Locomotive battery replacement protection system and battery replacement method

Abstract

The invention provides a locomotive battery replacement protection system and a battery replacement method. The protection system comprises a battery replacement control switch, a battery locking mechanism and a locomotive parking brake mechanism. The battery replacement control switch controls the on and off of the replacement operation of the battery, and the battery replacement control switch is mechanically interlocked with a power system switch of the locomotive. And the battery locking mechanism can be switched between a locking position and an unlocking position, and the battery changing control switch controls switching of the battery locking mechanism. The locomotive parking brake mechanism is connected with the battery locking mechanism and can be switched between a parking brake releasing position and a parking brake implementing position, and when the battery locking mechanism is located at the locking position, the locomotive parking brake mechanism is located at the parking brake releasing position; and when the battery locking mechanism is in the unlocking position, the locomotive parking brake mechanism is in the parking brake implementation position.

Description

Technical Field

[0001] The present application relates to the field of locomotives, and in particular to a locomotive battery replacement protection system and a battery replacement method. Background Art

[0002] Rail locomotives are the main equipment in the field of rail transportation, and new energy locomotives are an important branch of rail locomotives. At present, in order to expand the "product +" model of new energy locomotives, improve the efficiency of power grid utilization, and facilitate user battery recycling and reuse, the new energy locomotive fast battery replacement solution is gradually favored by users.

[0003] Battery swapping refers to the removal of batteries that are about to run out of power on a locomotive, followed by replacement with fully charged batteries. The replaced batteries can be charged at a battery swap station, awaiting the next replacement. During the locomotive battery swapping process, the locomotive battery may be damaged due to failure to follow the steps or other misoperations, resulting in a fire risk or personal injury to the operator. For example, if the locomotive is swapped before it is completely powered off, the live separation of the battery's electrical connector may cause overcurrent burns. For another example, if the parking brake is not turned on for the locomotive, it may slip during the battery swapping process, causing the lifted battery to collide with other equipment, causing mechanical damage or fire. Summary of the invention

[0004] The main purpose of this application is to provide a locomotive power replacement protection system and power replacement method that can ensure that the electrical system is cut off during the locomotive power replacement process and the locomotive parking brake is in the open state, thereby avoiding electric shock caused by live operation, short-circuit overload failures, and mechanical impact caused by locomotive slippage.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] According to one aspect of the present application, a locomotive power replacement protection system is provided, comprising:

[0007] A battery replacement control switch, the battery replacement control switch controls the opening and closing of the battery replacement operation, and the battery replacement control switch is mechanically interlocked with the power system switch of the locomotive;

[0008] A battery locking mechanism, wherein the battery locking mechanism can be switched between a locked position and an unlocked position, and the battery replacement control switch controls the switching of the battery locking mechanism;

[0009] The locomotive parking brake mechanism is connected to the battery locking mechanism and can be switched between a parking brake release position and a parking brake implementation position. When the battery locking mechanism is in the locking position, the locomotive parking brake mechanism is in the parking brake release position; when the battery locking mechanism is in the unlocking position, the locomotive parking brake mechanism is in the parking brake implementation position.

[0010] According to one of the embodiments of the present application, the locomotive power swap protection system also includes an interlocking control box, in which the locomotive's power system switch and the power swap control switch are both arranged, and when the locomotive's power system switch is locked in the interlocking control box, the power swap control switch can be detached from the interlocking control box; when the power swap control switch is locked in the interlocking control box, the locomotive's power system switch can be detached from the interlocking control box.

[0011] According to one embodiment of the present application, the power system switch of the locomotive is a first key, the power change control switch is a second key, and a first socket and a second socket are provided on the interlock control box. The first key is inserted into the first socket, and the second key is inserted into the second socket.

[0012] According to one of the embodiments of the present application, the locomotive battery replacement protection system also includes a pressure gas source, the pressure gas source is connected to the battery locking mechanism through a first gas path, and the pressure gas source is connected to the locomotive parking brake mechanism through a second gas path.

[0013] According to one of the embodiments of the present application, a first one-way valve and a battery-changing control valve are provided on the first gas path, the first one-way valve is close to the pressure gas source, and can transmit or cut off the gas of the pressure gas source; the battery-changing control valve is provided between the first one-way valve and the battery locking mechanism, and the battery-changing control switch controls the battery locking mechanism by controlling the battery-changing control valve.

[0014] According to one of the embodiments of the present application, the control end of the first one-way valve is connected to the second gas path through a third gas path, and the change of the gas pressure of the third gas path is synchronized with the change of the gas pressure of the second gas path.

