An internal electric dual-source power locomotive cooling system and its control method

Abstract

The present invention discloses an internal electric dual-source locomotive cooling system and a control method thereof, including a cooling air duct, a first radiator, a second radiator, a third radiator disposed in the cooling air duct, and a cooling fan for forming an air flow in the cooling air duct; the first radiator is connected to the low-temperature side of the diesel engine of the internal electric dual-source locomotive through a first cooling circuit, the second radiator is connected to the converter of the internal electric dual-source locomotive through a second cooling circuit, and the third radiator is respectively connected to the high-temperature side of the diesel engine and the transformer of the internal electric dual-source locomotive through a third cooling circuit; the heat dissipation surfaces of the first radiator and the second radiator are arranged side by side on the heat dissipation surface of the third radiator. Due to the adoption of the above technical solution, compared with the prior art, the present invention not only improves the heat dissipation efficiency but also greatly reduces the volume of the cooling device.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotive cooling, and particularly relates to a cooling system for an internal-combustion and electric dual-source locomotive and a control method thereof. Background Art

[0002] Traditional locomotive cooling devices usually adopt a one-to-one cooling method to cool the traction drive system. For example, a diesel locomotive uses a cooling device to cool the diesel engine, and an electric locomotive uses a cooling tower to cool the transformer and the traction converter. With the rapid development of science and technology, the internal-combustion and electric dual-source locomotive, as a new energy locomotive that combines the advantages of diesel locomotives and electric locomotives, has broad application prospects. For an internal-combustion and electric dual-source locomotive, if the traditional locomotive method is still used to cool the diesel engine, the traction converter, and the transformer respectively, 2 sets of cooling devices need to be arranged, which will increase the additional layout space and purchase cost.

[0003] In this regard, the Chinese patent application with the publication number CN107585169A discloses a cooling system for an internal-combustion and electric dual-power source main-line locomotive. This cooling system cools the diesel generator set through a radiator arranged on the top of the cooling chamber, cools the transformer through a radiator arranged on one side wall of the cooling chamber, and cools the converter through a radiator arranged on the other side wall of the cooling chamber. Compared with the traditional two-set cooling device solution, although the above cooling system designs three radiators to share a cooling chamber and a cooling fan, the inventors of the present application found at least the following technical problems in the process of implementing the above invention technical solution: The three radiators need to be arranged on three different surfaces of the cooling chamber respectively, so that the cooling system occupies too much space. Summary of the Invention

[0004] The present application provides a cooling system for an internal-combustion and electric dual-source locomotive, which solves the technical problem that the existing cooling system for an internal-combustion and electric dual-source locomotive occupies too much space.

[0005] To achieve the above object, the embodiments of the present application adopt the following technical solutions.

[0006] On the one hand, a cooling system for an internal-combustion and electric dual-source locomotive is provided, including a cooling air duct, a first radiator, a second radiator, and a third radiator arranged in the cooling air duct, and a cooling fan for forming an air flow in the cooling air duct; the first radiator is connected to the low-temperature side of the diesel engine of the internal-combustion and electric dual-source locomotive through a first cooling circuit, the second radiator is connected to the converter of the internal-combustion and electric dual-source locomotive through a second cooling circuit, and the third radiator is connected to the high-temperature side of the diesel engine and the transformer of the internal-combustion and electric dual-source locomotive respectively through a third cooling circuit; the heat dissipation surfaces of the first radiator and the second radiator are arranged side by side on the heat dissipation surface of the third radiator.

