Multi-section marshalling method for locomotive and hybrid locomotive

Abstract

This invention discloses a method for assembling multi-car locomotives, comprising: acquiring road condition information of the target operating route where there is no power grid; setting a minimum operating speed for the locomotive; calculating the total consumption of target wheel axles on the target operating route based on the road condition information and the required traction force of the locomotive, and further calculating the target energy of the power battery in conjunction with the traction transmission efficiency; and forming a multi-car hybrid locomotive by assembling electric locomotive modules and auxiliary power supply modules based on the target energy of the power battery. This invention also provides a multi-car hybrid locomotive. The method, based on actual needs, calculates the assembly method, enabling electric locomotives to perform traction operations on long lines without power grid coverage, thus improving the flexibility and adaptability of the locomotive.

Description

Technical Field

[0001] This invention relates to the field of vehicle design technology, and in particular to a method for assembling multi-section locomotives and a hybrid locomotive. Background Technology

[0002] Traditional locomotives typically rely on grid power or fuel propulsion. Fuel propulsion, in particular, causes some environmental pollution. Therefore, new energy and hybrid locomotives have become a trend for reducing energy consumption, protecting the environment, and reducing emissions. Hybrid locomotives, incorporating power batteries, show great promise. While electric locomotives emit no emissions, they have limitations, such as being restricted by grid coverage when moving vehicles into / out of depots on short routes; and being unusable for branch line transport without grid access. These limitations restrict the operation of electric locomotives. Some new hybrid locomotives may, through the integration of power batteries and other technologies, enable electric locomotives to perform short-distance moving operations in certain situations. However, due to space and axle load limitations, they cannot perform longer traction operations without grid power.

[0003] Therefore, there is a need to improve the formation of hybrid locomotives in the existing technology. Summary of the Invention

[0004] In view of this, the purpose of this invention is to propose a multi-section locomotive formation method and a hybrid locomotive. The method calculates the formation method based on actual needs, enabling electric locomotives to perform traction operations on long lines without power grid coverage, thereby improving the locomotive's flexibility and adaptability.

[0005] To achieve the above objectives, embodiments of the present invention provide a method for assembling multi-section locomotives, comprising the following steps:

[0006] Obtain road condition information for lines without power grid access along the locomotive's target operating route;

[0007] The minimum operating speed of the locomotive is set, and based on road condition information and the traction force required by the locomotive, the total consumption of the target wheel axles in the target operating line is calculated by integration, and the target energy of the power battery is further calculated by combining the traction transmission efficiency.

[0008] Based on the target energy of the power battery, a multi-section hybrid locomotive is formed by grouping electric locomotive modules and auxiliary power supply modules.

[0009] In some embodiments, the auxiliary power supply module includes an energy storage vehicle module and / or a control vehicle module. When the auxiliary power supply module includes an energy storage vehicle module and a control vehicle module, the energy storage vehicle module is electrically connected to the control vehicle module and the electric locomotive module, respectively. The energy storage vehicle module has multiple energy storage elements. The control vehicle module is electrically connected to the electric locomotive module and configured to assist the electric locomotive module in traction and power supply.

[0010] In some implementations, energy storage elements include lithium batteries, hydrogen fuel cells, and supercapacitors.

[0011] In some implementations, the formation configuration of the hybrid locomotives includes:

[0012] A train consisting of one electric locomotive module, multiple energy storage vehicle modules, and one control vehicle module;

[0013] Two electric locomotive modules are grouped with multiple energy storage vehicle modules;

[0014] One electric locomotive module is grouped with multiple energy storage vehicle modules.

[0015] In some implementations, the road condition information includes the length of the target locomotive route, gradient information, and curve information.

[0016] In some implementations, the required traction force of the locomotive = locomotive weight × basic unit running resistance + freight car weight × (basic unit running resistance + gradient resistance + curve resistance + tunnel resistance).

