel pump of a non-faulty locomotive is not shut down and the fuel pumps of both non-faulty and faulty locomotives work simultaneously, and the fuel delivery volume and delivery pressure of both non-faulty and faulty locomotives are the same, then the system structure provided by the prior art will not be able to supply fuel from the faulty locomotive to the diesel engine of the non-faulty locomotive. If the fuel pump of a non-faulty locomotive is shut down, then a dedicated control program must be available to control the fuel pump of the non-faulty locomotive to shut down when the fuel reconnecting system is in operation, which requires a large-scale change to the existing control program and is difficult.

[0032] To solve the above problems, as Figure 1 , Figure 2 shown, some embodiments of the present invention disclose a fuel system for a reconnected diesel locomotive, which changes the form of the existing reconnected diesel locomotive still using the original independent fuel systems, realizes fuel complementarity between reconnected diesel locomotives, and includes two fuel systems, which are respectively arranged on one locomotive. The fuel system includes a fuel tank 1, a starting fuel pump 6, a three-way reversing valve 37, and a first check valve 39. Among them, the oil outlet of the fuel tank 1 is connected to the starting fuel pump 6, the first interface of the three-way reversing valve 37 is connected to the starting fuel pump 6, the second interface of the three-way reversing valve 37 is connected to the first check valve 39, and the other end of the first check valve 39 is connected to the oil return port of the fuel tank 1; and, the third interfaces of the three-way reversing valves 37 of two adjacent fuel systems are connected through a complementary pipeline 41. The starting cycle function module and the working cycle function module are separated by starting fuel pumps 6 with different performances, reducing the power consumption when the starting fuel pump 6 is working. The starting fuel pump 6 is a power device for fuel complementarity of reconnected locomotives. Compared with the main fuel pump 13, the starting fuel pump 6 consumes less power, and there is no need for dedicated power supply reconnection to charge the battery of the faulty locomotive, and the battery of the faulty locomotive can meet the requirement.

[0033] The fuel delivery of the fuel complementarity function is from the fuel tank 1 of one locomotive to the fuel tank 1 of another locomotive. Compared with the prior art method of directly delivering the fuel in the fuel tank 1 of the faulty locomotive to the diesel engine 34 of the non-faulty locomotive, both the delivery flow rate and the delivery pressure are significantly reduced, reducing the requirements for the delivery capacity of the delivery pump and the power consumption.

[0034] The fuel complementarity function does not interfere with the working cycles of the fuel systems of the two locomotives respectively. When one locomotive is faulty and the other is operating normally, the fuel in the fuel tank 1 of the faulty locomotive can be delivered to the fuel tank 1 of the non-faulty locomotive. When both locomotives are operating normally and the other locomotive is short of fuel, the fuel in the fuel tank 1 of one locomotive can also be delivered to the fuel tank 1 of the other locomotive. This improves the reliability of the fuel system of the reconnected diesel locomotive.

[0035] In the fuel system of the reconnection diesel locomotive disclosed in some embodiments of the present invention, a coarse filter 3 is provided between the oil outlet of the fuel tank 1 and the starting fuel pump 6. The main fuel pump 13 and the starting fuel pump 6 are connected in parallel to the coarse filter 3, and the other end of the main fuel pump 13 is connected to the oil inlet of the diesel engine 34 through a second check valve 18. An oil temperature treatment mechanism and a fuel fine filter 28 may also be provided between the second check valve 18 and the oil inlet of the diesel engine 34, and the oil return port of the diesel engine 34 is connected to the oil return port of the fuel tank 1.

[0036] In some embodiments, the oil temperature treatment mechanism includes a preheater 21, a parallel pipeline 19, and a temperature control valve 23. Among them, one end of the preheater 21 is connected to the second check valve 18, the other end of the preheater 21 is connected to the second interface of the temperature control valve 23, one end of the parallel pipeline 19 is connected to the second check valve 18, the other end is connected to the third interface of the temperature control valve 23, and the first interface of the temperature control valve 23 is connected to the fuel fine filter 28.

[0037] A second safety pipeline 15 is connected between the main fuel pump 13 and the second check valve 18 to the oil return port of the fuel tank 1, and a safety valve is provided on the second safety pipeline 15. A first safety pipeline 10 is connected between the starting fuel pump 6 and the first check valve 39 to the oil return port of the fuel tank 1, and a safety valve is provided on the first safety pipeline 10. The first interface of the three-way reversing valve 37 is connected to the fuel fine filter 28 through a third check valve 8 with the starting fuel pump 6. A pipeline between the third check valve 8 and the fuel fine filter 28 is connected to the oil return port of the fuel tank 1 through a pipeline with a cock, and a cock is provided on the pipeline with the cock.

