A multi-mode liquid cooling system for a rolling stock based on multi-element control

Abstract

This invention discloses a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, including a cooling device, a heat-generating component, a pump, an expansion tank, and a monitoring unit. The cooling device includes a first air intake mechanism, an air duct, and a second air intake mechanism. Auxiliary air vents are vertically arranged on both sides of the first and second air intake mechanisms, each auxiliary air vent including a mounting frame, a blade shaft, and rotatable blades. When the locomotive is running, the traveling air enters the first air intake mechanism, driving the auxiliary air vents to close; entering the second air intake mechanism, it drives the auxiliary air vents to open. The monitoring unit acquires data from wind speed, air pressure, and air temperature sensors, and adjusts the air supply mode of the liquid cooling system based on a comparison between the current train speed and a set train speed, and a comparison between the current airflow velocity at the cooling device inlet and a set airflow velocity. This liquid cooling system can maximize the capture of traveling air into the cooling device, improving heat dissipation capacity, and features low noise and low power consumption.

Description

Technical Field

[0001] This invention relates to the field of heat exchange technology, and in particular to a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control. Background Technology

[0002] Currently, there are four main cooling methods for locomotive and rolling stock traction equipment cooling systems: forced ventilation direct cooling, running air phase change cooling, forced ventilation phase change cooling, and forced ventilation liquid circulation cooling. Forced ventilation direct cooling and running air phase change cooling are generally used for cooling power electronic devices with relatively low heat generation power. For example, forced ventilation direct cooling is used for traction motor cooling, while running air phase change cooling is used for traction inverter cooling in subway vehicles. For traction transformers and traction converters in higher-power locomotives and EMUs, forced ventilation liquid circulation cooling is typically used, with a small number of traction converters using forced ventilation phase change cooling. Therefore, for cooling systems of higher-power locomotive and rolling stock traction equipment, cooling air is supplied by fans. As traction power increases, the heat generated by the traction equipment increases, and the required heat dissipation power increases accordingly.

[0003] With the increasing demands for energy conservation, emission reduction, and environmental protection in rail transit equipment, the question of how to utilize the running air generated by trains to cool the traction equipment of high-power locomotives and rolling stock has attracted the attention of main engine manufacturers, but there are currently no relevant research results.

[0004] When a train is running, the relative motion between the train and the surrounding air generates a running wind. The air pressure generated by this running wind is P = ζρV. 2 / 2, where ζ is a coefficient, ρ is air density, and V is air velocity. If we disregard other components and only consider the pressure generated by the running air during train operation, under the environmental conditions of a conventional cooling system design at an altitude of 1500m and a temperature of 40℃, a train speed of 100km / h can generate approximately 360Pa of pressure, a train speed of 200km / h can generate approximately 1450Pa of pressure, and a train speed of 300km / h can generate approximately 3250Pa of pressure. It is evident that the pressure generated by the running air increases with the train speed, and the effect of the running air pressure becomes more pronounced when the train speed exceeds 100km / h.

[0005] Taking electric multiple units (EMUs) as an example, intercity EMUs typically operate at speeds of 160-200 km / h, while high-speed EMUs typically operate at speeds of 200-350 km / h. Generally, the traction transformers and traction converters of these EMUs require a static pressure of approximately 1000-2000 Pa for their existing forced-ventilation liquid cooling systems (hereinafter referred to as liquid cooling systems). Therefore, fully utilizing the pressure generated by train operation as the driving force for the cooling airflow of the liquid cooling system can partially or even completely meet the ventilation requirements of the liquid cooling system, resulting in significant energy savings and noise reduction.

[0006] Currently, some metro vehicle traction inverters use a running-air phase change cooling method. Because metro vehicle traction inverters have relatively low power and correspondingly low heat loss, and because the distance between metro stations is short and vehicles frequently start and stop, the traction inverter module does not need to continuously perform work, thus providing a certain thermal buffer effect and lower requirements for the cooling system's heat dissipation capacity. Therefore, metro vehicle traction inverters generally use a running-air phase change cooling system, with a copper heat pipe radiator as its core component. The heat pipe radiator consists of an L-shaped heat pipe with an internal phase change working fluid, heat sink fins, and a substrate. Power electronic devices are mounted on one side of the substrate, and the L-shaped heat pipe is mounted on the other side. During operation, the working fluid inside the heat pipe absorbs the heat transferred to the substrate by the power electronic devices through evaporation. The working fluid vapor is cooled into liquid in the condensation section of the heat pipe and then flows back to the evaporation section by gravity, creating a continuous cycle. The running wind phase change cooling system does not require fans, water pumps, or auxiliary power supply devices. The main cooling capacity comes from convective heat transfer due to the relative movement of air during vehicle operation and phase change heat dissipation of heat pipe radiators. It features low noise, low energy consumption, high reliability, and less train maintenance workload. However, its heat dissipation capacity is limited and it is only suitable for heat dissipation of small and medium power electronic devices.

[0007] Locomotives and EMUs differ from subway vehicles in that they have higher power ratings and higher operating speeds, requiring continuous and sufficient cooling capacity to meet the heat dissipation needs of traction equipment such as traction transformers, traction converters, and traction motors during long-term high-power operation.