[0015] According to one of the embodiments of the present application, a precision pressure regulating valve is further provided on the first gas circuit. The precision pressure regulating valve is arranged between the battery replacement control valve and the battery locking mechanism, and is used for accurately adjusting the pressure of the first gas circuit.

[0016] According to one of the embodiments of the present application, the locomotive parking brake mechanism includes a parking brake, a second one-way valve, a parking brake release valve and a parking brake release switch;

[0017] Wherein, the second one-way valve, the parking brake release valve and the parking brake are sequentially arranged along the second air path by the pressure air source;

[0018] The control end of the parking brake release valve is connected to the parking brake release switch.

[0019] According to one of the embodiments of the present application, the control end of the second one-way valve is connected to the first gas path through a fourth gas path, and the change of the gas pressure of the fourth gas path is synchronized with the change of the gas pressure of the first gas path.

[0020] According to another aspect of the present application, the present application also provides a locomotive battery replacement method, using the locomotive battery replacement protection system as above, the replacement steps include:

[0021] Step S1: setting the locomotive parking brake mechanism to a parking brake implementation position;

[0022] Step S2: setting the power system switch of the locomotive to a position where the battery replacement control switch can control the battery locking mechanism;

[0023] Step S3: turning on the battery replacement control switch so that the battery locking mechanism changes from the locked position to the unlocked position;

[0024] Step S4: Replace the battery;

[0025] Step S5: turning off the battery replacement control switch so that the battery locking mechanism changes from the unlocked position to the locked position;

[0026] Step S6: setting the locomotive parking brake mechanism to the parking brake release position.

[0027] It can be seen from the above technical solutions that the advantages and positive effects of the locomotive battery replacement protection system proposed in this application are:

[0028] The locomotive battery replacement protection system proposed in this application is equipped with a battery replacement control switch that is mechanically interlocked with the locomotive's power system switch, which can ensure that the locomotive's high-voltage contactor is disconnected. The battery replacement operation can only be carried out after the locomotive is completely powered off, avoiding the risks of overcurrent burning caused by live operations.

[0029] The locomotive battery replacement protection system proposed in the present application, the battery replacement control switch controls the battery locking mechanism. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the released parking brake position, and the locomotive can move; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the applied parking brake position, ensuring that the locomotive does not move, thereby preventing the locomotive from slipping during the battery replacement process, causing the lifted and replaced battery to collide with other equipment, thereby causing mechanical damage or fire, etc.

[0030] The locomotive battery replacement protection system proposed in this application can ensure that the locomotive's high voltage power has been cut off during the locomotive battery replacement operation; and ensure that the locomotive battery replacement operation has been completed when the locomotive's high voltage power is started, fully guaranteeing the mechanical and electrical reliability and safety of the locomotive battery replacement. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Various objects, features and advantages of the present application will become more apparent by considering the following detailed description of the preferred embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are merely exemplary illustrations of the present application and are not necessarily drawn to scale. In the accompanying drawings, the same reference numerals always represent the same or similar parts. Among them:

[0032] Figure 1 It is a schematic diagram of the state of the locomotive battery replacement protection system of the present application when the locomotive is running normally.

[0033] Figure 2 It is a schematic diagram of the state of the locomotive battery replacement protection system of the present application when the locomotive stops and is ready to replace the battery.

[0034] Figure 3 It is a schematic diagram of the status of the locomotive battery replacement protection system of the present application during the locomotive battery replacement process.

[0035] Figure 4 It is a schematic diagram of the state of the locomotive battery replacement protection system of the present application when the locomotive stops and the battery replacement is completed.

[0036] Figure 5 It is a schematic diagram of the state of the locomotive battery replacement protection system of the present application when the battery replacement is completed and the locomotive is ready to be started.

[0037] The following are the descriptions of the reference numerals:

[0038] 10-Battery replacement control switch (second key);

[0039] 11-Battery locking mechanism;

[0040] 12- Locomotive parking brake mechanism;

[0041] 13-Interlock control box;

[0042] 14-pressure gas source;

[0043] 15-Battery replacement controller;

[0044] 20-Power system switch (first key);

[0045] 21- High voltage contactor;

[0046] 22- High voltage controller;

[0047] 100-first gas path;

[0048] 101- a first one-way valve;

[0049] 102-battery exchange control valve;

[0050] 103-precision pressure regulating valve;

[0051] 121 - parking brake;

[0052] 122 - second one-way valve;

[0053] 123-parking brake release valve;

[0054] 124-parking brake release switch;

[0055] 131-first jack;

[0056] 132-second socket;

[0057] 200-second gas path;

[0058] 300-third gas line;

[0059] 400-Fourth gas line. DETAILED DESCRIPTION

[0060] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this application will be comprehensive and complete and fully convey the concepts of the example embodiments to those skilled in the art. The same reference numerals in the figures represent the same or similar structures, and thus their detailed description will be omitted.

