New energy rail locomotive

Abstract

The invention provides a new energy rail locomotive which comprises a locomotive body, a power battery system and a power driving system. The power battery system is arranged on the vehicle body and comprises a power battery pack and a power battery high-voltage box; the power driving system comprises a motor driver, a traction motor and an automatic mechanical transmission, the motor driver is electrically connected to the power battery high-voltage box and can convert direct current output by the power battery high-voltage box into three-phase alternating current, and the traction motor is electrically connected to the motor driver and can receive the three-phase alternating current output by the motor driver; the automatic mechanical transmission is connected to the output end of the traction motor and can conduct gear switching on the output torque of the traction motor. According to the invention, the load fluctuation of the traction motor can be reduced, the working efficiency of the whole vehicle is improved, the energy consumption is reduced, and the charging mode is optimized.

Description

Technical Field

[0001] This invention relates to the field of powered traction railcar technology, and more specifically to a new energy railcar. Background Technology

[0002] With the implementation of my country's low-carbon economy and green environmental protection development strategy, coupled with the cost pressure brought by rising fuel prices, the use of resource-saving and environmentally friendly new energy locomotives has become an urgent need for users. Existing new energy rail locomotives mainly rely on the speed regulation of traction motors and converters, adjusting the speed and torque by changing the input frequency and voltage of the traction motor. This results in large load fluctuations in the traction motor, leading to high energy consumption in new energy rail locomotives. Summary of the Invention

[0003] This invention provides a new energy rail locomotive that can reduce the energy consumption of new energy rail locomotives.

[0004] This invention provides a new energy rail vehicle, comprising: a vehicle body, a power battery system, and a power drive system. The power battery system is located on the vehicle body and includes a power battery pack and a high-voltage power battery box electrically connected to the power battery pack. The power drive system is located on the vehicle body and includes a motor driver, a traction motor, and an automatic mechanical transmission. The motor driver is electrically connected to the high-voltage power battery box and can convert the direct current output from the high-voltage power battery box into three-phase alternating current. The traction motor is electrically connected to the motor driver and can receive the three-phase alternating current output from the motor driver. The automatic mechanical transmission is connected to the output end of the traction motor and can switch gears to control the output torque of the traction motor.

[0005] Furthermore, the power drive system is provided in two parts, and the two power drive systems are symmetrically arranged along the length direction of the vehicle body.

[0006] Furthermore, there are two power battery packs and two power battery high-voltage boxes, and the two power battery packs provide power to the two power drive systems respectively through the power battery high-voltage boxes they are connected to.

[0007] Furthermore, the new energy rail locomotive also includes two bogie systems respectively located on the vehicle body. The traction motors of the two power drive systems each drive and connect to one of the bogie systems. Each power drive system can enable the new energy rail locomotive to move in two opposite directions through its respective connected bogie system.

[0008] Furthermore, the vehicle body also includes a passenger compartment disposed on the main frame, and the passenger compartment is provided with at least one battery compartment with an enclosed space, the battery compartment containing the power battery pack.

[0009] Furthermore, the bulkhead of the battery compartment comprises steel plates.

[0010] Furthermore, a pantograph is provided on the outer top of the vehicle body, which is electrically connected to the high-voltage box of the power battery. The pantograph is used for electrical contact with the overhead contact line.

[0011] The vehicle body is provided with a charging port on at least one side along its width direction. The charging port is electrically connected to the high-voltage box of the power battery and is used for electrical connection to a charging pile.

[0012] The power battery pack can be charged selectively through the electric contact between the pantograph and the overhead contact line or through the electric connection between the charging interface and the charging pile.

[0013] Furthermore, the new energy rail locomotive also includes a vehicle controller system and a control panel. The power drive system and the control panel are respectively connected to the vehicle controller system. The vehicle controller system is configured to adjust the output torque of the power drive system in response to the operation command of the control panel.