[0008] Currently, locomotives and EMU traction equipment generally adopt a forced ventilation liquid cooling system. This liquid cooling system mainly consists of radiators, fan units, pumps, pipelines and fittings. The fan unit is arranged in front of or behind the radiator to force cooling air into the radiator to exchange heat with the high-temperature medium. The fan is the only source of cooling air in the forced ventilation liquid cooling system. With the increasing heat dissipation requirements of traction equipment, the demand for fan ventilation capacity has increased, which will inevitably lead to increased fan power consumption and increased noise. Summary of the Invention

[0009] This invention provides a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control to solve the above-mentioned problems.

[0010] To achieve the above objectives, the technical solution of the present invention is as follows:

[0011] A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control includes a cooling device, a heat-generating component, a pump, an expansion tank, and a monitoring unit.

[0012] The cooling device includes a first air intake mechanism, a first air duct, a second air duct, and a second air intake mechanism arranged sequentially along the locomotive's direction of travel. The first and second air intake mechanisms are equipped with air ducts, and auxiliary air windows are arranged vertically on both sides of the air ducts. Each auxiliary air window includes a mounting frame, several blade shafts disposed inside the mounting frame, and several rotatable blades mounted on the blade shafts. When the locomotive is running, the traveling air enters the first air intake mechanism, driving the blades of the first air intake mechanism to rotate and closing the auxiliary air windows located within the first air intake mechanism. Air then enters the second air intake mechanism, driving the blades of the second air intake mechanism to rotate and opening the auxiliary air windows located within the second air intake mechanism.

[0013] The fan unit is installed inside the first or second air duct; the radiator assembly is installed outside the first and second air ducts, and the radiator assembly is connected to the expansion tank and the heating element through pipelines. The pump is connected to the radiator assembly and the heating element through pipelines; a first wind speed sensor, a first air pressure sensor and a first air temperature sensor are installed inside the first air duct, and a second wind speed sensor, a second air pressure sensor and a second air temperature sensor are installed inside the second air duct.

[0014] The monitoring unit is used to acquire data from wind speed sensors, air pressure sensors, and air temperature sensors, calculate the air density at the air inlet of the cooling device and the set value of the train running speed; then, according to the computer program built into the monitoring unit, it calculates the set value of the air flow rate at the air inlet of the cooling device, and adjusts the air supply mode of the liquid cooling system based on the comparison results of the current train running speed and the train running speed set value and the comparison results of the current air flow rate at the air inlet of the cooling device and the air flow rate set value.

[0015] Furthermore, the blade includes a blade body, a connecting portion, and a limiting portion;

[0016] The upper and lower ends of the blade body are respectively connected to the blade shaft through the connecting part;

[0017] The limiting part is connected to the blade body, the blade body is provided with a first contact surface, the limiting part is provided with a second contact surface, the first contact surface and the second contact surface are respectively provided on both sides of the blade shaft; the connecting part is provided with a limiting surface;

[0018] When the traveling air drives the auxiliary air window to close, from the air inlet side to the air outlet side, the blade body of the next blade successively overlaps the connecting part of the previous blade, and the first contact surface of the next blade abuts against the second contact surface of the previous blade; when the traveling air drives the auxiliary air window to open, from the air inlet side to the air outlet side, there is a gap between the first contact surface of the previous blade and the second contact surface of the connecting part of the next blade, and the limiting surface of the connecting part abuts against the inner wall of the mounting frame. At this time, the angle between the blade surface of the blade body on the side away from the second contact surface and the inner wall of the mounting frame is α, where α < 45°.

[0019] Furthermore, the air supply mode includes the following three modes:

[0020] 1) Air supply mode one: Traveling air supply mode

[0021] When the train's running speed reaches the set speed Vc1 and the air flow rate at the inlet of the cooling device reaches the set value v1, the cooling device adopts the running wind supply mode.

[0022] 2) Air supply mode two: Combined air supply mode of traveling fan and fan unit

[0023] When the train speed reaches the set speed Vc1, but the air velocity at the inlet of the cooling device is less than the set value v1, the cooling device adopts a combined air supply mode of running air and fan unit.

[0024] When the train speed is ≥0 and <Vc1, the cooling device adopts a combined air supply mode of running air and fan unit;

[0025] 3) Air supply mode three: Fan unit air supply mode

[0026] When the train is stationary and the traction system is working, the cooling device uses a fan unit for air supply.

[0027] Furthermore, when there is no equipment compartment on the underside of the locomotive and rolling stock, the angle θ between the centerline of the cooling device along the direction of the first air duct to the second air duct and the direction of locomotive operation is 0 to 60°.

[0028] When an equipment compartment is provided on the underside of the locomotive and rolling stock, the angle θ between the centerline of the cooling device along the direction of the first air duct to the second air duct and the direction of locomotive operation is 30 to 90°.

[0029] Furthermore, the blade also includes a support plate, which is disposed at one free end of the blade body, and the support plate and the connecting part are respectively disposed on both sides of the blade body. The support plate has an abutment surface. When the auxiliary wind window is closed, in the direction of train operation, when the first contact surface of the blade body of the blade on the right side abuts against the second contact surface of the connecting part of the blade on the left side, the abutment surface of the support plate abuts against the inner wall of the mounting frame.

