A method and system for implementing a battery-swapping new energy freight traction locomotive

Abstract

This invention provides a method for implementing a battery-swapping new energy freight tractor. Its core high-voltage circuit topology can achieve dual-source power supply for two energy storage devices with different voltage levels: the power vehicle's on-board energy storage device and the battery vehicle's energy storage device. The output contactors of the power vehicle's on-board energy storage device and the battery vehicle's energy storage device can be closed simultaneously to jointly supply power to the power vehicle's high-voltage bus (because the battery vehicle's energy storage device has a higher voltage, the actual power vehicle's energy storage device is in a hot standby state). This high-voltage topology and the corresponding battery vehicle's on-board energy storage device battery swapping method are the key innovations that this invention aims to protect.

Description

Technical Field

[0001] This invention relates to the technical field of traction battery swapping, and more particularly to a method and system for implementing a battery swapping new energy freight traction locomotive. Background Technology

[0002] Freight shunting locomotives used in freight yards, ports, and other non-electrified railways mainly use traditional diesel generators to provide energy for the locomotive's traction drive and auxiliary power system. In recent years, due to economic and environmental considerations, more and more freight shunting locomotives have adopted supercapacitors or power batteries as on-board energy storage devices to provide energy for the locomotive's traction drive and auxiliary power system.

[0003] Under current technological conditions, when the energy of the on-board energy storage device is exhausted, the locomotive needs to be driven to a fixed charging location and charged using either a "gun charging" (ground charging gun + on-board socket) or a "pantograph charging" (ground charging rail + on-board pantograph) method.

[0004] Compared to diesel engines, using supercapacitors or power batteries as the energy source for locomotive traction is indeed more economical and environmentally friendly, saving users a considerable amount of "vehicle operating costs," and producing no polluting gas emissions during vehicle operation, resulting in a better working environment for locomotive operators.

[0005] However, due to the power density limitations imposed by their long lifespan, supercapacitors or power batteries cannot be fully charged in a short time, unlike diesel fuel which can be filled in a few minutes. For new energy freight locomotives, their operational efficiency is largely constrained by the charging time of their onboard energy storage devices. This problem is particularly pronounced for new energy freight locomotives used on short-haul routes. Locomotives in this scenario have large carrying capacities and long operating routes, requiring large-capacity onboard energy storage devices, which results in longer charging times and lower operational efficiency. Summary of the Invention

[0006] In view of the technical problems mentioned in the background section, a method and system for implementing a battery-swapping new energy freight tractor is provided.

[0007] The technical means employed in this invention are as follows:

[0008] A method for implementing a battery-swapping new energy freight tractor, characterized by the following steps:

[0009] Step 1: The switching machine travels from end 1 to end 2 of shunting line. The initial position of the power car and battery car 1 is end 1 of shunting line. The power car control system outputs relevant signals to disconnect the output contactors K3+ and K3- of the battery car 1's on-board energy storage device. Then, the two cars are uncoupled and disconnected, and the high-voltage and low-voltage connectors are disconnected. The power car control system outputs relevant signals to close the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car is powered by the power car's on-board energy storage device and runs independently across the switching machine to end 2 of shunting line.

[0010] Step 2: The switch machine operates, changing the direction of travel of the switch machine to the charging line from end 2 of the shunting line. The power car crosses the switch machine alone to run to the charging line.

[0011] Step 3: The power car and battery car 2 are coupled together, and the high-voltage and low-voltage connectors are connected. The power car control system outputs relevant signals to close the output contactors K3+ and K3- of the battery car 2's on-board energy storage device. Since the voltage of the battery car 2's on-board energy storage device is higher than that of the power car's on-board energy storage device, the power car's traction inverter VVVF and auxiliary power supply SIV are switched to be supplied by the battery car 2's on-board energy storage device. Subsequently, the power car control system outputs relevant signals to open the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car and battery car 2 cross the switch machine and run to the end of shunting line 2.

[0012] Step 4: The switch machine operates, and the direction of travel of the switch machine is changed from the end of shunting line 1 to the end of shunting line 2. The power car and battery car 2 cross the switch machine and run to the end of shunting line 1, and are coupled with battery car 1, but only the coupler is connected, and the high-voltage and low-voltage connectors are not connected.

[0013] Step 5: The power car and battery car 2 pull battery car 1 across the switch machine to the end of shunting line 2;

[0014] Step Six: The switch machine operates, and the direction of travel of the switch machine is changed to the end of the shunting line 2 to the charging line. The power car and battery car 2 pull the battery car 1 across the switch machine to run to the charging line.