[0014] Furthermore, each of the bogie systems includes a secondary axle gearbox, a first axle, a primary axle gearbox, and a second axle connected in sequence. The input end of the secondary axle gearbox is connected to the output end of the power drive system. Both the first axle and the second axle are equipped with at least two wheels. This invention provides a new energy rail locomotive, including a body, a power battery system, and a power drive system. The power battery system includes a power battery pack and a high-voltage power battery box electrically connected to the power battery pack. The power drive system includes a motor driver, a traction motor, and an automatic mechanical transmission. The motor driver is electrically connected to the high-voltage power battery box and can convert the DC power output from the high-voltage power battery box into three-phase AC power. The traction motor is electrically connected to the motor driver and can receive the three-phase AC power output from the motor driver. The automatic mechanical transmission is connected to the output end of the traction motor and can switch gears to adjust the output torque of the traction motor. In the new energy rail locomotive provided by this invention, the power battery pack provides electrical energy to the new energy rail locomotive, and the automatic mechanical transmission is mechanically connected to the traction motor to adjust the transmission ratio and reduce load fluctuations of the traction motor. The automatic mechanical transmission automatically adjusts the gear ratio according to the current operating status of the new energy rail locomotive, ensuring the traction motor remains stably within its high-efficiency operating range, thereby improving the efficiency of the power drive system and reducing energy consumption. The high efficiency of the traction motor, combined with the precise control of the motor driver, provides stable power output at different speeds. The intervention of the automatic mechanical transmission expands the applicability of the entire power drive system without increasing the burden on the traction motor and motor driver. It can automatically select different gear ratios when climbing hills or cruising at high speeds, thus improving the driving performance of the new energy rail locomotive. Attached Figure Description

[0015] Figure 1 This application provides a structural schematic diagram of a new energy rail vehicle for some embodiments;

[0016] Figure 2 A cross-sectional structural schematic diagram of a new energy rail vehicle provided for some embodiments of this application;

[0017] Figure 3 A schematic diagram of the installation frame and power drive system of a new energy rail vehicle provided in some embodiments of this application from one perspective;

[0018] Figure 4 This is a structural schematic diagram from another perspective of the mounting frame and power drive system of a new energy rail vehicle provided in some embodiments of this application;

[0019] Figure 5 This is a schematic diagram of the power transmission process of a new energy rail locomotive, provided for some embodiments of this application.

[0020] Explanation of reference numerals in the attached figures

[0021] 1. Motor driver; 2. Traction motor; 3. Automatic mechanical transmission; 4. Power battery pack; 5. Body; 6. Chassis main body; 7. Mounting frame; 8. First side wall; 9. Second side wall; 10. Bottom wall; 11. Support frame; 12. Cooling device; 13. Suspension unit; 15. Pantograph; 16. Carriage; 17. Battery compartment; 18. Bulkhead; 19. Bogie system; 20. Power drive system; 21. Air braking system; 22. Driver's cab; 23. Rest room; 24. Control panel; 25. Side door; 26. Fixed window; 27. Accommodation space. Detailed Implementation

[0022] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0024] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. 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.

[0025] In the description of the embodiments of this application, the technical terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated, or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0026] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0027] With the implementation of my country's low-carbon economy and green environmental protection development strategy, coupled with the cost pressure brought by rising fuel prices, the use of resource-saving and environmentally friendly new energy locomotives has become an urgent need for users. Existing new energy rail locomotives mainly rely on the speed regulation of traction motors and converters, adjusting the speed and torque by changing the input frequency and voltage of the traction motor. This results in large load fluctuations in the traction motor, leading to high energy consumption in new energy rail locomotives.

[0028] Therefore, this application provides a new energy rail vehicle, including a vehicle body, a power battery system, and a power drive system. The power battery system includes a power battery pack and a high-voltage power battery box electrically connected to the power battery pack; the power drive system includes a motor driver, a traction motor, and an automatic mechanical transmission. The motor driver is electrically connected to the high-voltage power battery box and can convert the DC power output from the high-voltage power battery box into three-phase AC power. The traction motor is electrically connected to the motor driver and can receive the three-phase AC power output from the motor driver. The automatic mechanical transmission is connected to the output end of the traction motor and can switch gears for the output torque of the traction motor.