[0007] Since the temperature of the cooling working fluid on the low-temperature side of the converter is basically the same as that of the diesel engine, heat dissipation cannot be achieved by arranging them in a stacked manner according to the temperature gradient. Therefore, the converter radiator (the second radiator) and the diesel engine low-temperature radiator (the first radiator) are arranged side by side. There is a large temperature gradient between the cooling working fluid on the high-temperature side of the diesel engine and the cooling working fluid of the transformer and the cooling working fluids on the low-temperature sides of the diesel engine and the converter. Therefore, the diesel engine high-temperature radiator (the third radiator) is arranged in a stacked manner with the converters and the diesel engine low-temperature radiators (the first and second radiators) for heat dissipation. In this way, the outside air of the vehicle undergoes heat exchange twice before being discharged, which not only improves the heat dissipation efficiency but also greatly reduces the volume of the cooling device. On the other hand, since the diesel engine and the transformer operate in the internal combustion mode and the electric mode respectively and there is no simultaneous working condition, the third radiator and the third cooling circuit are designed to be shared by the transformer and the diesel engine, further saving the installation space of the cooling device.

[0008] In some embodiments, the third cooling circuit includes a third cooling main circuit and a third cooling branch circuit; one end of the third cooling main circuit is connected to the third radiator, and the other end is connected to the high-temperature side of the diesel engine of the diesel-electric dual-source locomotive. One end of the third cooling branch circuit is connected to the transformer of the diesel-electric dual-source locomotive, and the other end is connected to the third cooling main circuit through a three-way reversing valve.

[0009] In some embodiments, the three-way reversing valve includes a first interface, a second interface, and a third interface; the first interface communicates with the high-temperature side of the diesel engine of the diesel-electric dual-source locomotive, the second interface communicates with the third radiator, and the third interface communicates with the transformer of the diesel-electric dual-source locomotive.

[0010] In some embodiments, the flow direction of the air flow is from the first radiator to the third radiator.

[0011] In some embodiments, one end of the third cooling branch circuit is connected to the transformer of the diesel-electric dual-source locomotive through an oil-water heat exchanger.

[0012] On the other hand, a control method for the cooling system of the above-mentioned diesel-electric dual-source locomotive is provided, including the following steps:

[0013] When the diesel-electric dual-source locomotive is in the electric drive mode, the first interface is cut off, and the second interface is connected to the third interface;

[0014] When the diesel-electric dual-source locomotive is in the internal combustion engine drive mode, the third interface is cut off, and the first interface is connected to the second interface;

[0015] When the hybrid electric locomotive is in the internal combustion engine preheating mode, cut off the second interface and connect the first interface to the third interface.

[0016] In some embodiments, when the hybrid electric locomotive is in the internal combustion engine driving mode, turn on all the cooling fans.

[0017] In some embodiments, when the hybrid electric locomotive is in the electric driving mode, turn on some of the cooling fans.

[0018] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: making full use of the characteristics of the temperature gradients at the cooling medium outlet of the converter, traction transformer, and the high and low temperature sides of the diesel engine, and through the reasonable layout of the low-temperature radiator of the diesel engine, the converter radiator, and the high-temperature radiator of the diesel engine, the outside air is made to experience two heat exchanges before being discharged, which not only improves the heat dissipation efficiency but also greatly reduces the volume of the cooling device. On the other hand, taking advantage of the characteristic that the transformer and the diesel engine do not work simultaneously, the transformer and the diesel engine are designed to share the third radiator and the third cooling circuit, further saving the installation space of the cooling device. In the electric mode, the heat dissipation requirement of the hybrid electric locomotive is relatively low, and the low-noise requirement of the hybrid electric locomotive in the electric mode can be ensured by controlling the start and stop number of the fans and reducing the fan rotation frequency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic structural diagram of a cooling system for a hybrid electric locomotive in an embodiment of the present application;

[0020] Figure 2 It is a schematic diagram of the working state of the cooling system when the hybrid electric locomotive is in the electric driving mode in an embodiment of the present application;

[0021] Figure 3 It is a schematic diagram of the working state of the cooling system when the hybrid electric locomotive is in the internal combustion engine driving mode in an embodiment of the present application;

[0022] Figure 4 It is a schematic diagram of the working state of the cooling system when the hybrid electric locomotive is in the internal combustion engine preheating mode in an embodiment of the present application.