[0015] Step 7: Battery car 2 and battery car 1 are uncoupled and disconnected, and the power car and battery car 2 cross the switch machine to the end of shunting line 2;

[0016] Step 8: Battery car 1 begins charging at the charging station. The switch machine operates, changing the direction of travel from shunting line 1 to shunting line 2, waiting for the next charging operation. The power car and battery car 2 can be coupled with the freight train to carry out relevant freight tasks.

[0017] This invention also includes a battery-swapping new energy freight traction locomotive implementation system, characterized in that it comprises:

[0018] The system includes a power vehicle, a battery vehicle, an on-board energy storage device installed in the power vehicle, an on-board energy storage device installed in the battery vehicle, a power vehicle control system, and a charging station. The battery vehicle and the power vehicle are also equipped with a low-voltage control circuit, and the power vehicle control system controls the on / off state of the output contactor of the on-board energy storage device in the battery vehicle through the low-voltage control circuit.

[0019] When the power vehicle is running alone, the voltage output from the power vehicle's on-board energy storage device supplies power to the traction inverter and auxiliary power supply through the high-voltage bus. When the power vehicle and the battery vehicle are coupled together, the voltage output from the battery vehicle's on-board energy storage device supplies power to the traction inverter and auxiliary power supply through the high-voltage bus. At the same time, if the state of charge (SOC) of the power vehicle's on-board energy storage device is low, the power vehicle's DC / DC converter draws power from the high-voltage bus to charge the power vehicle's on-board energy storage device.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] (1) The locomotive powered by the vehicle-mounted energy storage device with power battery / supercapacitor as the medium can achieve rapid "battery swapping" on the shunting line and charging line through the technical solution proposed in this case. Compared with the traditional charging method of "pantograph charging" or "gun charging", this "battery swapping" mode can greatly improve the operating efficiency of the locomotive.

[0022] (2) The present invention can realize dual power supply of the on-board energy storage device of the power vehicle and the energy storage device of the battery vehicle. The output contactors of the on-board energy storage device of the power vehicle and the energy storage device of the battery vehicle can be closed at the same time to supply power to the high-voltage bus of the power vehicle (because the voltage of the energy storage device of the battery vehicle is high, the actual energy storage device of the power vehicle is in hot standby state). If the coupling between the battery vehicle and the power vehicle fails during operation (the coupler is accidentally disconnected or the connector is disconnected), the energy storage device of the battery vehicle cannot supply power to the high-voltage bus of the power vehicle, and the power supply of the high-voltage bus can be seamlessly switched to the on-board energy storage device of the power vehicle.

[0023] (3) This invention solves the problems of large space occupation and high axle load pressure when using a large-capacity vehicle-mounted energy storage device (the vehicle itself is equipped with a driver's cab, braking system, traction transmission system, and auxiliary power system, and the vehicle space and axle load pressure are already large). Since a car section is dedicated to installing the vehicle-mounted energy storage device, low-cost battery elements with low power density or low energy density can be used as the basic energy storage elements of the vehicle-mounted energy storage device, such as sodium-ion batteries. Attached Figure Description

[0024] 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.

[0025] Figure 1 This is a high-voltage electrical schematic diagram of the battery vehicle and power vehicle of the present invention.

[0026] Figure 2 This is a schematic diagram of an embodiment of the present invention. Figure 1 .

[0027] Figure 3 This is a schematic diagram of an embodiment of the present invention. Figure 2 .

[0028] Figure 4 This is a schematic diagram of an embodiment of the present invention. Figure 3 .

[0029] Figure 5 This is a schematic diagram of an embodiment of the present invention. Figure 4 .

[0030] Figure 6 This is a schematic diagram of an embodiment of the present invention. Figure 5 .

[0031] Figure 7 This is a schematic diagram of an embodiment of the present invention. Figure 6 .

[0032] Figure 8 This is a schematic diagram of an embodiment of the present invention. Figure 7 .

[0033] Figure 9 This is a schematic diagram of an embodiment of the present invention. Figure 8 . Detailed Implementation

[0034] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] like Figure 2-9 As shown, the present invention provides a method for implementing a battery-swapping new energy freight tractor, comprising the following steps:

[0037] Step 1: The switching machine travels from end 1 to end 2 of shunting line. The initial position of the power car and battery car 1 is end 1 of shunting line. The power car control system outputs relevant signals to disconnect the output contactors K3+ and K3- of the battery car 1's on-board energy storage device. Then, the two cars are uncoupled and disconnected, and the high-voltage and low-voltage connectors are disconnected. The power car control system outputs relevant signals to close the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car is powered by the power car's on-board energy storage device and runs independently across the switching machine to end 2 of shunting line.