[0038] Assume that one locomotive of the reconnection diesel locomotive is locomotive A and the other locomotive is locomotive B, and a fuel system is arranged in each locomotive. The structural principle of the fuel system of the reconnection diesel locomotive is as Figure 1 shown.

[0039] The fuel system of the reconnection diesel locomotive is composed of a starting cycle function module that is independent of each other for the same two locomotives, a working cycle function module that is independent of each other for the same two locomotives, and a fuel complementary function module jointly composed of the two locomotives.

[0040] Before the diesel engine 34 of each locomotive of the reconnection diesel locomotive starts, a starting cycle is performed to supply fuel to the diesel engine 34. A separate starting fuel pump 6 is set as the power equipment for the starting cycle. The performance of the starting fuel pump 6 only needs to meet the fuel flow and pressure requirements for the idling operation of the diesel engine 34.

[0041] The starting cycle consists of an oil injection, exhaust, and pressure relief link.

[0042] After each locomotive of the reconnected diesel locomotive starts the diesel engine 34 and runs stably at idling speed, the starting cycle stops running, and the working cycle is changed to supply fuel for the operation of the diesel engine 34. The main fuel pump 13 is separately provided as the power equipment for the working cycle. The performance of the main fuel pump 13 needs to meet the fuel flow rate and pressure requirements for the operation of the diesel engine 34 of this locomotive at the maximum working speed.

[0043] The working cycle consists of preheating, non-preheating, pressure relief, and oil drainage links.

[0044] By setting the third check valve 8, the fuel complementary function module and the working cycle function module of each of the two locomotives do not interfere with each other.

[0045] When one locomotive fails and the other runs normally, the fuel in the fuel tank 1 of the faulty locomotive can be transported to the fuel tank 1 of the non-faulty locomotive through the fuel complementary function module. When both locomotives are running normally and one of the locomotives is short of fuel, the fuel in the fuel tank 1 of the other locomotive can also be transported to the fuel tank 1 of the other locomotive through the fuel complementary function module. This solves the defect of the existing diesel locomotive fuel reconnection system that fuel cannot be complemented when both locomotives are running normally and one of the locomotives is short of fuel.

[0046] The fuel transportation of the fuel complementary function of the present invention is from the fuel tank 1 of one locomotive to the fuel tank 1 of the other locomotive. Compared with the existing technology of directly transporting the fuel in the fuel tank 1 of the faulty locomotive to the diesel engine 34 of the non-faulty locomotive, both the transportation flow rate and the transportation pressure are significantly reduced, reducing the requirements for the transportation capacity of the transportation pump and the power consumption.

[0047] The fuel complementary function module of the present invention uses the starting fuel pump 6 as the power equipment for fuel complementation of the reconnected locomotive. Compared with the main fuel pump 13, the starting fuel pump 6 has lower power consumption, and the use of the battery of this vehicle can meet the working needs without the power supply reconnection between the two locomotives. In the existing technology, the fuel pump is the main fuel pump 13, and the battery capacity is not sufficient to provide long-term operation of the fuel pump, and the mutual power supply of the reconnected locomotives needs to be considered, which is technically difficult.

[0048] The components of the fuel system of the reconnected diesel locomotive disclosed in some embodiments of the present invention will be introduced in detail below.

[0049] Fuel tank 1: The fuel tank 1 is an oil storage device for the fuel of the reconnected diesel locomotive. The fuel tank 1 is provided with a liquid level sensor, and the fuel liquid level height information in the fuel tank 1 is received in real time through the locomotive microcomputer. The fuel tank 1 is provided with an oil suction port and an oil return port.

[0050] Connecting pipeline 2: One end is connected to the oil suction port of the fuel tank 1, and the other end is connected to the inlet of the coarse filter 3.

[0051] Coarse filter 3: Filters out relatively large impurity particles in the fuel. The coarse filter 3 is provided with an inlet and an outlet for the fuel.

[0052] Connecting pipeline 4: One end is connected to the inlet of the main fuel pump 13, and the other end is connected to the connecting pipeline 5 in parallel to the outlet of the coarse filter 3.