[0030] Furthermore, the width of the first air intake mechanism gradually decreases from the side away from the first air duct to the side closer to the first air duct; the width of the second air intake mechanism gradually decreases from the side away from the second air duct to the side closer to the second air duct.

[0031] Furthermore, an upper mounting seat and a lower mounting seat are installed inside the mounting frame. The lower mounting seat has a mounting hole with a smooth inner wall. The upper mounting seat has a threaded hole and a mounting hole with a smooth inner wall on its upper and lower sides, respectively. The upper end of the blade shaft is located in the mounting hole. Fasteners fix the upper mounting seat to the lower side of the upper frame plate of the mounting frame. The lower end of the blade shaft is located in the mounting hole of the lower mounting seat fixed on the lower frame plate of the mounting frame.

[0032] Furthermore, when an equipment compartment is installed on the underside of a locomotive or rolling stock, the first air intake mechanism is connected in sequence to the first extended air intake mechanism and the first equipment compartment side skirt on the side away from the first air duct in the direction away from the first air duct, and the second air intake mechanism is connected in sequence to the second extended air intake mechanism and the second equipment compartment side skirt on the side away from the second air duct in the direction away from the second air duct.

[0033] Sealing elements are provided between the first extended air intake mechanism and the side skirt of the first equipment compartment, as well as between the second extended air intake mechanism and the side skirt of the second equipment compartment.

[0034] Furthermore, the fan unit adopts a reversible fan.

[0035] Furthermore, the first wind speed sensor and the second wind speed sensor are respectively installed in the air flow path inside the first air duct and the second air duct; the second temperature sensor and the first temperature sensor are respectively installed in the pipes at the inlet and outlet of the heating element.

[0036] A flow relay is provided between the pump and the radiator assembly.

[0037] The beneficial effects of this invention are:

[0038] This invention discloses a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control. The system includes a first and a second induced draft mechanism with auxiliary air vents. The auxiliary air vent blades are rotatable. When the locomotive is running, the generated airflow enters the cooling device through the first induced draft mechanism. Under the action of wind pressure, the auxiliary air vent blades rotate, closing the auxiliary air vents on both sides of the air duct of the first induced draft mechanism and opening the auxiliary air vents on the side wall of the second induced draft mechanism. This maximizes the capture of airflow into the cooling device, improving heat dissipation capacity. Simultaneously, it increases the air outlet area, reduces system resistance consumption, and increases airflow. Since a portion of the cooling air comes from the airflow, even with auxiliary forced ventilation, the liquid cooling system requires a relatively small fan flow rate, resulting in low noise and low power consumption. This invention utilizes the airflow generated during train operation in conjunction with the fan unit to provide sufficient cooling air for the liquid cooling system, ensuring the reliability of the liquid cooling system while reducing energy consumption and noise. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention.

[0041] Figure 2 This is a schematic diagram of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention. Figure 1 ;

[0042] Figure 3 This is a schematic diagram of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention. Figure 2 ;

[0043] Figure 4 This is a schematic diagram of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention. Figure 3 ;

[0044] Figure 5 This is a top sectional view of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention.

[0045] Figure 6This is a schematic diagram of the structure of the first air intake mechanism (second air intake mechanism) of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention.

[0046] Figure 7 This is a schematic diagram of an auxiliary windshield structure for a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention.

[0047] Figure 8 This is a side sectional view of the auxiliary windshield of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention.

[0048] Figure 9 for Figure 8 An enlarged schematic diagram of section D in the middle;

[0049] Figure 10 for Figure 8 An enlarged schematic diagram of section E in the middle;

[0050] Figure 11 This is a schematic diagram of a blade structure for a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention. Figure 1 ;

[0051] Figure 12 This is a schematic diagram of a blade structure for a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, as disclosed in an embodiment of the present invention. Figure 2 ;

[0052] Figure 13 This is a schematic diagram showing the positions of the first and second contact surfaces when the auxiliary windshield of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control is opened, as disclosed in an embodiment of the present invention.

[0053] Figure 14 This is a schematic diagram showing the positions of the first and second contact surfaces when the windshield of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control is closed, as disclosed in an embodiment of the present invention.

[0054] Figure 15 This is a diagram showing the layout of a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control in the equipment compartment under the vehicle, as disclosed in an embodiment of the present invention.