[0061] In the following description of different exemplary embodiments of the present application, reference is made to the accompanying drawings, which form a part of the present application and in which different exemplary structures, systems and steps that can implement multiple aspects of the present application are shown by way of example. It should be understood that other specific schemes of components, structures, exemplary devices, systems and steps can be used, and structural and functional modifications can be made without departing from the scope of the present application. Moreover, although the terms "above", "between", "within", etc. can be used in this specification to describe different exemplary features and elements of the present application, these terms are used herein only for convenience, such as according to the direction of the examples described in the accompanying drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of the present application.

[0062] It is understood that the terms "including" and "having" and any variations thereof in the embodiments of the present application are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or components that are inherent to these processes, methods, products, or devices.

[0063] Relative terms such as "under" or "bottom" and "upper" or "top" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that relative terms are intended to include different orientations of the device in addition to the orientation shown in the figures. For example, if the device in one figure is turned over, the element described as being "under" or "bottom" of other elements will be oriented "on" or "top" of other elements. Therefore, the exemplary term "under" may include the orientations of "under" and "top", and the term "bottom" may include the orientations of "bottom" and "top", depending on the specific orientation of the figure. Similarly, if the device in one figure is turned over, the element described as being "under" or "bottom" of other elements will be oriented to be "on" or "top" of other elements. Therefore, the exemplary terms "bottom" or "below" may include the orientations of top and bottom.

[0064] Figure 1 What is shown is the status of the locomotive power replacement protection system of the present application when the locomotive is running normally. Figure 2 This is the state of the locomotive battery replacement protection system of the present application when the locomotive stops and is preparing for battery replacement. Figure 3 It is the state of the locomotive battery replacement protection system of the present application during the locomotive battery replacement process. Figure 4 This is the state of the locomotive battery replacement protection system of the present application when the locomotive stops and the battery replacement is completed. Figure 5 This is the state of the locomotive battery replacement protection system of the present application when the battery replacement is completed and the locomotive is ready to be started.

[0065] See also Figures 1 to 5 , which representatively shows the locomotive battery replacement protection system of the present application, including a battery replacement control switch 10, a battery locking mechanism 11 and a locomotive parking brake mechanism 12. The battery replacement control switch 10 controls the opening and closing of the battery replacement operation, and the battery replacement control switch 10 is mechanically interlocked with the locomotive power system switch 20; the battery locking mechanism 11 can be switched between the locked position and the unlocked position, and the battery replacement control switch 10 controls the switching of the battery locking mechanism 11; the locomotive parking brake mechanism 12 is connected to the battery locking mechanism 11, and can be switched between the parking brake release position and the parking brake implementation position. When the battery locking mechanism 11 is in the locked position, the locomotive parking brake mechanism 12 is in the parking brake release position; when the battery locking mechanism 11 is in the unlocked position, the locomotive parking brake mechanism 12 is in the parking brake implementation position.

[0066] The locomotive battery replacement protection system of the present application is provided with a battery replacement control switch 10 which is mechanically interlocked with the locomotive's power system switch 20. The battery replacement control switch 10 controls the battery locking mechanism 11, which can ensure that the locomotive's high-voltage contactor 21 is disconnected. The battery replacement operation can only be performed after the locomotive is completely powered off, thereby avoiding the risks of overcurrent burning caused by live operations.

[0067] In the locomotive battery replacement protection system of the present application, when the battery locking mechanism 11 is in the locked position, the locomotive parking brake mechanism 12 is in the released parking brake position, and the locomotive can move; when the battery locking mechanism 11 is in the unlocked position, the locomotive parking brake mechanism 12 is in the applied parking brake position, ensuring that the locomotive does not move, thereby preventing the locomotive from slipping during the battery replacement process, causing the lifted and replaced battery to collide with other equipment, thereby causing mechanical damage or fire, etc.

[0068] In this embodiment, the locomotive power swap protection system also includes an interlocking control box 13, and the locomotive's power system switch 20 and the power swap control switch 10 are both arranged in the interlocking control box 13. When the locomotive's power system switch 20 is locked in the interlocking control box 13, the power swap control switch 10 can be disengaged from the interlocking control box 13; when the power swap control switch 10 is locked in the interlocking control box 13, the locomotive's power system switch 20 can be disengaged from the interlocking control box 13.