[0053] Connecting pipeline 5: One end is connected to the inlet of the starting fuel pump 6, and the other end is connected to the connecting pipeline 4 in parallel to the outlet of the coarse filter 3.

[0054] Starting fuel pump 6: Starts the power equipment for circulation and fuel complement. The performance of the starting fuel pump 6 meets the fuel flow and pressure requirements for the idling operation of the diesel engine 34. It is powered by a battery, driven by a motor, and its start and stop are controlled by a microcomputer. The starting fuel pump 6 is provided with an inlet and an outlet for the fuel.

[0055] Connecting pipeline 7: One end is connected to the outlet of the starting fuel pump 6 in parallel with the first safety pipeline 10 and the connecting pipeline 36, and the other end is connected to the inlet of the third check valve 8.

[0056] Third check valve 8: Is provided with an inlet and an outlet for the fuel. It only allows the fuel to flow in from the inlet and out from the outlet.

[0057] Connecting pipeline 9: One end is connected to the outlet of the third check valve 8, and the other end is connected to the inlet of the fuel fine filter 28 in parallel with the connecting pipeline 24 and the connecting pipeline 25.

[0058] First safety pipeline 10: One end is connected to the outlet of the starting fuel pump 6 in parallel with the connecting pipeline 7 and the connecting pipeline 36, and the other end is connected to the inlet of the safety valve 11.

[0059] Safety valve 11: Is provided with an inlet and an outlet for the fuel. When the pressure difference between the inlet and the outlet is greater than the set value, it allows the fuel to flow in from the inlet and out from the outlet.

[0060] Connecting pipeline 12: One end is connected to the outlet of the safety valve 11, and the other end is connected to the return oil port of the fuel tank 1 in parallel with the connecting pipeline 17, the connecting pipeline 27, the connecting pipeline 35, and the connecting pipeline 40.

[0061] Main fuel pump 13: The power equipment for the working cycle. The performance of the main fuel pump 13 meets the fuel flow and pressure requirements for the maximum working speed operation of the diesel engine 34. It is driven by the transmission gear of the diesel engine 34 and starts and stops together with the diesel engine 34. The main fuel pump 13 is provided with an inlet and an outlet for the fuel.

[0062] Connecting pipeline 14: One end is connected to the outlet of the main fuel pump 13 in parallel with the second safety pipeline 15, and the other end is connected to the inlet of the second check valve.

[0063] Second safety pipeline 15: One end is connected to the connecting pipeline in parallel to the outlet of the main fuel pump 13, and the other end is connected to the inlet of the safety valve 16.

[0064] Safety valve 16: It is provided with an inlet and an outlet for fuel. When the pressure difference between the inlet and the outlet is greater than the set value, it allows fuel to flow in from the inlet and out from the outlet.

[0065] Connecting pipeline 17: One end is connected to the outlet of the safety valve 16, and the other end is connected to the return oil port of the fuel tank 1 in parallel with the connecting pipelines 12, 27, 35, and 40.

[0066] Second check valve: It is provided with an inlet and an outlet for fuel. It only allows fuel to flow in from the inlet and out from the outlet.

[0067] Connecting pipeline 19: One end is connected to the outlet of the second check valve in parallel with the connecting pipeline 20, and the other end is connected to the interface c (the third interface) of the temperature control valve 23.

[0068] Connecting pipeline 20: One end is connected to the outlet of the second check valve in parallel with the connecting pipeline 19, and the other end is connected to the inlet of the preheater 21.

[0069] Preheater 21: A device for preheating fuel. The preheater 21 is provided with an inlet and an outlet for fuel.

[0070] Connecting pipeline 22: One end is connected to the outlet of the preheater 21, and the other end is connected to the interface b (the second interface) of the temperature control valve 23.

[0071] Temperature control valve 23: When the fuel temperature does not exceed the set value, the temperature control valve 23 does not act. At this time, the temperature control valve 23 is provided with the fuel interface a (the first interface), interface b (the second interface), and interface c (the third interface). When the fuel temperature is not higher than the set value of the temperature control valve 23, the temperature control valve 23 does not act. At this time, interface b of the temperature control valve 23 is communicated with interface a, and interface c is cut off. When the fuel temperature is higher than the set value of the temperature control valve 23, the temperature control valve 23 acts, interface c of the temperature control valve 23 is communicated with interface a, and interface b is cut off.