[0029] The new energy rail vehicle provided by this invention uses a power battery pack to provide electrical energy. An automatic mechanical transmission is mechanically connected to the traction motor to adjust the transmission ratio, reducing load fluctuations in the traction motor. The automatic mechanical transmission automatically adjusts the transmission ratio according to the current operating state of the new energy rail vehicle, ensuring the traction motor remains stably within its high-efficiency operating range, improving the efficiency of the power drive system and reducing energy consumption. The high efficiency of the traction motor, combined with the precise control of the motor driver, provides stable power output at different speeds. Furthermore, the intervention of the automatic mechanical transmission expands the applicability of the entire power drive system without increasing the burden on the traction motor and motor driver. It can automatically select different transmission ratios during climbing or high-speed cruising, thereby improving the driving performance of the new energy rail vehicle.

[0030] Below, refer to Figures 1 to 5 Some embodiments of this application will be described in detail.

[0031] Figure 1This application provides a structural schematic diagram of a new energy rail vehicle for some embodiments; Figure 2 A cross-sectional structural schematic diagram of a new energy rail vehicle provided for some embodiments of this application; Figure 3 A schematic diagram of the mounting frame and power drive system of a new energy rail vehicle provided in some embodiments of this application from one perspective; Figure 4 This is a structural schematic diagram from another perspective of the mounting frame and power drive system of a new energy rail vehicle provided for some embodiments of this application; Figure 5 This is a schematic diagram of the power transmission process of a new energy rail locomotive, provided for some embodiments of this application.

[0032] like Figures 1 to 4 As shown, this application provides a new energy rail vehicle, including a vehicle body 5, a power battery system, and a power drive system 20. The power battery system is located on the vehicle body 5 and includes a power battery pack 4 and a high-voltage power battery box electrically connected to the power battery pack 4. The power drive system 20 includes a motor driver 1, a traction motor 2, and an automatic mechanical transmission 3. The motor driver 1 is electrically connected to the high-voltage power battery box and can convert the DC power output from the high-voltage power battery box into three-phase AC power. The traction motor 2 is electrically connected to the motor driver 1 and can receive the three-phase AC power output from the motor driver 1. The automatic mechanical transmission 3 is connected to the output end of the traction motor 2 and can switch the output torque of the traction motor 2.

[0033] For example, the power battery pack 4 may include, but is not limited to, lithium batteries.

[0034] By combining the power battery pack 4, the power battery high-voltage box, the motor driver 1, the traction motor 2, and the automatic mechanical transmission 3, a transmission method integrating pure electric drive and multi-gear transmission is achieved. The motor driver 1 efficiently converts the DC power from the power battery high-voltage box into the three-phase AC power required by the traction motor 2, thereby driving the traction motor 2. The automatic mechanical transmission 3 can automatically switch gears according to the operating conditions of the new energy rail locomotive, such as starting, climbing, or high-speed cruising, thereby always adjusting the traction motor 2 to operate within its efficient speed or torque range. This reduces the efficiency degradation problem of existing single-speed ratio motors under a wide range of operating conditions, significantly improves the energy utilization rate of the new energy rail locomotive, and can extend the driving range. At the same time, the automatic mechanical transmission 3 provides a wider torque output range and better speed adaptability, enabling the new energy rail locomotive to have stronger traction during low-speed heavy-load starts, and has a higher potential maximum operating speed, significantly improving the power performance and operating efficiency of the new energy rail locomotive under various complex track conditions. In some embodiments of this application, such as Figures 1 to 4As shown, the new energy rail locomotive also includes a body 5, which includes a frame body 6 and a mounting frame 7 connected to the bottom of the frame body 6. The motor driver 1, traction motor 2 and automatic mechanical transmission 3 are integrated into the mounting frame 7.