[0038] Step 2: The switch machine operates, changing the direction of travel of the switch machine to the charging line from end 2 of the shunting line. The power car crosses the switch machine alone to run to the charging line.

[0039] Step 3: The power car and battery car 2 are coupled together, and the high-voltage and low-voltage connectors are connected. The power car control system outputs relevant signals to close the output contactors K3+ and K3- of the battery car 2's on-board energy storage device. Since the voltage of the battery car 2's on-board energy storage device is higher than that of the power car's on-board energy storage device, the power car's traction inverter VVVF and auxiliary power supply SIV are switched to be supplied by the battery car 2's on-board energy storage device. Subsequently, the power car control system outputs relevant signals to open the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car and battery car 2 cross the switch machine and run to the end of shunting line 2.

[0040] Step 4: The switch machine operates, and the direction of travel of the switch machine is changed from the end of shunting line 1 to the end of shunting line 2. The power car and battery car 2 cross the switch machine and run to the end of shunting line 1, and are coupled with battery car 1, but only the coupler is connected, and the high-voltage and low-voltage connectors are not connected.

[0041] Step 5: The power car and battery car 2 pull battery car 1 across the switch machine to the end of shunting line 2;

[0042] Step Six: The switch machine operates, and the direction of travel of the switch machine is changed to the end of the shunting line 2 to the charging line. The power car and battery car 2 pull the battery car 1 across the switch machine to run to the charging line.

[0043] Step 7: Battery car 2 and battery car 1 are uncoupled and disconnected, and the power car and battery car 2 cross the switch machine to the end of shunting line 2;

[0044] Step 8: Battery car 1 begins charging at the charging station. The switch machine operates, changing the direction of travel from shunting line 1 to shunting line 2, waiting for the next charging operation. The power car and battery car 2 can be coupled with the freight train to carry out relevant freight tasks.

[0045] Preferably, in this application, such as Figure 1 As shown, the high-voltage electrical topology connection method of the freight tractor is as follows:

[0046] The battery vehicle is equipped with multiple high-capacity on-board energy storage devices, designated B1, B2, ..., Bn. The high-voltage positive terminals of these devices are connected in parallel, as are their high-voltage negative terminals. The high-voltage positive terminals of all on-board energy storage devices are connected to one side of contactor I. The other side of contactor I is connected to the CN1+ quick-connect high-voltage connector of the power vehicle via a CN2+ quick-connect high-voltage connector, thus connecting the battery vehicle's on-board energy storage devices to the positive terminal of the power vehicle's high-voltage bus. The high-voltage negative terminals of all on-board energy storage devices are connected to one side of contactor II. The other side of contactor II is connected to the CN1- quick-connect high-voltage connector of the power vehicle via a CN2- quick-connect high-voltage connector, thus connecting the battery vehicle's on-board energy storage devices to the negative terminal of the power vehicle's high-voltage bus. The power vehicle is equipped with a small-capacity on-board energy storage device BA. A diode D1 is connected in series with the positive terminal of the BA; one end of the diode D1 is connected to the positive terminal of the high-voltage bus via contactor K1+, and the other end is connected to the positive output terminal O1 of the DC / DC device via contactor K2+; the negative terminal of the on-board energy storage device BA is connected to the negative terminal of the high-voltage bus via contactor K1-, and to the negative output terminal O2 of the DC / DC device via contactor K2-; the high-voltage positive input interface P1 of the DC / DC device is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N1 is connected to the negative terminal of the high-voltage bus; the high-voltage positive input interface P2 of the traction inverter is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N2 is connected to the negative terminal of the high-voltage bus; the high-voltage positive input interface P3 of the auxiliary power supply device is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N3 is connected to the negative terminal of the high-voltage bus.

[0047] Preferably, in this application, a diode D1 is connected in series with the positive terminal of the vehicle-mounted energy storage device BA, and the diode D1 ensures that the energy interaction direction between the vehicle-mounted energy storage device BA and the high-voltage bus is unique.

[0048] In a preferred embodiment, the battery vehicle and the power vehicle are also equipped with a low-voltage control circuit; the low-voltage control circuit is used to transmit the on / off signals sent by the power vehicle control system to the on-board energy storage device of the battery vehicle to the output contactors K3+ and K3-, so as to realize the on / off control.