[0055] In the diagram: 1. Cooling device; 11. First air intake mechanism; 111. First extended air intake mechanism; 112. First equipment compartment side skirt; 113. Second extended air intake mechanism; 114. Second equipment compartment side skirt; 115. Seal; 116. Fastener; 12. First air duct; 13. Second air duct; 14. Second air intake mechanism; 15. Radiator assembly; 16. Air duct; 17. Auxiliary air window; 171. Blade; 172. Mounting frame; 173. Blade body; 174. Blade shaft; 175. 176. Connecting part; 177. Limiting part; 178. First contact surface; 179. Second contact surface; 1710. Limiting surface; 1711. Support plate; 1712. Abutting surface; 18. Upper mounting base; 19. Lower mounting base; 110. Fan unit; 2. Heating component; 3. Pump; 4. Expansion tank; 5. Liquid flow relay; 6. Second temperature sensor; 7. First temperature sensor; 8. First wind speed sensor; 9. Second wind speed sensor; 10. First pipeline; 20. Second pipeline; 21. Third pipeline;

[0056] A. Train direction of travel; B. Airflow direction; C. Centerline of the cooling system. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] like Figure 1 The image shows a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control provided in this embodiment, including a cooling device 1, a heat-generating component 2, a pump 3, an expansion tank 4, and a monitoring unit;

[0059] like Figure 2-4 As shown, the cooling device 1 includes a first air intake mechanism 11, a first air duct 12, a second air duct 13, and a second air intake mechanism 14 arranged sequentially along the locomotive's direction of travel. The first and second air intake mechanisms are equipped with air ducts 16. Auxiliary air windows 17 are vertically arranged on both sides of the air ducts. Each auxiliary air window 17 includes a mounting frame 172, several blade shafts 174 disposed inside the mounting frame, and several rotatable blades 171 mounted on the blade shafts. Figure 6 , Figure 7As shown; when the locomotive is running, the running air enters the first induced draft mechanism and drives the blades of the first induced draft mechanism to rotate, closing the auxiliary air window located in the first induced draft mechanism, and enters the second induced draft mechanism and drives the blades of the second induced draft mechanism to rotate, opening the auxiliary air window located in the second induced draft mechanism.

[0060] like Figure 5 As shown, the fan unit 110 is installed inside the first or second air duct; the radiator assembly 15 is installed outside the first and second air ducts; the radiator assembly 15 is connected to the expansion tank 4 through a third pipe, connected to the outlet end of the heating element 2 through a first pipe, and connected to the inlet end of the heating element through a second pipe; the pump is installed on the first pipe; a first wind speed sensor 8, a first air pressure sensor, and a first air temperature sensor are installed inside the first air duct, and a second wind speed sensor 9, a second air pressure sensor, and a second air temperature sensor are installed inside the second air duct;

[0061] The monitoring unit acquires data from the wind speed sensor, air pressure sensor, and air temperature sensor to calculate the air density at the cooling device's air inlet and the train's operating speed setpoint. Then, based on the computer program built into the monitoring unit, it calculates the airflow velocity setpoint at the cooling device's air inlet. Finally, based on the comparison between the current train speed and the setpoint, and the comparison between the current airflow velocity at the cooling device's air inlet and the setpoint, it adjusts the air supply mode of the liquid cooling system. The computer program, wind speed sensor, air pressure sensor, air temperature sensor, and the data acquisition process of the monitoring unit are all existing technologies; their specific principles will not be elaborated here.

[0062] In this embodiment, the first air duct and the second air duct are respectively an air inlet duct and an air outlet duct. That is, with the locomotive running in the forward direction, when the first air intake mechanism is located in front of the second air intake mechanism, the traveling air first enters the first air intake mechanism, then enters the first air duct and the second air duct, and finally flows out from the second air intake mechanism. When the locomotive is running in the reverse direction, that is, when the second air intake mechanism is located in front of the first air intake mechanism, the traveling air first enters the second air intake mechanism, then enters the second air duct and the first air duct, and finally flows out from the first air intake mechanism.

[0063] This invention discloses a multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control. The system includes a first and a second air intake mechanism with auxiliary air vents. The auxiliary air vent blades are rotatable. When the locomotive is running, the generated airflow enters the cooling device through the first air intake mechanism. Under wind pressure, the auxiliary air vent blades on both sides of the air duct of the first air intake mechanism close; the auxiliary air vents on the side wall of the second air intake mechanism open, maximizing the capture of both the airflow from the running wind and ambient air into the cooling device, thus improving heat dissipation capacity. Simultaneously, it increases the air outlet area, reduces system resistance consumption, and increases airflow. Since some of the cooling air comes from the running wind, even with auxiliary forced ventilation, the liquid cooling system requires a relatively small fan flow rate, resulting in low noise and low power consumption. This invention utilizes the running wind generated during train operation in conjunction with the fan unit to provide sufficient cooling air for the liquid cooling system, ensuring the reliability of the liquid cooling system while reducing energy consumption and noise.

[0064] This invention provides cooling air to the cooling device according to three air supply modes: running air, running air + fan ventilation, and fan ventilation. Based on real-time monitoring of operating conditions (heating component loss, i.e., heat generation power), train operating environment conditions (air temperature and altitude), and preset relationships within the monitoring unit between train speed and heat generation component loss (heat generation power) (Formula 1 below), the invention also provides cooling air to the cooling device according to the relationships between the inlet airflow of the cooling device and the heat generation power of the heating component, the air temperature and altitude of the train operating environment (Formula 2 below), and the relationships between the fan speed of the cooling device and the power supply frequency (Formula 3 below). When the vehicle is running at high speed, the pressure generated by the running air is sufficient to overcome the air system resistance of the cooling device, so the running ventilation mode is used. When the vehicle is running at low speed, the pressure generated by the running air is insufficient to overcome the air system resistance of the cooling device and cannot meet the heat generation requirements, so the running ventilation mode is used. When the vehicle is stationary, there is no available running air, so the fan ventilation mode is used to ensure the heat dissipation capacity of the liquid cooling system.