[0017] In some implementations, the integration to obtain the total target wheel and axle consumption in the target operating route includes:

[0018] Define the minimum operating speed v that the locomotive needs to maintain on the target operating line. Combine this with the traction calculation of the locomotive power, divide the target operating line from point A to point B into multiple segments, each with a length of dx meters, and establish a function of power as a function of distance:

[0019] P = v·F(x),

[0020] Piecewise integration of the power function yields the total energy consumed by the wheel circumference, E:

[0021] .

[0022] In some implementations, the electric locomotive module includes a single driver's cab and an electric traction drive system.

[0023] In some embodiments, the electric traction drive system includes: a current receiving device, a high-voltage electrical appliance, a power conversion and control device, and a traction motor.

[0024] The present invention has at least the following beneficial technical effects:

[0025] The method of this invention can calculate the power consumption based on the distance, gradient, curve, and traction load of the branch line according to different needs, and the actual situation of the non-electrified line. Based on the power consumption calculation results, a suitable locomotive formation is configured. This flexible formation changes the locomotive's uniformity, avoiding repeated design and development to meet different needs; different user requirements can be met simply by changing the formation. The hybrid locomotive formed using the method of this invention enables electric locomotives to perform traction operations on long lines without grid coverage, improving the locomotive's flexibility and adaptability. Multiple locomotives can be freely combined to meet different transportation needs, improving transportation efficiency and economy. Furthermore, the hybrid locomotive can use various energy storage components, such as lithium batteries, hydrogen fuel cells, or supercapacitors, or even combinations of different energy storage components, increasing the locomotive's energy options and environmental performance. Attached Figure Description

[0026] 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 only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0027] Figure 1 A schematic diagram illustrating an embodiment of the multi-section locomotive formation method provided by the present invention;

[0028] Figure 2 This is a schematic diagram illustrating different grouping methods provided by the present invention for various needs. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to specific examples and the accompanying drawings.

[0030] The terms "comprising" and "having," and any variations thereof, used in the specification, claims, and accompanying drawings of this invention are intended to cover non-exclusive inclusion; the terms "first," "second," etc., used in the specification, claims, and accompanying drawings are used to distinguish different objects, not to describe a particular order. "A plurality of" means two or more, unless otherwise explicitly specified.

[0031] In the description and claims of this invention and the foregoing drawings, when an element is referred to as "fixed to," "mounted to," "disposed on," or "connected to" another element, it can be located directly or indirectly on that other element. For example, when an element is referred to as "connected to" another element, it can be directly or indirectly connected to that other element.

[0032] Furthermore, the reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0033] Currently, the main railway lines are all electrified, but the branch lines from freight yards to the main lines are not, resulting in existing freight transport relying solely on diesel locomotives for traction. In recent years, with increasing demands for environmental protection, emission reduction, improved energy efficiency, and lower operating costs, the replacement of existing diesel locomotives with electric and environmentally friendly locomotives has become a priority. The challenge lies in achieving zero-emission traction operations without requiring large-scale electrification of existing railways. Based on these issues, this invention aims to provide a multi-car locomotive formation method and a hybrid locomotive, enabling traction operations on electrified lines to draw power from the power grid and on non-electrified branch lines and freight stations from power batteries.

[0034] like Figure 1 The diagram shown is a schematic representation of an embodiment of the multi-section locomotive formation method provided by the present invention, including the following steps:

[0035] S1 obtains road condition information for lines without power grids along the locomotive's target operating route;

[0036] S2 sets the minimum operating speed of the locomotive, calculates the total consumption of the target wheel axles in the target operating line based on road condition information and the required traction force of the locomotive, and further calculates the target energy of the power battery by combining the traction transmission efficiency.

[0037] Based on the target energy of the power battery, the S3 is a multi-section hybrid locomotive configured with electric locomotive modules and auxiliary power supply modules.