[0049] As a preferred embodiment, the present invention also includes a battery-swapping new energy freight traction locomotive implementation system, comprising: a power car, a battery car, an on-board energy storage device for the power car, an on-board energy storage device for the battery car, a power car control system, a shunting line, a charging line, a switch machine and a charging station, as well as other necessary equipment and devices not within the scope of protection of the claims of this invention, such as a traction inverter, an auxiliary power supply device, a coupler, high-voltage and low-voltage connectors, etc.

[0050] In a preferred embodiment, the power car in this application can be a locomotive with the basic functions of a conventional shunting locomotive, such as a bogie equipped with a traction motor, a car body, a driver's cab, a traction inverter, an auxiliary power supply, a basic braking device, an air compressor, a low-voltage battery, a coupler, etc. In addition, it is also equipped with: high-voltage and low-voltage connectors for electrical interaction with the battery car; an on-board energy storage device and its related high-voltage electrical circuits; and a DC / DC device and its related high-voltage electrical circuits.

[0051] As a preferred embodiment, in this application, the battery car can be a vehicle with the basic functions of a regular railway flatcar, such as a bogie, car body, and coupler without a traction motor. In addition, it is equipped with high-voltage and low-voltage connectors for electrical interaction with the power car; an on-board energy storage device and its related high-voltage electrical circuits. The on-board energy storage device can be directly mounted on the railway flatcar in the form of a "container".

[0052] On-board energy storage devices are divided into two types: one is a power vehicle on-board energy storage device for stand-alone use, and the other is a battery vehicle on-board energy storage device for freight transport. The positive terminal of both types of on-board energy storage devices is connected to the positive terminal of the power vehicle's high-voltage bus via their respective output contactors, and the negative terminal of both types of on-board energy storage devices is connected to the negative terminal of the power vehicle's high-voltage bus via their respective output contactors. The voltage range of the power vehicle on-board energy storage device is U0 to U1, where U0 < U1. The voltage range of the battery vehicle on-board energy storage device is U2 to U3, where U2 < U3. The upper voltage limit U1 of the power vehicle on-board energy storage device is less than the lower voltage limit U2 of the battery vehicle on-board energy storage device, i.e., U1 < U2.

[0053] In this application, the traction inverter is used to draw current from the high-voltage bus of the power vehicle and convert the high-voltage direct current into three-phase alternating current with adjustable frequency and voltage to power the traction motors M1, ..., Mn, driving the power vehicle forward or backward. The input voltage range of the traction inverter is U0 to U3, and the input voltage range is U2 to U3 when operating at full power. When the input voltage is lower than U2, the load is reduced.

[0054] In this application, the auxiliary power supply unit is used to draw current from the high-voltage bus of the power vehicle and convert the high-voltage direct current into:

[0055] 1) Three-phase AC power with a frequency of 50Hz and a voltage of 380V is used to power AC loads such as air compressors in motor vehicles;

[0056] 2) DC low-voltage power supply (DC24V or DC110V) to power the low-voltage DC load and low-voltage battery of the power vehicle;

[0057] The input voltage range of the auxiliary power supply is U0 to U3. When operating at full power, the input voltage range is U2 to U3. When the input voltage is lower than U2, the load is reduced and the output is reduced.

[0058] In this application, a DC / DC converter is used to draw current from the high-voltage bus of the power vehicle and step down the high-voltage DC power to charge the on-board energy storage device of the power vehicle. The input voltage range of the DC / DC converter is U2 to U3, and the output voltage range is U0 to U1. When the power vehicle is running alone, the voltage output by the on-board energy storage device of the power vehicle supplies power to the traction inverter and auxiliary power supply through the high-voltage bus. When the power vehicle and the battery vehicle are coupled, the voltage output by the on-board energy storage device of the battery vehicle supplies power to the traction inverter and auxiliary power supply through the high-voltage bus. At the same time, if the SOC of the on-board energy storage device of the power vehicle is low (low capacity), the DC / DC converter of the power vehicle charges the on-board energy storage device of the power vehicle.

[0059] Unlike the solution in this case where the power vehicle and the low-charged battery vehicle are separated and reconnected to a fully charged battery vehicle, a method of swapping the entire battery pack can also be used. Specific implementation routes include ceiling-mounted swapping and side-mounted swapping. Regardless of the method, a more complex battery swapping system matching the battery pack is required, including but not limited to positioning mechanisms, locking mechanisms, swapping connectors, swapping frames, and gripping mechanisms. The gripping mechanism picks up the low-charged battery pack, places it in the designated charging position, and then picks up the fully charged battery pack and places it on the battery vehicle. This requires a high level of driving skill from the driver and high precision from the gripping structure, the manufacturing precision of the positioning mechanism, and the safety of the locking mechanism, resulting in a higher overall cost for the battery swapping system.