[0072] Connecting pipeline 24: One end is connected to the interface a of the temperature control valve 23, and the other end is connected to the inlet of the fuel fine filter 28 in parallel with the connecting pipelines 9 and 25.

[0073] Connecting pipeline 25: One end is connected to the inlet of the stop valve 26, and the other end is connected to the inlet of the fuel fine filter 2828 in parallel with the pipelines 9 and 24.

[0074] Stop valve 26: A normally closed stop valve, provided with an inlet and an outlet for fuel. After being opened, it allows fuel to flow through.

[0075] Connecting pipeline 27: One end is connected to the outlet of the stop valve 26, and the other end is connected to the return oil port of the fuel tank 1 in parallel with the connecting pipelines 12, 17, 35, and 40.

[0076] Fuel fine filter 28: A fuel filtering device, provided with an inlet, an outlet, and an exhaust port for fuel.

[0077] Connecting pipeline 29: One end is connected to the exhaust port of the fuel fine filter 28, and the other end is connected to the inlet of the stop valve 30.

[0078] Stop valve 30: A normally closed stop valve, provided with an inlet and an outlet for fuel. After being opened, it allows fuel to flow through.

[0079] Connecting pipeline 31: One end is connected to the outlet of the stop valve 30, and the other end is connected to the inlet of the dirty oil tank 32.

[0080] Dirty oil tank 32: A storage device for fuel during exhaust. The dirty oil tank is provided with one inlet.

[0081] Connecting pipeline 33: One end is connected to the outlet of the fuel fine filter 28, and the other end is connected to the inlet of the diesel engine 34.

[0082] Diesel engine 34: Provided with an inlet and a return oil port for fuel.

[0083] Connecting pipeline 35: One end is connected to the return oil port of the diesel engine 34, and the other end is connected to the return oil port of the fuel tank 1 in parallel with the connecting pipelines 12, 17, 27, and 40.

[0084] Connecting pipeline 36: One end is connected to the outlet of the starting fuel pump 6 in parallel with the connecting pipelines 7 and 10, and the other end is connected to the interface a (the first interface) of the three-way reversing valve 37.

[0085] Three-way reversing valve 37: Provided with an interface a (the first interface), an interface b (the second interface), and an interface c (the third interface) for fuel. It is controlled by a microcomputer to start and stop. In the initial state, interface c and interface b are connected, and interface a is cut off; in the open state, interface c and interface a are connected, and interface b is cut off.

[0086] Connecting pipeline 38: One end is connected to the interface b of the three-way reversing valve 37, and the other end is connected to the inlet of the first check valve 39.

[0087] First check valve 39: Provided with an inlet and an outlet for fuel. It only allows fuel to flow in from the inlet and out from the outlet.

[0088] Connecting pipeline 40: One end is connected to the outlet of the first check valve 39, and the other end is connected to the return oil port of the fuel tank 11 in parallel with the connecting pipelines 12, 17, 27, and 35.

[0089] Complementary pipeline 41: One end is connected to the interface c of the three-way reversing valve 37 of locomotive section A, and the other end is connected to the interface c of the three-way reversing valve 37 of locomotive section B.

[0090] The working principle of the fuel system of the coupled diesel locomotive of the present invention is as follows:

[0091] The fuel system of the coupled diesel locomotive consists of start-up cycle function modules that are independent of each other for the same two locomotives, working cycle function modules that are independent of each other for the same two locomotives, and a fuel complementary function module composed of the two locomotives together.

[0092] Start-up cycle:

[0093] Before the diesel engine of each locomotive of the coupled diesel locomotive starts, a start-up cycle is carried out to supply fuel to the diesel engine. The performance of the start fuel pump only needs to meet the fuel flow and pressure requirements for the idling operation of the diesel engine.

[0094] The start-up cycle consists of the fuel injection, exhaust, and pressure relief links.

[0095] Fuel injection path: Fuel tank 1 → Connecting pipeline 2 → Coarse filter 3 → Connecting pipeline 5 → Start fuel pump 6 → Connecting pipeline 7 → Check valve 8 → Connecting pipeline 9 → Fine fuel filter 28 → Connecting pipeline 33 → Diesel engine 34.

[0096] During the fuel injection process, it is necessary to exhaust the air from the fuel system. Open the cock 30 to empty the air in the fine fuel filter 28.