[0038] Furthermore, in S1, the acquired road condition information includes the length of the target locomotive route, gradient information, and curve information, specifically including gradient resistance and curve resistance.

[0039] Furthermore, in S2, firstly, the minimum operating speed v that the locomotive needs to maintain on the target operating route is set, i.e., the speed is constant. Based on road condition information, the required traction force of the locomotive is calculated as follows: Required traction force of the locomotive = locomotive weight × basic unit operating resistance + freight car weight × (basic unit operating resistance + gradient resistance + curve resistance + tunnel resistance). The target operating route from point A to point B is divided into multiple segments, each with a length of dx meters. The traction force varies with distance, so the traction force on each segment is F(x), while the speed is a constant value v. The relationship between power and traction force is established, i.e., power as a function of distance:

[0040] P = v·F(x),

[0041] The total energy consumed by the wheel per revolution, E, can be calculated by multiplying the power of each segment by the time dt (i.e., the time corresponding to dx) and integrating over all segments. Since the velocity is constant, v can be removed from the integral sign to obtain the total energy consumed by the wheel per revolution, E:

[0042] .

[0043] The integral here integrates the traction force as a function of distance over the entire path to obtain the total circumference energy required to travel from point A to point B.

[0044] By calculating the efficiency of each part of the locomotive's traction transmission, the required energy Q of the power battery can be obtained.

[0045]

[0046] in It is the traction transmission efficiency, based on Q, taking into account the charging and discharging characteristics of the power battery, the auxiliary power requirements of the locomotive, and the locomotive working conditions such as whether the locomotive needs to frequently start under heavy load when there is no power grid. After obtaining the results from theoretical calculations, a reasonable power redundancy is reserved to ensure higher locomotive availability.

[0047] Furthermore, in S3, based on the target energy of the power battery, a multi-section hybrid locomotive is formed by grouping electric locomotive modules and auxiliary power supply modules.

[0048] Furthermore, the auxiliary power supply module includes an energy storage vehicle module and an optional control vehicle module. The energy storage vehicle module is electrically connected to both the control vehicle module and the electric locomotive module. The energy storage vehicle module contains multiple energy storage elements; in some preferred embodiments, these elements include lithium batteries, hydrogen fuel cells, and supercapacitors. The energy storage module has no driver's cab and serves as a supplement to the capacity of the energy storage elements. When long-distance, high-load traction operations are required, the energy storage vehicle module is added to the train formation to supplement the locomotive's energy storage and meet traction demands. On lines without a power grid as an energy source, the energy storage elements provide power to the electric locomotive module. Upon reaching an electrified line, the electric locomotive module obtains power from the grid, which is used for traction operations and to charge the energy storage elements carried by the control vehicle module and the energy storage vehicle module.

[0049] Furthermore, the control car module is electrically connected to the electric locomotive module and configured to assist the electric locomotive module in traction and power supply. The control car module includes a single driver's cab and energy storage components. The driver's cab functions identically to that of the electric locomotive module. In some preferred embodiments, the energy storage components include lithium batteries, hydrogen fuel cells, and supercapacitors. When the locomotives are in formation, it performs the same control functions as the electric locomotive module. This module does not have independent traction capabilities; most of its space is used to house the energy storage components. During formation, the energy from the energy storage components is transferred to the electric locomotive module via conductors, serving as the power source for the electric locomotive module to perform traction operations on lines without a power grid.

[0050] In some embodiments, the electric locomotive module includes a single driver's cab and an electric traction drive system. Preferably, the electric traction drive system includes: a current collection device, high-voltage electrical equipment, a power conversion and control device, and a traction motor. The current collection device is equipped with a pantograph, enabling it to obtain electrical energy from the power grid, resulting in an electric locomotive with high wheel circumference power and high traction capacity. This module possesses all the functions of a conventional electric locomotive and can also be equipped with a small number of power batteries to provide power to the locomotive when there is no power grid, for single-unit short-distance track maneuvering.