[0060] Example 1

[0061] As one embodiment, the operation steps of this application are as follows:

[0062] (1) The direction of travel of the switch machine is from end 1 to end 2 of the shunting line. The initial position of the power car and the battery car 1 is end 1 of the shunting line. The power car control system outputs relevant signals to disconnect the output contactors K3+ and K3- of the battery car 1's on-board energy storage device. Then the two cars are uncoupled and disconnected, and the high-voltage and low-voltage connectors are disconnected. The power car control system outputs relevant signals to close the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car is powered by its own on-board energy storage device. The power car crosses the switch machine alone and runs to end 2 of the shunting line.

[0063] (2) When the switch machine is activated, the direction of travel of the switch machine is changed to the shunting line 2 end to the charging line, and the power car crosses the switch machine alone to run to the charging line.

[0064] (3) The power car and battery car 2 are coupled together and connected to the high-voltage and low-voltage connectors. The power car control system outputs relevant signals to close the output contactors K3+ and K3- of the battery car 2's on-board energy storage device. Since the voltage of the battery car 2's on-board energy storage device is higher than that of the power car's on-board energy storage device, the power car's traction inverter VVVF and auxiliary power supply SIV are switched to be supplied by the battery car 2's on-board energy storage device. Subsequently, the power car control system outputs relevant signals to open the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car and battery car 2 cross the switch machine and run to the end of the shunting line 2.

[0065] (4) When the switch machine is activated, the direction of travel of the switch machine is changed from the end of shunting line 1 to the end of shunting line 2. The power car and the battery car 2 cross the switch machine and run to the end of shunting line 1, and are coupled with the battery car 1. However, only the coupler is connected, and the high-voltage and low-voltage connectors are not connected.

[0066] (5) The power car and battery car 2 pull the battery car 1 across the switch machine to the end of the shunting line 2.

[0067] (6) When the switch machine is activated, the direction of travel of the switch machine is changed to the end of the shunting line 2 to the charging line. The power car and the battery car 2 pull the battery car 1 across the switch machine to run to the charging line.

[0068] (7) Battery car 2 and battery car 1 are uncoupled and detached, and power car and battery car 2 cross the switch machine to run to the end of shunting line 2.

[0069] (8) Battery car 1 starts charging through the charging station. The switch machine operates to change the direction of travel from the end of shunting line 1 to the end of shunting line 2, waiting for the next charging operation. The power car and battery car 2 can be coupled with the freight train to carry out relevant freight tasks.

[0070] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. In the above embodiments of the present invention, the descriptions of each embodiment have their own emphasis; parts not described in detail in a certain embodiment can be referred to in the relevant descriptions of other embodiments. It should be understood that the technical content disclosed in the several embodiments provided in this application can be implemented in other ways.

[0071] 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 method for implementing a battery-swapping new energy freight traction locomotive, characterized in that, Includes the following steps: Step 1: The switching machine travels from end 1 to end 2 of shunting line. The initial position of the power car and battery car 1 is end 1 of shunting line. The power car control system outputs relevant signals to disconnect the output contactors K3+ and K3- of the battery car 1's on-board energy storage device. Then, the two cars are uncoupled and disconnected, and the high-voltage and low-voltage connectors are disconnected. The power car control system outputs relevant signals to close the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car is powered by the power car's on-board energy storage device and runs independently across the switching machine to end 2 of shunting line. Step 2: The switch machine operates, and the direction of travel of the switch machine is changed to the shunting line 2 end to the charging line. The power car crosses the switch machine alone to run to the charging line. Step 3: The power car and battery car 2 are coupled together, and the high-voltage and low-voltage connectors are connected. The power car control system outputs relevant signals to close the output contactors K3+ and K3- of the battery car 2's on-board energy storage device. Since the voltage of the battery car 2's on-board energy storage device is higher than that of the power car's on-board energy storage device, the power car's traction inverter VVVF and auxiliary power supply SIV are switched to be supplied by the battery car 2's on-board energy storage device. Subsequently, the power car control system outputs relevant signals to open the output contactors K1+ and K1- of the power car's on-board energy storage device. The power car and battery car 2 cross the switch machine and run to the end of shunting line 2. Step 4: The switch machine operates, and the direction of travel of the switch machine is changed from the end of shunting line 1 to the end of shunting line 2. The power car and battery car 2 cross the switch machine and run to the end of shunting line 1, and are coupled with battery car 1, but only the coupler is connected, and the high-voltage and low-voltage connectors are not connected. Step 5: The power car and battery car 2 pull battery car 1 across the switch machine to the end of shunting line 2; Step Six: The switch machine operates, and the direction of travel of the switch machine is changed to the end of the shunting line 2 to the charging line. The power car and battery car 2 pull the battery car 1 across the switch machine to run to the charging line. Step 7: Battery car 2 and battery car 1 are uncoupled and disconnected, and the power car and battery car 2 cross the switch machine to the end of shunting line 2; Step 8: Battery car 1 begins charging at the charging station. The switch machine operates, changing the direction of travel from the end of shunting line 1 to the end of shunting line 2, waiting for the next charging operation. The power car and battery car 2 can be coupled with the freight train to carry out relevant freight tasks.