[0065] In a specific embodiment, such as Figure 11 , Figure 12 As shown, the blade 171 includes a blade body 173, a connecting portion 175, and a limiting portion 176;

[0066] The upper and lower ends of the blade body 173 are respectively connected to the blade shaft 174 through the connecting part 175;

[0067] The limiting part 176 is connected to the blade body 173. The blade body 173 is provided with a first contact surface 177, and the limiting part is provided with a second contact surface 178. The first contact surface 177 and the second contact surface 178 are respectively provided on both sides of the blade shaft 174; the connecting part 175 is provided with a limiting surface 179.

[0068] When the traveling air drives the auxiliary air window to close, from the air inlet side to the air outlet side, the blade body of the subsequent blade successively overlaps the connecting part of the preceding blade, and the first contact surface of the subsequent blade abuts against the second contact surface of the preceding blade. When the traveling air drives the auxiliary air window to open, from the air inlet side to the air outlet side, there is a gap between the first contact surface of the preceding blade and the second contact surface of the connecting part of the subsequent blade. Because when the auxiliary air window is closed, a portion of the blade body of the preceding blade extends beyond the connecting part of the subsequent blade, that is, when the traveling air enters the air-guiding mechanism, the traveling air drives the blade to rotate by driving the portion of the blade body that extends beyond the connecting part, thereby opening the auxiliary air window. At this time, the limiting surface of the connecting part abuts against the inner wall of the mounting frame. Figure 13 As shown, the angle between the blade surface on the side of the blade body away from the second contact surface and the inner wall of the mounting frame is α, where α < 45°. The size of α is determined by the angle of the connecting portion limiting surface 179 on the blade; as Figure 2 As shown, at this time, the air inlet of the first air-exhaust mechanism is the end with a relatively large width that is far away from the radiator body, and the air outlet is the end with a relatively small width that is connected to the radiator body; the air inlet of the second air-exhaust mechanism is the end with a relatively small width that is connected to the radiator body, and the air outlet is the end with a relatively large width that is far away from the radiator body.

[0069] In a specific embodiment, the air supply mode includes the following three modes:

[0070] 1) Air supply mode one: Traveling air supply mode

[0071] When the train's operating speed reaches the set speed V c1 When the air velocity at the inlet of the cooling device reaches the set value v1, the cooling device adopts the traveling air supply mode.

[0072] 2) Air supply mode two: Combined air supply mode of traveling fan and fan unit

[0073] When the train's operating speed reaches the set speed V c1 However, when the air velocity at the inlet of the cooling device is less than the set value v1, the cooling device adopts a combined air supply mode of traveling air and fan unit.

[0074] When the train speed is ≥0 and <V c1 At that time, the cooling device adopts a combined air supply mode of traveling air and fan unit;

[0075] 3) Air supply mode three: Fan unit air supply mode

[0076] When the train is stationary and the traction system is working, the cooling device uses a fan unit for air supply.

[0077] The relative motion between the train and the ambient air during operation causes the air pressure generated by the running wind to be P = ζρV. c 2 / 2, where ζ is a coefficient, indicating that the train moves at V c When the train is running at high speed and the fan is not running, the ratio of the air pressure at the air inlet of the cooling device due to the obstruction of the equipment under the train to the air pressure generated by the train's running speed when there is no obstruction can be obtained by simulation analysis of the airflow field of the whole vehicle or by semi-physical model test, where ρ is the air density.

[0078] The set value V of the train's operating speed c1 :

[0079] V c1 =[2P / (ζρ)] 0.5 =[2△P s / (ζρ)] 0.5 (1)

[0080] In the formula, △P s The air pressure loss of the cooling device is determined by an empirical formula.

[0081] Further, the setpoint v1 of the airflow velocity at the inlet of the cooling device is determined as follows:

[0082] a) Calculate or experiment to determine the heating power Q of the heating component at different vehicle speeds. we Plot the relationship between heat generation power and vehicle speed. we =f(V);

[0083] b) According to the heat transfer calculation formula Q e =ε e ×V ae ×ρ ae ×C pae ×(T a1e -T l2e Calculate the heat dissipation Q of the cooling device under typical environmental conditions (e.g., ambient air temperatures of -40℃, -25℃, -10℃, 5℃, 20℃, and 40℃ at each altitude of 0m, 500m, 1000m, 1500m, and 2000m, respectively). e Equal to the heating power Q of the heating component we Required airflow V ae V ae =Q we / [ε×ρ ae ×C pae ×(T a1e -T l2e )], where T l2eThe temperature of the coolant at the inlet of the heat-generating component (i.e., the coolant temperature at the outlet of the cooling system) is T. The subscript "e" indicates a specific calculated operating condition among the rated operating conditions. a1e ρ represents the inlet air temperature of the cooling device under the current calculation conditions. ae and C pae These represent the density and specific heat of the air inlet to the cooling device under the current calculated operating conditions, ε e The heat transfer efficiency of the cooling device radiator under the current calculation conditions is given; the inlet air flow rate V of the cooling device at each typical altitude (e.g., 0m, 500m, 1000m, 1500m, 2000m) is obtained using the above formula. ae With the heating power Q of the heating element we Cooling device inlet air temperature T a1e The relationship data graph can be summarized to obtain the inlet air flow rate V of the cooling device at different altitudes. ae With the heating power Q of the heating element we Cooling device inlet air temperature T a1e Relational data clusters can be represented by multivariate correlation V. ae =f(Q) we H, T a1e The formula indicates that each altitude corresponds to an atmospheric pressure value.