[0035] The three core power components—motor drive 1, traction motor 2, and automatic mechanical transmission 3—are integrated onto the mounting frame 7 at the bottom of the main frame 6, optimizing the spatial layout of the new energy rail locomotive and making the structure more compact. The high-mass, high-vibration power drive system 20 is centrally mounted on the mounting frame 7 near the bottom of the main frame 6, enhancing the overall rigidity and strength of this area and reducing vibration and deformation during operation. Simultaneously, this modular integration facilitates manufacturing, installation, and subsequent maintenance. The entire mounting frame 7 and the components it supports can be disassembled or repaired as a relatively independent unit, reducing maintenance complexity and improving maintenance efficiency.

[0036] In some embodiments of this application, such as Figure 3 and Figure 4 As shown, the mounting frame 7 includes a first side wall 8 and a second side wall 9 opposite to each other, and a bottom wall 10 connected to one end of the first side wall 8 and one end of the second side wall 9. The other end of the first side wall 8 and the other end of the second side wall 9 are respectively connected to the bottom of the frame body 6. A receiving space 27 is formed between the first side wall 8, the second side wall 9 and the bottom wall 10. The traction motor 2 and the automatic mechanical transmission 3 are located in the receiving space 27.

[0037] The mounting frame 7 is a three-sided frame structure formed by the first side wall 8, the second side wall 9, and the bottom wall 10. For example, the mounting frame 7 can be a U-shaped frame structure, forming a semi-enclosed receiving space that provides stable mechanical support and a load-bearing foundation for the traction motor 2 and the automatic mechanical transmission 3 housed within. The connection structure between the first side wall 8, the second side wall 9, and the bottom wall 10 enhances the rigidity and torsional resistance of the mounting frame 7. The receiving space 27 provides effective physical protection for the traction motor 2 and the automatic mechanical transmission 3, reducing the risk of direct impact and intrusion from ground or lateral debris, gravel, dust, etc., thus improving the reliability and service life of the components.

[0038] In some embodiments of this application, such as Figure 3 and Figure 4 As shown, the mounting frame 7 also includes a support frame 11, which is connected to the first side wall 8 and the second side wall 9 and extends in a direction away from the receiving space 27. The support frame 11 carries the motor driver 1.

[0039] By using a support frame 11 extending outward from the housing space 27 to support the motor driver 1, physical isolation of the critical heat source is achieved. The motor driver 1 is the main power conversion component and generates a large amount of heat during operation. Placing it on the support frame 11 outside the housing space 27 reduces the direct radiation or conduction of its heat to the traction motor 2 and automatic mechanical transmission 3 inside the housing space 27, thus reducing heat accumulation. Utilizing more space and air circulation not only facilitates the heat dissipation of the motor driver 1 itself but also allows the traction motor 2 and automatic mechanical transmission 3 to operate in a more suitable temperature environment, improving the overall thermal management efficiency and reliability of the power drive system. At the same time, the support frame 11 makes full use of the structural space of the mounting frame 7, resulting in a more compact and rational layout.

[0040] In some embodiments of this application, such as Figure 3 and Figure 4 As shown, the mounting frame 7 is equipped with a cooling device 12, which is connected to the first side wall 8 and / or the second side wall 9. The cooling device 12 sends cooling air through the first side wall 8 and / or the second side wall 9 into the receiving space 27.

[0041] A cooling device 12, connected to the first sidewall 8 and / or the second sidewall 9, is installed on the mounting frame 7. Cooling air is delivered through the first sidewall 8 and / or the second sidewall 9 into the receiving space 27, achieving active and forced air cooling of the traction motor 2 and the automatic mechanical transmission 3 within the receiving space 27. The cooling air can directly and effectively blow onto the surface of the heat-generating components, carrying away a large amount of heat generated during operation, improving heat dissipation, significantly reducing the operating temperature of the traction motor 2 and the automatic mechanical transmission 3, reducing performance degradation or malfunctions caused by overheating of the traction motor 2 and the automatic mechanical transmission 3, and improving the stability and reliability of the power drive system 20 under long-term, high-load operation.