[0097] Exhaust path: Fine fuel filter 28 → Connecting pipeline 29 → Cock 30 → Connecting pipeline 31 → Dirty oil tank 32.

[0098] After the air in the system is exhausted, when the fuel pressure exceeds the set value of the safety valve 11, the safety valve 11 opens, and part of the fuel returns to the fuel tank.

[0099] Pressure relief path: Fuel tank 1 → Connecting pipeline 2 → Coarse filter 3 → Connecting pipeline 5 → Start fuel pump 6 → First safety pipeline 10 → Safety valve 11 → Connecting pipeline 12 → Fuel tank 1.

[0100] Working cycle:

[0101] After the diesel engine of each locomotive of the coupled diesel locomotive starts and the idling operation is stable, the start-up cycle stops running, and the working cycle is changed to provide fuel for the operation of the diesel engine. A main fuel pump is separately set as the power equipment for the working cycle. The performance of the main fuel pump meets the fuel flow and pressure requirements for the maximum working speed operation of the diesel engine of this locomotive section.

[0102] The working cycle consists of the preheating, non-preheating, pressure relief, and oil drainage links.

[0103] When the fuel temperature is not higher than the set value of the temperature control valve, the temperature control valve does not act. At this time, the interface b of the temperature control valve is connected to the interface a, and the interface c is cut off. The fuel first passes through the fuel preheater for preheating and then enters the diesel engine.

[0104] Preheating path: Fuel tank 1 → Connecting pipeline 2 → Coarse filter 3 → Connecting pipeline 4 → Main fuel pump 13 → Connecting pipeline 14 → Check valve 18 → Connecting pipeline 20 → Fuel preheater 21 → Connecting pipeline 22 → Temperature control valve 23 b-a → Connecting pipeline 24 → Fuel fine filter 28 → Connecting pipeline 33 → Diesel engine 34 → Connecting pipeline 35 → Fuel tank 1.

[0105] When the fuel temperature is higher than the set value of the temperature control valve, the temperature control valve acts. The interface c of the temperature control valve is connected to the interface a, and the interface b is cut off. The fuel enters the diesel engine without passing through the fuel preheater for preheating.

[0106] Non-preheating path: Fuel tank 1 → Connecting pipeline 2 → Coarse filter 3 → Connecting pipeline 4 → Main fuel pump 13 → Connecting pipeline 14 → Check valve 18 → Connecting pipeline 19 → Temperature control valve 23 c-a → Connecting pipeline 24 → Fuel fine filter 28 → Connecting pipeline 33 → Diesel engine 34 → Connecting pipeline 35 → Fuel tank 1.

[0107] When the fuel pressure exceeds the set value of the safety valve 16, the safety valve 16 opens, and part of the fuel returns to the fuel tank 1.

[0108] Pressure relief path: Fuel tank 1 → Connecting pipeline 2 → Coarse filter 3 → Connecting pipeline 4 → Main fuel pump 13 → Second safety pipeline 15 → Safety valve 16 → Connecting pipeline 17 → Fuel tank 1.

[0109] When performing maintenance such as replacing the filter element in the fuel system, first open the stop valve 26 to make the fuel flow back to the fuel tank 1.

[0110] Oil drainage path: Fuel fine filter 28 → Connecting pipeline 25 → Stop valve 26 → Connecting pipeline 27 → Fuel tank 1.

[0111] The fuel in the working cycles of the locomotive of Section A and the locomotive of Section B is blocked by the third check valve 8 of Section A, the first check valve 39 of Section A, the third check valve 8 of Section B, and the first check valve 39 of Section B respectively, so that the fuel complementary function module and the working cycle function module of each section of the locomotive do not interfere with each other.

[0112] Fuel complementarity:

[0113] When one section fails and the other section operates normally, the fuel in the fuel tank of the faulty locomotive can be transported to the fuel tank of the non-faulty locomotive through the fuel complementary function module. When both locomotives are operating normally and one of them lacks fuel, the fuel in the fuel tank of the other locomotive can also be transported to the fuel tank of the other locomotive through the fuel complementary function module. The fuel transportation of the fuel complementary function is from the fuel tank of one locomotive to the fuel tank of the other locomotive. Compared with the way in the background technology of directly transporting the fuel in the fuel tank of the faulty locomotive to the diesel engine of the non-faulty locomotive, both the transportation flow and the transportation pressure have significantly decreased, reducing the requirements for the transportation capacity of the transportation pump and the power consumption. The fuel complementary function module uses the starting fuel pump as the power equipment for fuel complementarity of the coupled locomotives. Compared with the main fuel pump, the starting fuel pump has lower power consumption, and the battery of this vehicle can meet the working needs, without the need for power supply coupling between the two locomotives. The fuel pump in the prior art is the main fuel pump, and the battery capacity is not sufficient to provide long-term operation of the fuel pump, and the mutual power supply of the coupled locomotives needs to be considered.