[0084] c)V ae The cross-sectional area F of the air inlet in front of the radiator of the cooling device a The ratio of the cross-sectional area of ​​the first air duct or the second air duct is the set value v1 of the airflow velocity at the inlet of the cooling device.

[0085] V ae =f(Q) we H, T a1e )

[0086] v1 = V ae / F a (2)

[0087] It can be seen that once the inherent structural characteristics of the cooling device are determined, the set value of the inlet air velocity v1 of the cooling device is a dataset that is related to the heating power of the heating component, the altitude, and the ambient air temperature.

[0088] Furthermore, the method for determining whether the cooling device fan is turned on and its operating speed after being turned on under the current operating environment and conditions is as follows:

[0089] a) The monitoring unit monitors the operating environment conditions: obtaining the current altitude (or atmospheric pressure P1) and air temperature T of the train's operating environment. a1 The air density ρ can be calculated using the ideal gas law. a1This is the air density at the inlet of the cooling device;

[0090] b) Monitoring unit monitors operating conditions: monitors the input and output power of the heating component, and calculates the current heating power Q of the heating component. w The heating power is the difference between the input power and the output useful power, i.e., Q. w =N in -N out ;

[0091] c) Determine the required airflow rate V ae The cooling device monitoring unit uses a built-in multivariate correlation V... ae =f(Q) we H, T a1e (Multivariate correlation data cluster) to determine the inlet airflow V of the cooling device that meets the heat dissipation requirements under the current operating environment and operating conditions. ae ;

[0092] d) Determine the current airflow rate V ai Based on the monitoring results of the first wind speed sensor 6 or the second wind speed sensor 7 installed in the airflow path, the current airflow velocity v at the air inlet of the cooling device radiator is obtained. i At this time, the airflow rate V at the air inlet of the cooling device ai =v i ×F a ;

[0093] e) Determine the current fan speed n i According to formula n i =V ai / V ae ×n e Obtain the fan speed n under the current operating conditions i In the formula, n e This indicates the rated speed of the cooling device fan that meets the current heat dissipation requirements. The difference between the current speed and the required rated speed is Δn, calculated using the formula Δn = n. e -n i ;

[0094] f) Adjusting and controlling the fan speed: The cooling device monitoring unit adjusts the power supply frequency according to the relationship between the built-in fan speed n and the power supply frequency f;

[0095] f = 50n / 2900(3)

[0096] When Δn > 0, increase the power supply frequency; when Δn < 0, decrease the power supply frequency; when Δn = 0, keep the fan in its original state (maintain the original speed or keep the fan off).

[0097] Whether the locomotive or rolling stock is stationary or in operation, the fans can be activated to assist in forced ventilation as needed.

[0098] In a specific embodiment, when there is no equipment compartment on the underside of the locomotive, the angle θ between the centerline of the cooling device 1 along the direction of the first air duct to the second air duct and the direction of locomotive operation is 0 to 60°.

[0099] Compared to when there is no equipment compartment on the underside of the locomotive and rolling stock, when there is an equipment compartment on the underside of the locomotive and rolling stock, the air inlet of the locomotive cooling device is blocked, and the pressure at the air inlet of the cooling device is reduced. The angle θ between the center line of the cooling device 1 along the direction of the first air duct to the second air duct and the locomotive running direction is 30 to 90°, so as to maximize the utilization of the running air.

[0100] In a specific embodiment, the blade 171 further includes a support plate 1710. The support plate 1710 is disposed at one free end of the blade body 173, and the support plate 1710 and the connecting portion are respectively disposed on both sides of the blade body. The support plate has an abutment surface 1711. When the auxiliary windshield is closed, and in the direction of train operation, the first contact surface of the blade body of the blade on the right side abuts against the second contact surface of the connecting portion of the blade on the left side, the abutment surface of the support plate abuts against the inner wall of the mounting frame. Figure 14 As shown, the support plate can work together with the first and second contact surfaces to support and limit the blade. The driving force of the airflow is large, which makes the pressure between the first and second contact surfaces large. The support plate can disperse the pressure, reduce the stress on the first and second contact surfaces, and extend the service life of the blade.

[0101] In a specific embodiment, the width of the first air-guiding mechanism gradually decreases from the side away from the first air duct to the side closer to the first air duct; the width of the second air-guiding mechanism gradually decreases from the side away from the second air duct to the side closer to the second air duct. The direction of the distance between the auxiliary air windows on both sides of the air duct is the width of the air-guiding mechanism, that is, both the first and second air-guiding mechanisms are reduced in size, which can play the role of gathering and guiding airflow, accelerating the airflow speed and expanding the pressure, capturing the running air to the maximum extent, and using it to dissipate heat from the radiator body, thereby improving the heat dissipation effect.