[0042] In some embodiments of this application, such as Figures 1 to 3 As shown, the first sidewall 8 and the second sidewall 9 are provided with a hanging part 13 at the end away from the bottom wall 10, and the frame body 6 is provided with a hanging seat (not shown in the figure) on the side facing the ground track. The hanging part 13 and the hanging seat are connected by a connector (not shown in the figure).

[0043] For example, the connectors can be, but are not limited to, bolts and pins.

[0044] For example, the hanging part 13 is connected to the hanging base by welding.

[0045] A hanging bracket is provided at the bottom of the chassis body 6, and corresponding hanging parts 13 are provided at the ends of the first side wall 8 and the second side wall 9 of the mounting frame 7 away from the bottom wall 10, i.e., the ends of the first side wall 8 and the second side wall 9 away from the ground track, and connected by connectors. This hanging connection method securely suspends the mounting frame 7 and its load-bearing components below the chassis body 6. This facilitates the hoisting, disassembly, or installation of the mounting frame 7 and its load-bearing components as a whole, simplifying the assembly and maintenance process, and improving production efficiency and operational convenience.

[0046] In some embodiments of this application, such as Figure 1 As shown, the new energy rail locomotive has a pantograph 15 on the top of its body 5. The pantograph 15 is electrically connected to the high-voltage box of the power battery. The pantograph 15 is used to make electrical contact with the overhead contact line (not shown in the figure). The body 5 has a charging interface on at least one side along its width direction. The charging interface is electrically connected to the high-voltage box of the power battery. The charging interface is used to make electrical connection with the charging pile. The power battery pack 4 can be charged by either making electrical contact with the overhead contact line through the pantograph 15 or by making electrical connection with the charging pile through the charging interface.

[0047] A pantograph 15 is installed on the vehicle body 5, enabling dual-mode compatibility for the charging of the power battery pack 4 and alleviating range anxiety. Charging via direct connection to the railway overhead contact line using the pantograph 15 is suitable for operation on electrified railway sections or for rapid power replenishment in stations and depots with overhead contact lines, achieving "online charging" or "charging on the go," improving operational flexibility and efficiency. Charging via connection to ground charging piles is suitable for stations on non-electrified lines, vehicle depots, or any location with charging piles. This dual-mode charging method reduces the dependence of new energy rail locomotives on a single charging facility, has wide adaptability to charging scenarios, significantly improves the application scope and practicality of the vehicle, and enhances the convenience of charging new energy rail locomotives.

[0048] For example, the vehicle body 5 has at least two charging ports (not shown in the figure) on both sides along the width direction, which can provide power for charging the new energy rail locomotive at the same time, or only one charging port can be connected to a charging pile for charging. It can be understood that the extension direction of the new energy rail locomotive along the track is its length direction, and the horizontal direction perpendicular to the length direction is its width direction.

[0049] For example, when a new energy rail vehicle is parked near a charging station, the charging gun is plugged into the charging port. After the connection is complete as displayed on the charging station, the charging button is pressed to start charging. The charging station automatically cuts off the power once it detects that the battery is fully charged, thus completing the charging process.

[0050] In some embodiments of this application, such as Figure 1As shown, there are two power drive systems 20, which are symmetrically arranged along the length of the vehicle body 5. It can be understood that the two power drive systems 20 are spaced apart along the length of the vehicle body 5 and are symmetrically arranged about the width of the vehicle body 5.

[0051] Two power drive systems 20 are configured, each including a motor driver 1, a traction motor 2, and an automatic mechanical transmission 3, symmetrically arranged along the length of the vehicle body 5. The two power drive systems 20 are redundant and can operate simultaneously, ensuring strong power while maintaining good economy through power distribution. The dual power drive systems 20 can provide double the traction power output, giving the new energy rail locomotive stronger acceleration, climbing ability, and maximum traction capacity, meeting the demands of heavier loads or higher performance. The symmetrical arrangement improves the driving torque balance of the new energy rail locomotive, reducing the torsional deformation of the car body or instability that may be caused by single-sided drive, and enhancing stability, safety, and ride comfort during high-speed operation.