[0069] The interlocking control box 13 of the present application interlocks and controls the locomotive's power system switch 20 and the locomotive's power exchange control switch 10. When the locomotive's power system switch 20 is locked in the interlocking control box 13, the power exchange control switch 10 can be separated from the interlocking control box 13; when the power exchange control switch 10 is locked in the interlocking control box 13, the locomotive's power system switch 20 can be separated from the interlocking control box 13. The above interlocking control state can ensure that when the locomotive is powered on, the power exchange control switch 10 cannot be separated from the interlocking control box 13, thereby failing to control the locomotive's power exchange operation, avoiding the possibility of overcurrent burning caused by the power-on separation of the locomotive battery's electrical connector, and fully ensuring the electrical safety and reliability of the locomotive during power exchange, facilitating the safe replacement of batteries in the locomotive, improving the overall safety and reliability of the locomotive, and being conducive to promoting the application of new energy locomotives.

[0070] In this embodiment, the locomotive's power system switch 20 is the first key, the power change control switch 10 is the second key, and the interlock control box 13 is provided with a first jack 131 and a second jack 132 . The first key is inserted into the first jack 131 , and the second key is inserted into the second jack 132 .

[0071] Two keys are used in conjunction with two sockets on the interlock control box 13 to achieve mechanical interlocking between the locomotive power system switch 20 and the power exchange control switch 10. The structure is simple and the interlocking effect is good, which can prevent the power exchange operation from being performed when the locomotive is at a high voltage level due to misoperation. A Kaba lock structure can be used.

[0072] In this embodiment, the locomotive battery replacement protection system also includes a pressure gas source 14, the pressure gas source 14 is connected to the battery locking mechanism 11 through a first gas path 100, and the pressure gas source 14 is connected to the locomotive parking brake mechanism 12 through a second gas path 200.

[0073] The parking brake of the locomotive is achieved by the elastic force of the spring. The spring applies the braking force of the locomotive through the elastic force to achieve the parking brake of the locomotive. The locomotive needs to overcome the elastic force of the spring to run. Currently, the pressure of compressed air is used to overcome the elastic force of the spring so that the locomotive can move. The battery replacement protection system of the present application connects the pressure air source 14 to the battery locking mechanism 11 and the locomotive parking brake mechanism 12 through two air circuits, which can ensure that the locomotive is in a braking state when the locomotive replaces power; after the locomotive power replacement is completed, the locomotive can start to move after the new battery is locked.

[0074] In this embodiment, a first one-way valve 101 and a battery-swapping control valve 102 are provided on the first gas circuit 100. The first one-way valve 101 is close to the pressure gas source 14 and can deliver or cut off the gas of the pressure gas source 14. The battery-swapping control valve 102 is provided between the first one-way valve 101 and the battery locking mechanism 11. The battery-swapping control switch 10 controls the battery locking mechanism 11 by controlling the battery-swapping control valve 102.

[0075] The battery replacement control switch 10 controls the battery locking mechanism 11 by controlling the battery replacement control valve 102. When the battery replacement control switch 10 is turned on, the battery replacement control valve 102 is turned on, and the high-pressure gas from the pressure gas source 14 can be delivered to the battery locking mechanism 11, thereby unlocking the battery locking mechanism 11 and realizing battery replacement.

[0076] The first one-way valve 101 is arranged between the pressure gas source 14 and the battery-changing control valve 102, which can further ensure that only when the first one-way valve 101 is turned on, after the battery-changing control switch 10 is turned on to control the battery-changing control valve 102, the high-pressure gas of the pressure gas source 14 can be delivered to the battery locking mechanism 11, thereby unlocking the battery locking mechanism 11 and realizing battery replacement. When the first one-way valve 101 is cut off, even after the battery-changing control switch 10 is turned on to control the battery-changing control valve 102, the high-pressure gas of the pressure gas source 14 cannot be delivered to the battery locking mechanism 11, the battery locking mechanism 11 cannot be unlocked, and the battery replacement cannot be realized. The setting of the first one-way valve 101 further ensures the safety of locomotive battery replacement.

[0077] In this embodiment, the control end of the first one-way valve 101 is connected to the second gas path 200 through the third gas path 300 , and the change of the gas pressure of the third gas path 300 is synchronized with the change of the gas pressure of the second gas path 200 .

[0078] The control end of the first one-way valve 101 is connected to the second air circuit 200 through the third air circuit 300, and the second air circuit 200 is connected to the parking brake mechanism 12 of the locomotive by the pressure air source 14, so that the conduction and cutoff of the first one-way valve 101 can be linked with the state of the parking brake mechanism 12 of the locomotive, so that the locomotive is in the parking brake state when the locomotive is replaced. The safety of locomotive battery replacement is further ensured, and the locomotive is prevented from slipping during the battery replacement process, causing the battery to be lifted and replaced to collide with other equipment, thereby causing mechanical damage or fire.