[0102] In a specific embodiment, such as Figure 8-10As shown, an upper mounting base 18 and a lower mounting base 19 are installed within the mounting frame 172. The lower mounting base has a mounting hole with a smooth inner wall. The upper mounting base has a threaded hole and a mounting hole with a smooth inner wall on its upper and lower sides, respectively. The upper end of the blade shaft is located in the mounting hole. Fasteners 116 fix the upper mounting base to the lower side of the upper frame plate of the mounting frame. The lower end of the blade shaft is located in the mounting hole of the lower mounting base, which is fixed to the lower frame plate of the mounting frame. The mounting frame has threaded connection holes. Fasteners pass through the threaded connection holes on the mounting frame and the threaded holes on the upper mounting base to fix the upper mounting base within the mounting frame. The end face of the fastener 6 located in the threaded hole is spaced from the end face of the blade shaft located in the mounting hole to prevent interference between the blade shaft end face and the fastener 6 during the screwing into the threaded hole when installing the blade, thus avoiding improper installation of the fastener 6 and affecting the installation firmness of the blade shaft.

[0103] In a specific embodiment, when an equipment compartment is installed on the underside of the locomotive and rolling stock, such as Figure 15 As shown, the first air intake mechanism 11 is connected in sequence to the first extended air intake mechanism 111 and the first equipment compartment side skirt 112 on the side away from the first air duct and in the direction away from the first air duct. The second air intake mechanism 14 is connected in sequence to the second extended air intake mechanism 113 and the second equipment compartment side skirt 114 on the side away from the second air duct and in the direction away from the second air duct.

[0104] Sealing elements 115 are provided between the first extended air-guiding mechanism 111 and the first side equipment compartment side skirt 112, as well as between the second extended air-guiding mechanism 113 and the second equipment compartment side skirt 114. When an equipment compartment is set on the underside of the locomotive and rolling stock, the pressure at the air inlet of the cooling device is reduced. The first extended air-guiding mechanism 111 and the first equipment compartment side skirt, the second extended air-guiding mechanism 113 and the second equipment compartment side skirt 114 can further concentrate and guide the airflow, ensuring maximum utilization of the running air, which is beneficial for noise reduction and energy saving.

[0105] In a specific embodiment, the fan unit 13 is a reversible fan. When the reversible fan is working, the fan rotation direction can be controlled according to the train running direction, which is highly adaptable. The reversible fan can make the air flow direction driven by the fan consistent with the running wind direction generated by the train running speed. When the impeller of the reversible fan rotates in the forward and reverse directions, the fan ventilation performance is almost the same.

[0106] In a specific embodiment, the first wind speed sensor 8 and the second wind speed sensor 9 are respectively installed in the air flow path inside the first air duct and the second air duct, and are used to measure the air flow velocity at the inlet of the cooling device; the second temperature sensor 6 and the first temperature sensor 7 are respectively installed in the pipes at the inlet and outlet of the heating component, and are used to measure the liquid temperature inside the pipe.

[0107] A flow relay 5 is provided on the pipeline between the pump 3 and the radiator assembly 15 to monitor the liquid flow status and liquid temperature in the first pipeline.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control, characterized in that, It includes a cooling device (1), a heating element (2), a pump (3), an expansion tank (4), and a monitoring unit; The cooling device (1) includes a first air intake mechanism (11), a first air duct (12), a second air duct (13), and a second air intake mechanism (14) arranged sequentially along the train's direction of travel. The first air intake mechanism and the second air intake mechanism are provided with air ducts (16). Auxiliary air windows (17) are arranged vertically on both sides of the air ducts. The auxiliary air windows (17) include a mounting frame (172), a number of blade shafts (174) arranged inside the mounting frame, and a number of blades (171) that can rotate on the blade shafts. When the train is running, the running air enters the first air intake mechanism and drives the blades of the first air intake mechanism to rotate, thereby closing the auxiliary air windows located in the first air intake mechanism. The air enters the second air intake mechanism and drives the blades of the second air intake mechanism to rotate, thereby opening the auxiliary air windows located in the second air intake mechanism. The fan unit (110) is installed inside the first or second air duct; the radiator assembly (15) is installed outside the first and second air ducts, and the radiator assembly (15) is connected to the expansion tank (4) and the heating element (2) through pipelines, respectively. The pump (3) is connected to the radiator assembly (15) and the heating element (2) through pipelines; the first air duct is equipped with a first wind speed sensor (8), a first air pressure sensor and a first air temperature sensor, and the second air duct is equipped with a second wind speed sensor (9), a second air pressure sensor and a second air temperature sensor; The monitoring unit is used to acquire data from the first wind speed sensor (8), the second wind speed sensor (9), the first air pressure sensor, the second air pressure sensor, the first air temperature sensor, and the second air temperature sensor, and to calculate the air density at the air inlet of the cooling device and the set value of the train running speed; then, according to the computer program built into the monitoring unit, the set value of the air flow rate at the air inlet of the cooling device is calculated, and the air supply mode of the liquid cooling system is adjusted according to the comparison result between the current train running speed and the set value of the train running speed and the comparison result between the current air flow rate at the air inlet of the cooling device and the set value of the air flow rate.