[0023] In the figure: 1 - First radiator, 2 - Second radiator, 3 - Third radiator, 4 - Cooling fan, 5 - Low-temperature side of the diesel engine, 6 - Converter, 7 - High-temperature side of the diesel engine, 8 - Transformer, 9 - Three-way reversing valve. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] In order to better understand the above technical solutions, the above technical solutions will be described in detail below in conjunction with the accompanying drawings of the specification and specific embodiments.

[0025] Embodiment 1

[0026] Refer to Figure 1 , an internal electric dual-source power locomotive cooling system, including a cooling air duct (not shown in the figure), a first radiator 1, a second radiator 2, a third radiator 3 provided in the cooling air duct, and a cooling fan 4 for forming an air flow in the cooling air duct. The first radiator 1 is connected to the low-temperature side 5 of the diesel engine of the internal electric dual-source power locomotive through a first cooling circuit, the second radiator 2 is connected to the converter 6 of the internal electric dual-source power locomotive through a second cooling circuit, and the third radiator 3 is respectively connected to the high-temperature side 7 of the diesel engine and the transformer 8 of the internal electric dual-source power locomotive through a third cooling circuit. The heat dissipation surfaces of the first radiator 1 and the second radiator 2 are arranged side by side on the heat dissipation surface of the third radiator 3; the cooling fan 4 sucks air from the side of the roof, and the air passes through the first radiator 1 and the third radiator 3 in the cooling air duct in sequence and then blows out from the roof.

[0027] The third cooling circuit includes a third cooling main circuit and a third cooling branch circuit. One end of the third cooling main circuit is connected to the third radiator 3, and the other end is connected to the high-temperature side 7 of the diesel engine of the internal electric dual-source power locomotive. One end of the third cooling branch circuit is connected to the transformer 8 of the internal electric dual-source power locomotive, and the other end is connected to the third cooling main circuit through a three-way reversing valve 9. The three-way reversing valve 9 includes a first interface, a second interface, and a third interface. The first interface communicates with the high-temperature side 7 of the diesel engine of the internal electric dual-source power locomotive, the second interface communicates with the third radiator, and the third interface communicates with the transformer 8 of the internal electric dual-source power locomotive.

[0028] The control method of the above internal electric dual-source power locomotive cooling system includes the following steps:

[0029] When the internal electric dual-source power locomotive is in the electric drive mode, cut off the first interface and connect the second interface and the third interface. As Figure 2 shown, after the heat of the transformer 8 is exchanged through the oil-water heat exchanger, the cooling water that absorbs heat enters the third radiator 3 under the action of the transformer water pump. At the same time, the cooling water of the converter 6 enters the second radiator 2 under the action of the converter water pump. At the same time, one cooling fan 4 can also be controlled to start according to the heat dissipation requirement, or two cooling fans operate at a low frequency, reducing the energy consumption and noise of the cooling system in the electric mode.

[0030] When the internal electric dual-source power locomotive is in the internal combustion engine drive mode, cut off the third interface and connect the first interface and the second interface. As Figure 3As shown in the figure, the cooling water on the high-temperature side of the diesel engine enters the third radiator 3, the cooling water on the low-temperature side of the diesel engine enters the first radiator 1, and the cooling water of the converter 6 enters the second radiator 2. At this time, the heat dissipation demand is relatively large, and all three cooling fans 4 of the cooling system are turned on to ensure the heat dissipation demand of the whole vehicle. When the ambient temperature is relatively low, the heat dissipation capacity of the cooling system increases greatly. At this time, the frequency of the cooling fan 4 can be reduced according to the heat dissipation capacity to reduce the energy consumption and noise of the cooling system in the internal combustion mode.