[0079] In this embodiment, a precision pressure regulating valve 103 is also provided on the first gas circuit 100, and the precision pressure regulating valve 103 is provided between the battery exchange control valve 102 and the battery locking mechanism 11, and is used to accurately adjust the pressure of the first gas circuit 100, so that the pressure of the first gas circuit 100 meets the pressure requirement required for the operation of the battery locking mechanism 11. The precision pressure regulating valve 103 is provided on the first gas circuit 100, and the pressure of the first gas circuit 100 can be accurately adjusted.

[0080] In this embodiment, the locomotive parking brake mechanism 12 includes a parking brake 121, a second one-way valve 122, a parking brake release valve 123 and a parking brake release switch 124; wherein, from a pressure air source 14, a second one-way valve 122, a parking brake release valve 123 and a parking brake 121 are sequentially arranged along the second air path 200; the control end of the parking brake release valve 123 is connected to the parking brake release switch 124.

[0081] The second one-way valve 122 is provided to control whether the high-pressure gas of the pressure gas source 14 can be delivered to the parking brake 121. When the second one-way valve 122 is turned on and the parking brake release valve 123 is turned on, the high-pressure gas of the pressure gas source 14 can be delivered to the parking brake 121, thereby overcoming the elastic force of the spring, releasing the brake of the locomotive, and the locomotive can start to move. When the second one-way valve 122 is turned off, regardless of whether the parking brake release valve 123 is turned on or off, the high-pressure gas of the pressure gas source 14 cannot be delivered to the parking brake 121, cannot overcome the elastic force of the spring, the brake of the locomotive cannot be released, and the locomotive cannot start to move. The second one-way valve 122 is provided to prevent the operator from mistakenly operating the parking brake release valve 123 to release the parking brake 121 of the locomotive, thereby avoiding accidents caused by starting the locomotive when the power replacement is not completed.

[0082] In this embodiment, the control end of the second one-way valve 122 is connected to the first gas circuit 100 through the fourth gas circuit 400, and the change of the air pressure of the fourth gas circuit 400 is synchronized with the change of the air pressure of the first gas circuit 100. By controlling the second one-way valve 122 through the air pressure of the first gas circuit 100, it is possible to control the conduction and cutoff of the second one-way valve 122 according to the state of the battery locking mechanism 11, thereby ensuring that the locomotive can only be started when the battery locking mechanism 11 is in a locked state. For example, it can be set that the second one-way valve 122 is turned on after the air pressure of the first gas circuit 100 is lower than a certain value X. At this time, the air pressure of the first gas circuit 100 is just reduced to the point where the battery locking mechanism 11 can be changed from the unlocked position to the locked position. That is to say, the second one-way valve 122 can only be turned on when the air pressure in the first gas circuit 100 is reduced to the point where the battery locking mechanism 11 locks the new battery.

[0083] The first one-way valve 101 and the second one-way valve 122 of the present application are both cut off when the control end is at high pressure, and are connected when the control end is at low pressure.

[0084] like Figures 1 to 5 As shown, the locomotive battery replacement method of the present application adopts the locomotive battery replacement protection system as above, and the replacement steps include:

[0085] Step S1: Setting the locomotive parking brake mechanism 12 to the parking brake implementation position;

[0086] Step S2: Setting the locomotive's power system switch 20 to a position where the battery replacement control switch 10 can control the battery locking mechanism 11;

[0087] Step S3: Turn on the battery replacement control switch 10, so that the battery locking mechanism 11 changes from the locked position to the unlocked position;

[0088] Step S4: Replace the battery;

[0089] Step S5: Turn off the battery replacement control switch 10, so that the battery locking mechanism 11 changes from the unlocked position to the locked position;

[0090] Step S6: Setting the vehicle parking brake mechanism 12 to the parking brake release position.

[0091] Figure 1The state of the locomotive power-swapping protection system of the present application when the locomotive is traveling normally is shown. The high-voltage contactor 21 of the locomotive is turned on, and the locomotive is in a high-voltage energized state. Correspondingly, the power system switch 20 (that is, the first key) of the locomotive is inserted into the high-voltage controller 22 of the locomotive. At this time, the power system switch 20 (that is, the first key) of the locomotive is disengaged from the interlock control box 13. The locomotive power-swapping control switch 10 (that is, the second key) is locked on the second jack 132 on the interlock control box 13, the power-swapping control valve 102 is cut off, and the power-swapping operation cannot be performed. The battery locking mechanism 11 is in the locked position, and the gas in the fourth gas path 400 is in a low-pressure state, so that the second one-way valve 122 can be turned on.