[0114] When it is necessary to transport fuel from locomotive A to locomotive B, open the three-way reversing valve 37 of locomotive A and start the starting fuel pump 6 of locomotive A, then the fuel in the fuel tank 1 of locomotive A can be transported to the fuel tank 1 of locomotive B through the pipeline.

[0115] Fuel transportation path from locomotive A to locomotive B: Fuel tank 1 of locomotive A → Connecting pipeline 2 of locomotive A → Coarse filter 3 of locomotive A → Connecting pipeline 5 of locomotive A → Starting fuel pump 6 of locomotive A → Connecting pipeline 36 of locomotive A → Three-way reversing valve 37a-c of locomotive A → Connecting pipeline 41 → Three-way reversing valve 37c-b of locomotive B → Connecting pipeline 38 of locomotive B → First check valve 39 of locomotive B → Connecting pipeline 40 of locomotive B → Fuel tank 1 of locomotive B.

[0116] When it is necessary to transport fuel from locomotive B to locomotive A, open the three-way reversing valve 37 of locomotive B and start the starting fuel pump 6 of locomotive B, then the fuel in the fuel tank 1 of locomotive B can be transported to the fuel tank 1 of locomotive A through the pipeline.

[0117] Fuel transportation path from locomotive B to locomotive A: Fuel tank 1 of locomotive B → Connecting pipeline 2 of locomotive B → Coarse filter 3 of locomotive B → Connecting pipeline 5 of locomotive B → Starting fuel pump 6 of locomotive B → Connecting pipeline 36 of locomotive B → Three-way reversing valve 37a-c of locomotive B → Connecting pipeline 41 → Three-way reversing valve 37c-b of locomotive A → Connecting pipeline 38 of locomotive A → First check valve 39 of locomotive A → Connecting pipeline 40 of locomotive A → Fuel tank 1 of locomotive A.

[0118] The three-way reversing valve 37 has two states. Initial state: Interface c and interface b are connected, and interface a is blocked; After-action state: Interface c and interface a are connected, and interface b is blocked.

[0119] The fuel system of the coupled diesel locomotives is controlled by the microcomputer of the master control vehicle.

[0120] Based on the fuel tank capacity information fed back by the fuel tank level gauges of the two locomotives respectively, it is judged whether to perform the fuel delivery operation.

[0121] When the following conditions are met simultaneously, fuel can be delivered:

[0122] 1) The fuel capacity of the receiving locomotive is insufficient.

[0123] 2) The fuel capacity of the delivering locomotive is sufficient.

[0124] When any of the following conditions is met, stop delivering fuel:

[0125] 1) The fuel capacity of the receiving locomotive is sufficient.

[0126] 2) The fuel capacity of the delivering locomotive is insufficient.

[0127] To sum up, in the fuel system of the coupled diesel locomotive disclosed in the embodiments of the present invention, the starting cycle function module and the working cycle function module are separated by starting fuel pumps and main fuel pumps with different performances, reducing the power consumption when the starting fuel pumps are working. As a power device for fuel complementarity of the coupled locomotive, the starting fuel pump consumes less power compared with the main fuel pump, and it is not necessary to supply power to reconnect and charge the battery of the faulty locomotive, and the battery of the faulty locomotive can meet the requirements.

[0128] The fuel delivery of the fuel complementarity function is from the fuel tank of one locomotive to the fuel tank of another locomotive. Compared with the way of directly delivering the fuel in the fuel tank of the faulty locomotive to the diesel engine of the non-faulty locomotive in the background technology, both the delivery flow and the delivery pressure have significantly decreased, reducing the requirements for the delivery capacity and power consumption of the delivery pump.