[0031] When the internal-combustion and electric dual-source power locomotive is in the internal combustion engine preheating mode, the second interface is cut off, and the first interface is communicated with the third interface. As Figure 4 shown, this situation occurs when the ambient temperature is relatively low. After the heat of the transformer 8 is exchanged through the oil-water heat exchanger, it is controlled by the three-way reversing valve to close the channel for the cooling water to enter the third radiator 3, and the heat-absorbing cooling water is injected into the diesel engine to preheat the diesel engine to ensure the normal start of the diesel engine under low ambient temperature conditions. In the internal combustion engine preheating mode, the cooling system only needs to provide a small amount of cooling air for heat dissipation of the converter. Therefore, only one cooling fan 4 needs to be turned on and operate at a low frequency to meet the heat dissipation demand of the system.

[0032] It should be noted that in this embodiment Figure 1 only two converters, two sets of radiators, two sets of cooling circuits and three cooling fans are taken as examples, but it does not mean that the protection scope of this application is limited to the number of the above devices. Figure 1 The number of each component in it can be freely adjusted to one or more according to the actual situation.

[0033] The technical solutions in the above embodiments of this application have at least the following technical effects or advantages: making full use of the characteristics of the temperature gradient of the cooling medium outlet of the high and low temperature sides of the converter, traction transformer and diesel engine, and through the reasonable layout of the low-temperature radiator of the diesel engine, the converter radiator and the high-temperature radiator of the diesel engine, the outside air of the vehicle experiences two heat exchanges before being discharged, which not only improves the heat dissipation efficiency, but also greatly reduces the volume of the cooling device. On the other hand, taking advantage of the characteristic that the transformer and the diesel engine do not work at the same time, the transformer and the diesel engine are designed to share the third radiator and the third cooling circuit, further saving the installation space of the cooling device.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method for a cooling system of an internal electric dual-source locomotive, characterized in that: The cooling system of the internal electric dual-source locomotive includes a cooling air duct, a first radiator, a second radiator, a third radiator arranged in the cooling air duct, and a cooling fan for forming an air flow in the cooling air duct; the first radiator is connected to the low-temperature side of the diesel engine of the internal electric dual-source locomotive through a first cooling circuit, the second radiator is connected to the converter of the internal electric dual-source locomotive through a second cooling circuit, and the third radiator is connected to the high-temperature side of the diesel engine and the transformer of the internal electric dual-source locomotive through a third cooling circuit respectively; the heat dissipation surfaces of the first radiator and the second radiator are arranged side by side on the heat dissipation surface of the third radiator; The third cooling circuit includes a third cooling main circuit and a third cooling branch circuit; one end of the third cooling main circuit is connected to the third radiator, and the other end is connected to the high-temperature side of the diesel engine of the internal electric dual-source locomotive. One end of the third cooling branch circuit is connected to the transformer of the internal electric dual-source locomotive, and the other end is connected to the third cooling main circuit through a three-way reversing valve; The three-way reversing valve includes a first interface, a second interface and a third interface; the first interface communicates with the high-temperature side of the diesel engine of the internal electric dual-source locomotive, the second interface communicates with the third radiator, and the third interface communicates with the transformer of the internal electric dual-source locomotive; The control method includes the following steps: When the internal electric dual-source locomotive is in the electric drive mode, cut off the first interface, connect the second interface and the third interface, and turn on some cooling fans and operate them at a low frequency; When the internal electric dual-source locomotive is in the internal combustion engine drive mode, cut off the third interface, connect the first interface and the second interface, and turn on all cooling fans; When the internal electric dual-source locomotive is in the internal combustion engine preheating mode, cut off the second interface, connect the first interface and the third interface, and turn on one cooling fan and operate it at a low frequency.

2. The control method of the cooling system of the inner electric dual-source power locomotive according to claim 1, wherein: The flow direction of the air flow is from the first radiator to the third radiator.

3. The control method of the cooling system for the on-board dual-source electric locomotive according to claim 1 or 2, characterized in that: One end of the third cooling branch circuit is connected to the transformer of the internal electric dual-source locomotive through an oil-water heat exchanger.

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