[0092] The parking brake release switch 124 of the locomotive is closed, the parking brake release valve 123 is turned on, the second one-way valve 122 is turned on, and the pressure gas source 14 delivers high-pressure gas to the parking brake 121 along the second gas path 200. The pressure of the high-pressure gas overcomes the elastic force of the spring, and the locomotive is in a normal traveling state.

[0093] At this time, since the control end of the first one-way valve 101 is connected to the second gas path 200 through the third gas path 300, the control end of the first one-way valve 101 is high-pressure gas, and the first one-way valve 101 is cut off.

[0094] When the battery needs to be replaced, Figure 2 As shown, the locomotive needs to be stopped first, and the parking brake mechanism 12 of the locomotive is set to the parking brake position. At this time, the parking brake release switch 124 of the locomotive is turned on, and the parking brake release valve 123 is cut off, so that the air flow of the pressure gas source 14 cannot be delivered to the parking brake 121, and the gas pressure in the second gas path 200 is reduced, thereby being unable to overcome the elastic force of the spring, and the parking brake 121 of the locomotive fixes the locomotive at the current position, and the locomotive cannot move.

[0095] Since the gas pressure in the second gas circuit 200 decreases, the gas pressure in the third gas circuit 300 also decreases, and the control end of the first one-way valve 101 becomes low pressure, and the first one-way valve 101 is turned on. When the gas pressure in the second gas circuit 200 decreases to a level that cannot overcome the elastic force of the spring, the locomotive is fixed at the current position, and the first one-way valve 101 is turned on. In practice, when the gas pressure in the second gas circuit 200 is less than 100KPa, the parking brake 121 of the locomotive will brake the locomotive, and the locomotive will be fixed at the current position. It can be set that when the gas pressure at the control end of the first one-way valve 101 is lower than 100KPa, the first one-way valve 101 is turned on.

[0096] Then, the locomotive power system switch 20 is set to a position where the battery replacement control switch 10 can control the battery locking mechanism 11, and the locomotive power system switch 20 is unplugged from the locomotive high-voltage controller 22. iInsert it into the second socket 132 on the interlock control box 13 and lock it. At this time, the battery swap control switch 10 can be changed from being locked on the interlock control box 13 to being able to detach from the interlock control box 13. Pull out the battery swap control switch 10 from the interlock control box 13, and then insert the battery swap control switch 10 (that is, the second key) into the battery swap control box 15.

[0097] See also Figure 3 , turn the battery replacement control switch 10 to turn on the battery replacement control valve 102. At this time, the pressure gas source 14 delivers high-pressure gas to the battery locking mechanism 11 along the first gas path 100. The high-pressure gas overcomes the elastic force of the spring of the battery locking mechanism 11, so that the battery locking mechanism 11 is changed from the locked position to the unlocked position, and the battery can be replaced.

[0098] At this time, the gas pressure in the fourth gas path 400 connected to the first gas path 100 increases, and the gas pressure at the control end of the second one-way valve 122 increases, and the second one-way valve 122 is cut off. This can avoid the safety risk caused by the staff's misoperation of the parking brake release switch 124 during the power replacement process, which causes the parking brake release valve 123 to be turned on. After the second one-way valve 122 is cut off, even if the staff misoperates, the gas of the pressure gas source 14 cannot reach the parking brake 121.

[0099] See also Figure 4 After the battery replacement is completed, the battery replacement control switch 10 is turned off, the battery replacement control valve 102 is cut off, and the high-pressure gas of the pressure gas source 14 cannot be delivered to the battery locking mechanism 11, thereby failing to overcome the elastic force of the spring of the battery locking mechanism 11, so that the battery locking mechanism 11 is changed from the unlocked position to the locked position, locking the newly replaced battery. The air pressure of the fourth gas circuit 400 is reduced, and the second one-way valve 122 is controlled to be turned on. For example, it can be set that after the air pressure of the first gas circuit 100 connected to the fourth gas circuit 400 is lower than a certain value X, the second one-way valve 122 is turned on. At this time, the air pressure of the first gas circuit 100 is just reduced to the point where the battery locking mechanism 11 can be changed from the unlocked position to the locked position. In other words, the second one-way valve 122 can only be turned on when the air pressure in the first gas circuit 100 is reduced to the point where the battery locking mechanism 11 locks the battery.

[0100] See also Figure 5 After the battery replacement is completed, when you are ready to start the locomotive, you need to set the locomotive parking brake mechanism 12 to the parking brake release position, and close the parking brake release switch 124. Then the parking brake release valve 123 is turned on, and the pressure gas source 14 delivers high-pressure gas to the parking brake 121 along the second gas path 200. The high-pressure gas overcomes the spring force, releases the locomotive parking brake, and the locomotive can be started.