2. The multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, The blade (171) includes a blade body (173), a connecting part (175), and a limiting part (176). The upper and lower ends of the blade body (173) are respectively connected to the blade shaft (174) through the connecting part (175); The limiting part (176) is connected to the blade body (173). The blade body (173) is provided with a first contact surface (177), and the limiting part is provided with a second contact surface (178). The first contact surface (177) and the second contact surface (178) are respectively provided on both sides of the blade shaft (174); the connecting part (175) is provided with a limiting surface (179). When the traveling air drives the auxiliary air window to close, from the air inlet side to the air outlet side, the blade body of the next blade successively overlaps the connecting part of the previous blade, and the first contact surface of the next blade abuts against the second contact surface of the previous blade; when the traveling air drives the auxiliary air window to open, from the air inlet side to the air outlet side, there is a gap between the first contact surface of the previous blade and the second contact surface of the connecting part of the next blade, and the limiting surface of the connecting part abuts against the inner wall of the mounting frame. At this time, the angle between the blade surface of the blade body on the side away from the second contact surface and the inner wall of the mounting frame is α, where α < 45°.

3. The multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, The air supply mode includes the following three modes: 1) Air supply mode one: Traveling air supply mode When the train's current operating speed reaches the set train operating speed value V c1 When the current airflow velocity at the air inlet of the cooling device reaches the set value v1 of the airflow velocity at the air inlet of the cooling device, the cooling device adopts the traveling air supply mode. 2) Air supply mode two: Combined air supply mode of traveling air and fan unit When the train's current operating speed reaches the set train operating speed value V c1 However, when the current air velocity at the air inlet of the cooling device is less than the set value v1 of the air velocity at the air inlet of the cooling device, the cooling device adopts a combined air supply mode of traveling air and fan unit. When the current train speed is ≥0 and <V c1 At that time, the cooling device adopts a combined air supply mode of traveling air and fan unit; 3) Air supply mode three: fan unit air supply mode When the train is stationary and the traction system is working, the cooling device uses a fan unit for air supply.

4. The multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, When there is no equipment compartment on the underside of the locomotive and rolling stock, the angle θ between the centerline of the cooling device (1) along the direction of the first air duct to the second air duct and the direction of locomotive operation is 0 to 60°. When an equipment compartment is provided on the underside of the locomotive and rolling stock, the angle θ between the centerline of the cooling device (1) along the direction of the first air duct to the second air duct and the direction of locomotive operation is 30 to 90°.

5. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 2, characterized in that, The blade (171) also includes a support plate (1710), which is located at one free end of the blade body (173). The support plate (1710) and the connecting part are respectively located on both sides of the blade body. The support plate has an abutment surface (1711). When the auxiliary wind window is closed, and the first contact surface of the blade body of the blade on the right side abuts against the second contact surface of the connecting part of the blade on the left side in the direction of train operation, the abutment surface of the support plate abuts against the inner wall of the mounting frame.

6. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 2, characterized in that, The width of the first air intake mechanism gradually decreases from the side away from the first air duct to the side closer to the first air duct; the width of the second air intake mechanism gradually decreases from the side away from the second air duct to the side closer to the second air duct.

7. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 2, characterized in that, The mounting frame (172) is equipped with an upper mounting seat (18) and a lower mounting seat (19). The lower mounting seat has a mounting hole with a smooth inner wall. The upper and lower sides of the upper mounting seat are respectively provided with a threaded hole and a mounting hole with a smooth inner wall. The upper end of the blade shaft is located in the mounting hole. The fastener (116) fixes the upper mounting seat to the lower side of the upper frame plate of the mounting frame. The lower end of the blade shaft is located in the mounting hole of the lower mounting seat fixed on the lower frame plate of the mounting frame.

8. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, When an equipment compartment is installed on the underside of a locomotive or rolling stock, the first air intake mechanism (11) is connected in sequence to the first extended air intake mechanism (111) and the first equipment compartment side skirt (112) on the side away from the first air duct and in the direction away from the first air duct. The second air intake mechanism (14) is connected in sequence to the second extended air intake mechanism (113) and the second equipment compartment side skirt (114) on the side away from the second air duct and in the direction away from the second air duct. A sealing element (115) is provided between the first extended air intake mechanism (111) and the first equipment compartment side skirt (112), and between the second extended air intake mechanism (113) and the second equipment compartment side skirt (114).

9. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, The fan unit (110) is a reversible fan.

10. A multi-mode liquid cooling system for locomotives and rolling stock based on multi-element control according to claim 1, characterized in that, The first wind speed sensor (8) and the second wind speed sensor (9) are respectively installed in the air flow path inside the first air duct and the second air duct; the second temperature sensor (6) and the first temperature sensor (7) are respectively installed in the pipes at the inlet and outlet of the heating component; A flow relay (5) is provided between the pump (3) and the radiator assembly (15).

Images