[0051] Furthermore, the multi-formation hybrid locomotive can be flexibly combined from two types of modules: electric locomotive modules and auxiliary power supply modules. In some preferred embodiments, the formation configuration of the hybrid locomotive includes: a formation of one electric locomotive module, multiple energy storage car modules, and one control car module; a formation of two electric locomotive modules and multiple energy storage car modules; and a formation of one electric locomotive module and multiple energy storage car modules. By arbitrarily combining the three types of modules, a fixed-formation locomotive is formed. The locomotive has a consistent overall appearance, a complete and unified structure, and a central passageway allowing passage from one driver's cab to the other.

[0052] Furthermore, by adding diesel locomotive modules as needed, even more flexible combinations can be achieved. On the one hand, diesel locomotive modules can replace electric locomotive modules; on the other hand, they can be flexibly combined with electric locomotive modules and energy storage vehicle modules to form multi-power source locomotives, adapting to more complex operational requirements.

[0053] The method of this invention will be further explained below in conjunction with specific requirements. For multi-car hybrid locomotives, the train formation is selected based on the distance, gradient, curve, and traction load of the branch lines according to different needs. Power consumption calculations are required based on the actual situation of the unelectrified lines, and a suitable locomotive formation is configured based on the calculation results. The power consumption calculation requires the following known conditions: the length of the unelectrified line; the gradient of the unelectrified line; the curve of the unelectrified line; the locomotive's travel direction and tonnage under heavy and light loads; and the traction speed requirements of the unelectrified line. The following describes the train formation based on specific route requirements, such as... Figure 2 The diagram shown illustrates examples of grouping methods under different requirements.

[0054] Requirement A: The situation of no electrified branch lines is better, the distance is moderate, the load is light, and the distance of electrified lines in the entire transportation route is relatively long.

[0055] like Figure 2 As shown in -A, using the above method for calculation, the grouping method is: 1 electric locomotive module + 1 control locomotive module can meet the traction and branch line power requirements.

[0056] Requirement B: The non-electrified branch lines are long and require heavy-load climbing, and the electrified line distance of the entire transportation route is long.

[0057] like Figure 2 As shown in Figure B, calculations indicate that the train formation consists of one electric locomotive module, one battery car module, and one control locomotive module. The battery can meet the needs of branch line operation and can be replenished during mainline transportation.

[0058] Requirement C: The non-electrified branch line is far away, has a heavy load, and includes a long slope in the line.

[0059] like Figure 2 As shown in -C, calculations show that a single electric locomotive cannot meet the traction requirements of long, steep slopes, and the capacity of a single power battery module is insufficient for the needs of the electrified branch line. Therefore, the train configuration is: 1 electric locomotive module + 2 power battery modules + 1 electric locomotive module. This configuration satisfies the traction power requirements of the non-electrified sections of the line, as well as the need for rapid power replenishment during electrified line operation. Furthermore, the two electric locomotive modules can be coupled together to provide double the power.

[0060] In another aspect, the present invention provides a multi-section hybrid locomotive, which is assembled using the method described above. The locomotive includes an electric locomotive module and an auxiliary power supply module. The auxiliary power supply module may include an energy storage car module and a control car module. The three modules can be flexibly assembled according to actual conditions. The hybrid locomotive formed by this assembly has the following advantages:

[0061] 1) Flexible grouping creates a product, changing the product's singularity and avoiding repeated design and development based on different needs. Different user needs can be met simply by changing the grouping.

[0062] 2) It enables electric locomotives to perform traction operations on long lines without power grid coverage, improving the flexibility and adaptability of the locomotives.

[0063] 3) Multiple locomotives can be freely combined to meet different transportation needs and improve transportation efficiency and economy.

[0064] 4) Various energy storage components can be used, such as lithium batteries, hydrogen fuel cells or supercapacitors, or even combinations of different energy storage components, which increases the locomotive's energy options and environmental performance.