[0101] At this time, since the gas in the second gas circuit 200 is in a high-pressure state, the control end of the first one-way valve 101 is also in a high-pressure state, so the first one-way valve 101 is cut off. This can prevent the safety risks caused by the staff's misoperation of the battery exchange control switch 10 and the conduction of the battery exchange control valve 102 when the locomotive can be started. After the first one-way valve 101 is cut off, even if the staff misoperates, the gas of the pressure gas source 14 cannot reach the battery locking mechanism 11, thereby ensuring the battery is locked.

[0102] Unplug the battery replacement control switch 10 from the battery replacement controller 15, insert it into the second socket 132 on the interlocking control box 13 and lock it. At this time, the locomotive's power system switch 20 can be unlocked and unplugged from the interlocking control box 13, and the power system switch 20 can be inserted into the locomotive's high-voltage controller 22.

[0103] After that, the power system switch 20 controls the high-voltage contactor 21 to operate, and the locomotive high-voltage system starts.

[0104] The above method is configured as follows: the parking brake release switch 124 is closed, so that the parking brake release valve 123 is turned on; the parking brake release switch 124 is opened, and the parking brake release valve 123 is turned off. In other embodiments, the parking brake release switch 124 can also be disconnected, so that the parking brake release valve 123 is turned on; the parking brake release switch 124 is closed, and the parking brake release valve 123 is turned off.

[0105] It can be known from the above locomotive battery replacement method that the locomotive battery replacement protection system of the present application is provided with a battery replacement control switch that is mechanically interlocked with the locomotive's power system switch, which can ensure that the locomotive's high-voltage contactor is disconnected. The battery replacement operation can only be performed after the locomotive is completely powered off, avoiding the risks of overcurrent burning caused by live operations. The battery replacement control switch controls the battery locking mechanism. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the parking brake release position, and the locomotive can move; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the parking brake implementation position, ensuring that the locomotive does not move, thereby preventing the locomotive from slipping during the battery replacement process, causing the lifted and replaced battery to collide with other equipment, thereby causing mechanical damage or fire, etc.

[0106] In summary, the locomotive battery replacement protection system proposed in this application includes a battery replacement control switch, a battery locking mechanism and a locomotive parking brake mechanism. The battery replacement control switch controls the opening and closing of the battery replacement operation, and the battery replacement control switch is mechanically interlocked with the locomotive's power system switch. The battery locking mechanism can be switched between the locked position and the unlocked position, and the battery replacement control switch controls the change of the battery locking mechanism. Setting a battery replacement control switch that is mechanically interlocked with the locomotive's power system switch can ensure that the locomotive's high-voltage contactor is disconnected. The battery replacement operation can only be performed after the locomotive is completely powered off, avoiding the risks of overcurrent burning caused by live operations. The locomotive parking brake mechanism is connected to the battery locking mechanism and can be switched between the parking brake release position and the parking brake implementation position. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the parking brake release position; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the parking brake implementation position. Prevent the locomotive from slipping during the battery replacement process, causing the hoisted replacement battery to collide with other equipment, thereby causing mechanical damage or fire. It fully guarantees the electrical safety and reliability of the locomotive when replacing batteries, facilitates safe replacement of batteries in the locomotive, improves the overall safety and reliability of the locomotive, and is conducive to promoting the application of new energy locomotives.

[0107] The locomotive battery replacement method provided in the present application adopts the above locomotive battery replacement protection system, which makes battery replacement safe and reliable, prevents misoperation, and avoids accidents during the battery replacement process.

[0108] It is understandable that the various embodiments / implementations provided in the present application can be combined with each other without causing any contradiction, and will not be illustrated one by one here.

[0109] In the above exemplary embodiments, the locomotive battery replacement protection system proposed in this application is described by taking the application to a rail locomotive as an example. It is easy for those skilled in the art to understand that in order to apply the relevant design of this application to other types of locomotives, various modifications, additions, substitutions, deletions or other changes are made to the specific embodiments, and these changes are still within the scope of the principles of the locomotive battery replacement protection system proposed in this application.

[0110] It should be noted that the locomotive battery replacement protection systems shown in the drawings and described in this specification are only a few examples of many locomotive battery replacement protection systems that can adopt the principles of the present application. It should be clearly understood that the principles of the present application are by no means limited to any details or any components of the locomotive battery replacement protection systems shown in the drawings or described in this specification.

[0111] In the embodiments, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance; the term "plurality" refers to two or more, unless otherwise clearly defined. The terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments can be understood according to the specific circumstances.