2. The method for implementing a battery-swapping new energy freight traction locomotive according to claim 1, characterized in that, The high-voltage electrical topology connection method of the freight traction locomotive is as follows: The battery vehicle is equipped with multiple high-capacity on-board energy storage devices. The high-voltage positive terminals of these devices are connected in parallel, as are their high-voltage negative terminals. All the high-voltage positive terminals of the on-board energy storage devices are connected to one side of contactor I. The other side of contactor I is connected to the CN1+ quick-connect high-voltage connector of the power vehicle via a CN2+ quick-connect high-voltage connector, thus connecting the battery vehicle's on-board energy storage devices to the positive terminal of the power vehicle's high-voltage bus. All the high-voltage negative terminals of the on-board energy storage devices are connected to one side of contactor II. The other side of contactor II is connected to the CN1- quick-connect high-voltage connector of the power vehicle via a CN2- quick-connect high-voltage connector, thus connecting the battery vehicle's on-board energy storage devices to the negative terminal of the power vehicle's high-voltage bus. The power vehicle is equipped with a small-capacity on-board energy storage device BA. The positive terminal of the on-board energy storage device BA is connected in series... A diode D1 is connected; one end of the diode D1 is connected to the positive terminal of the high-voltage bus via contactor K1+, and the other end is connected to the positive output terminal O1 of the DC / DC device via contactor K2+; the negative terminal of the on-board energy storage device BA is connected to the negative terminal of the high-voltage bus via contactor K1-, and to the negative output terminal O2 of the DC / DC device via contactor K2-; the high-voltage positive input interface P1 of the DC / DC device is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N1 is connected to the negative terminal of the high-voltage bus; the high-voltage positive input interface P2 of the traction inverter is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N2 is connected to the negative terminal of the high-voltage bus; the high-voltage positive input interface P3 of the auxiliary power supply device is connected to the positive terminal of the high-voltage bus, and the high-voltage positive input interface N3 is connected to the negative terminal of the high-voltage bus.

3. The method for implementing a battery-swapping new energy freight traction locomotive according to claim 1, characterized in that, A diode D1 is connected in series with the positive terminal of the vehicle-mounted energy storage device BA, and the diode D1 ensures that the energy exchange direction between the vehicle-mounted energy storage device BA and the high-voltage bus is unique.

4. The method for implementing a battery-swapping new energy freight traction locomotive according to claim 1, characterized in that, The output interfaces U1, ..., Un, V1, ..., Vn, W1, ..., Wn of the traction inverter are respectively connected to the U phase, V phase, and W phase of the traction motors M1, ..., Mn.

5. The method for implementing a battery-swapping new energy freight traction locomotive according to claim 1, characterized in that, In step eight, the output interfaces A, B, and C of the auxiliary power supply device are connected to the U phase, V phase, and W phase of the AC load; the output interfaces D, E, and F of the auxiliary power supply device are connected to the positive terminal of the low-voltage battery, the positive terminal of the low-voltage DC load, and the negative terminal of the low-voltage DC load.

6. The method for implementing a battery-swapping new energy freight traction locomotive according to claim 1, characterized in that, The battery vehicle and the power vehicle are also equipped with a low-voltage control circuit; the low-voltage control circuit is used to transmit the on / off signals sent by the power vehicle control system to the on-board energy storage device of the battery vehicle to the output contactors K3+ and K3-, so as to realize the on / off control.

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