[0065] Those skilled in the art will also understand that the various exemplary logic blocks, modules, circuits, and algorithm steps described in conjunction with the disclosure herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the functionality of various illustrative components, blocks, modules, circuits, and steps has been generally described. Whether this functionality is implemented as software or as hardware depends on the specific application and the design constraints imposed on the system as a whole. Those skilled in the art can implement the functionality in various ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the embodiments disclosed herein.

[0066] The above are exemplary embodiments disclosed in this invention. However, it should be noted that various changes and modifications can be made without departing from the scope of the embodiments of this invention as defined by the claims. The functions, steps, and / or actions of the methods according to the disclosed embodiments described herein do not need to be performed in any particular order. Furthermore, although the elements disclosed in the embodiments of this invention may be described or claimed individually, they may be understood as multiple unless explicitly limited to a singular number.

[0067] It should be understood that, as used herein, the singular form “a” is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, “and / or” refers to any and all possible combinations of one or more of the associated listed items.

[0068] The embodiment numbers disclosed in the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0069] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of different aspects of the invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A method for assembling multi-car locomotives, characterized in that, include: Obtain road condition information for lines without power grid access along the locomotive's target operating route; The minimum operating speed of the locomotive is set, and based on the road condition information and the required traction force of the locomotive, the total consumption of the target wheel axles in the target operating route is calculated by integration, and the target energy of the power battery is further calculated by combining the traction transmission efficiency. Based on the target energy of the power battery, a multi-section hybrid locomotive is formed by grouping electric locomotive modules and auxiliary power supply modules. The auxiliary power supply module includes an energy storage vehicle module and / or a control vehicle module. When the auxiliary power supply module includes an energy storage vehicle module and a control vehicle module, the energy storage vehicle module is electrically connected to the control vehicle module and the electric locomotive module, respectively. The energy storage vehicle module has multiple energy storage elements. The control vehicle module is electrically connected to the electric locomotive module and configured to assist the electric locomotive module in traction and power supply. The train formation configuration of the hybrid locomotive includes: A train consisting of one electric locomotive module, multiple energy storage vehicle modules, and one control vehicle module; Two electric locomotive modules are grouped with multiple energy storage vehicle modules; One electric locomotive module is grouped with multiple energy storage vehicle modules.

2. The method for forming multi-car locomotives according to claim 1, characterized in that, The energy storage components include lithium batteries, hydrogen fuel cells, and supercapacitors.

3. The method for forming multi-car locomotives according to claim 1, characterized in that, The road condition information includes the length of the target locomotive route, gradient information, and curve information.

4. The method for forming multi-car locomotives according to claim 1, characterized in that, The required traction force of the locomotive = locomotive weight × basic unit running resistance + freight car weight × (basic unit running resistance + gradient resistance + curve resistance + tunnel resistance).

5. The method for forming multi-car locomotives according to claim 4, characterized in that, The total consumption of the target wheel and axle in the target running route obtained by integration includes: Given a minimum operating speed v that the locomotive needs to maintain on the target route, and considering the locomotive power calculated by traction calculation, the target route from point A to point B is divided into several segments, each with a length of x meters. A function is then established to show how power P varies with distance. P = v·F(x), Where F(x) is the traction force on each segment, the total energy consumed by the wheel circumference is obtained by piecewise integration of the power function: 。 6. The method for assembling multi-car locomotives according to claim 1, characterized in that, The electric locomotive module includes a single driver's cab and an electric traction transmission system.

7. The method for assembling multi-car locomotives according to claim 6, characterized in that, The electric traction drive system includes: a current receiving device, high-voltage electrical appliances, a power conversion and control device, and a traction motor.

8. A multi-car hybrid locomotive, configured using the method described in any one of claims 1 to 7, characterized in that, The locomotive includes an electric locomotive module and an auxiliary power supply module.

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