[0112] An exemplary embodiment of the locomotive power replacement protection system proposed in the present application is described and / or illustrated in detail above. However, the embodiments of the present application are not limited to the specific embodiments described herein. On the contrary, the components and / or steps of each embodiment can be used independently and separately from the other components and / or steps described herein. Each component and / or each step of an embodiment can also be used in combination with other components and / or steps of other embodiments. When introducing the elements / components / etc. described and / or illustrated herein, the terms "one", "an" and "above" are used to indicate the presence of one or more elements / components / etc.

[0113] The embodiments of the present application are not limited to the specific embodiments described herein, on the contrary, the components of each embodiment can be used independently and separately from the other components described herein. Each component of an embodiment can also be used in combination with other components of other embodiments. In the description of this specification, the description of the terms "one embodiment", "some embodiments", "other embodiments" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the application embodiment. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0114] The above are only preferred embodiments of the embodiments of the present application and are not intended to limit the embodiments of the present application. For those skilled in the art, the embodiments of the present application may have various modifications and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the embodiments of the present application shall be included in the protection scope of the embodiments of the present application.

Claims

1. A locomotive battery replacement protection system, characterized in that: include: A battery replacement control switch, the battery replacement control switch controls the on and off of the battery replacement operation, and the battery replacement control switch is mechanically interlocked with the power system switch of the locomotive; A battery locking mechanism, wherein the battery locking mechanism can be switched between a locked position and an unlocked position, and the battery replacement control switch controls the switching of the battery locking mechanism; The locomotive parking brake mechanism is connected to the battery locking mechanism and can be switched between a parking brake release position and a parking brake implementation position. When the battery locking mechanism is in the locking position, the locomotive parking brake mechanism is in the parking brake release position; when the battery locking mechanism is in the unlocking position, the locomotive parking brake mechanism is in the parking brake implementation position.

2. The locomotive battery replacement protection system according to claim 1, characterized in that: It also includes an interlocking control box, in which the power system switch of the locomotive and the power replacement control switch are both arranged. When the power system switch of the locomotive is locked in the interlocking control box, the power replacement control switch can be detached from the interlocking control box; when the power replacement control switch is locked in the interlocking control box, the power system switch of the locomotive can be detached from the interlocking control box.

3. The locomotive battery replacement protection system according to claim 2, characterized in that: The power system switch of the locomotive is a first key, the power replacement control switch is a second key, and the interlock control box is provided with a first socket and a second socket, the first key is inserted into the first socket, and the second key is inserted into the second socket.

4. The locomotive battery replacement protection system according to claim 1, characterized in that: It also includes a pressure gas source, the pressure gas source is connected to the battery locking mechanism through a first gas path, and the pressure gas source is connected to the locomotive parking brake mechanism through a second gas path.

5. The locomotive battery replacement protection system according to claim 4, characterized in that: A first one-way valve and a battery-changing control valve are arranged on the first gas path. The first one-way valve is close to the pressure gas source and can transmit or cut off the gas of the pressure gas source. The battery-changing control valve is arranged between the first one-way valve and the battery locking mechanism. The battery-changing control switch controls the battery locking mechanism by controlling the battery-changing control valve.

6. The locomotive battery replacement protection system according to claim 5, characterized in that: The control end of the first one-way valve is connected to the second gas path through a third gas path, and changes in the gas pressure of the third gas path are synchronized with changes in the gas pressure of the second gas path.

7. The locomotive battery replacement protection system according to claim 5, characterized in that: The first gas circuit is also provided with a precision pressure regulating valve, which is arranged between the battery replacement control valve and the battery locking mechanism and is used for precisely adjusting the pressure of the first gas circuit.

8. The locomotive battery replacement protection system according to claim 4, characterized in that: The locomotive parking brake mechanism includes a parking brake, a second one-way valve, a parking brake release valve and a parking brake release switch; Wherein, the second one-way valve, the parking brake release valve and the parking brake are sequentially arranged along the second air path by the pressure air source; The control end of the parking brake release valve is connected to the parking brake release switch.

9. The locomotive battery replacement protection system according to claim 8, characterized in that: The control end of the second one-way valve is connected to the first gas path through a fourth gas path, and the change of the gas pressure of the fourth gas path is synchronized with the change of the gas pressure of the first gas path.

10. A locomotive battery replacement method, characterized in that: The locomotive battery replacement protection system according to any one of claims 1 to 9 comprises: Step S1: setting the locomotive parking brake mechanism to a parking brake implementation position; Step S2: setting the power system switch of the locomotive to a position where the battery replacement control switch can control the battery locking mechanism; Step S3: turning on the battery replacement control switch so that the battery locking mechanism changes from the locked position to the unlocked position; Step S4: Replace the battery; Step S5: turning off the battery replacement control switch so that the battery locking mechanism changes from the unlocked position to the locked position; Step S6: setting the locomotive parking brake mechanism to the parking brake release position.

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