[0129] The fuel complementarity function does not interfere with the working cycles of the fuel systems of the two locomotives respectively. When one locomotive is faulty and the other is operating normally, the fuel in the fuel tank of the faulty locomotive can be delivered to the fuel tank of the non-faulty locomotive. When both locomotives are operating normally and the other locomotive is short of fuel, the fuel in the fuel tank of one locomotive can also be delivered to the fuel tank of the other locomotive. In this way, the reliability of the fuel system of the coupled diesel locomotive is improved.

[0130] It should be particularly noted that each component or step in the above-mentioned various embodiments can be mutually crossed, replaced, added, or deleted. Therefore, the combinations formed by these reasonable permutations and combinations should also fall within the protection scope of the present invention, and the protection scope of the present invention should not be limited to the above-mentioned embodiments.

[0131] The above are exemplary embodiments disclosed by the present invention. The order of disclosure of the above embodiments of the present invention is only for description and does not represent the superiority or inferiority of the embodiments. However, it should be noted that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of disclosure of the embodiments of the present invention (including the claims) is limited to these examples. Without departing from the scope defined by the claims, various changes and modifications can be made. The functions, steps, and / or actions of the method claims according to the disclosed embodiments herein need not be performed in any particular order. In addition, although the elements disclosed in the embodiments of the present invention may be described or claimed in individual form, they can also be understood as plural unless explicitly limited to the singular form.

[0132] Those of ordinary skill in the art should understand that: the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features between the above embodiments or different embodiments can also be combined, and there are many other variations in different aspects of the embodiments of the present invention as described above, and they are not provided in detail for the sake of brevity. Therefore, any omission, modification, equivalent replacement, improvement, etc. made within the spirit and principle of the embodiments of the present invention shall be included within the protection scope of the embodiments of the present invention.

Claims

1. A fuel system for a multiple-unit diesel locomotive, characterized in that, it includes two fuel systems. The fuel system includes a fuel tank, a starting fuel pump, a three-way reversing valve and a first check valve. Among them, the oil outlet of the fuel tank is connected to the starting fuel pump, the first interface of the three-way reversing valve is connected to the starting fuel pump, the second interface of the three-way reversing valve is connected to the first check valve, and the other end of the first check valve is connected to the oil return port of the fuel tank; Moreover, the third interfaces of the three-way reversing valves of two adjacent fuel systems are communicated through complementary pipelines; a coarse filter is arranged between the oil outlet of the fuel tank and the starting fuel pump; The fuel system further includes a main fuel pump. The main fuel pump and the starting fuel pump are connected in parallel to the coarse filter, and the other end of the main fuel pump is communicated to the fuel inlet of the diesel engine through a second check valve; The fuel delivery with fuel complementary function is from the fuel tank of one locomotive to the fuel tank of another locomotive.

2. The fuel system for a multiple-unit diesel locomotive according to claim 1, characterized in that, the starting fuel pump is powered by the battery of this locomotive.

3. The fuel system for a multiple-unit diesel locomotive according to claim 1, characterized in that, an oil temperature treatment mechanism and a fuel fine filter are further arranged between the second check valve and the fuel inlet of the diesel engine, and the oil return port of the diesel engine is connected to the oil return port of the fuel tank.

4. The fuel system for a multiple-unit diesel locomotive according to claim 3, characterized in that, the oil temperature treatment mechanism includes a preheater, a parallel pipeline and a temperature control valve. Among them, one end of the preheater is connected to the second check valve, the other end of the preheater is connected to the second interface of the temperature control valve, one end of the parallel pipeline is connected to the second check valve, the other end is connected to the third interface of the temperature control valve, and the first interface of the temperature control valve is connected to the fuel fine filter.

5. The fuel system for a multiple-unit diesel locomotive according to claim 3, characterized in that, the main fuel pump and the second check valve are connected to the oil return port of the fuel tank through a second safety pipeline, and a safety valve is arranged on the second safety pipeline.

6. The fuel system for a multiple-unit diesel locomotive according to claim 1, characterized in that, the starting fuel pump and the first check valve are connected to the oil return port of the fuel tank through a first safety pipeline, and a safety valve is arranged on the first safety pipeline.

7. The fuel system for a multiple-unit diesel locomotive according to claim 3, characterized in that, the first interface of the three-way reversing valve and the starting fuel pump are communicated to the fuel fine filter through a third check valve.

8. The fuel system for a multiple-unit diesel locomotive according to claim 7, characterized in that, the third check valve and the fuel fine filter are connected to the oil return port of the fuel tank through a plug valve pipeline, and a plug valve is arranged on the plug valve pipeline.

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