[0052] In some embodiments of this application, there are two power battery packs 4 and two power battery high-voltage boxes. The two power battery packs 4 provide power to the two power drive systems 20 respectively through their respective connected power battery high-voltage boxes.

[0053] It should be noted that "the two power battery packs 4 provide power to the two power drive systems 20 respectively through their respective connected power battery high-voltage boxes" means that one power battery pack 4 provides power to one power drive system 20 through one power battery high-voltage box, and the other power battery pack 4 provides power to the other power drive system 20 through another power battery high-voltage box.

[0054] The two power battery packs 4 provide power to the two power drive systems 20 through their respective connected high-voltage power battery boxes. They can work simultaneously or individually depending on the load size, which improves the safety and reliability of the new energy rail locomotive and also improves the energy utilization rate.

[0055] In some embodiments of this application, such as Figure 1 As shown, the new energy rail locomotive includes two bogie systems 19 respectively mounted on the body 5. Each of the two power drive systems 20 has a traction motor 2 driving and connected to one bogie system 19. Each power drive system 20, through its connected bogie system 19, enables the new energy rail locomotive to move in two opposite directions.

[0056] Two independent drive systems 20 each drive and connect to a bogie system 19. Each bogie system 19 has an independent power source, enabling the new energy rail locomotive to travel in two opposite directions without turning around. That is, the new energy rail locomotive can move forward and backward relative to each other on the ground track, providing identical traction performance in both directions, thus improving the efficiency of shunting operations and turnaround runs. Simultaneously, independent drive allows for independent control of each bogie system 19, further enhancing the operational performance and maneuverability of the new energy rail locomotive.

[0057] For example, such as Figure 5 As shown, the power transmission process of the new energy rail locomotive involves the new energy rail locomotive being directly connected to the railway contact network via pantograph 15 for charging. The current is then transmitted to the power battery pack 4 after passing through a DC / DC converter. Alternatively, the power battery pack 4 can obtain power through an external charging station. The current is then transmitted to the power battery pack 4 after passing through the high-voltage distribution box. The input terminal of the high-voltage distribution box is connected to the output terminal of the power battery pack 4, and one output circuit of the high-voltage distribution box is connected to the power drive system 20 via a high-voltage cable. The power battery pack 4 supplies power to two motor drivers 1 through the high-voltage distribution box. The motor drivers 1 convert DC power into three-phase AC power to drive the traction motor 2 and the automatic mechanical transmission 3. The bogie system 19 is driven by the traction motor 2 to achieve the movement of the new energy rail locomotive.

[0058] For example, the high-voltage distribution box distributes the high-voltage electrical energy from the power battery pack 4 to various high-voltage electrical devices, primarily the power drive system 20. The high-voltage distribution box provides overcurrent and short-circuit protection for the entire high-voltage system and each branch circuit, safely isolating the power battery pack 4 from the load and reducing the possibility of a direct impact on the power battery pack 4 due to a failure of the motor drive 1.

[0059] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the vehicle body 5 also includes a compartment 16 mounted on the frame body 6. The compartment 16 contains at least one battery compartment 17 with an enclosed space. The battery compartment 17 contains a power battery pack 4. The wall 18 of the battery compartment 17 includes a steel plate.

[0060] It is understood that the presence of at least one battery compartment 17 with an enclosed space within the carriage 16 indicates that the battery compartment 17 has an enclosed space that is separated from other spaces within the carriage 16.

[0061] The power battery pack 4 is housed within a closed battery compartment 17 located inside the passenger compartment 16. The compartment walls 18 are made of steel plates, providing multiple safety features for the power battery pack 4. The steel plate walls 18 possess high mechanical strength, capable of withstanding external impacts, collisions, compression, and potential foreign object punctures, reducing the risk of damage to the power battery pack 4 due to internal structural damage. In the event of thermal runaway of the power battery pack 4, the closed battery compartment 17 can block flames, delay the spread of fire, and reduce the direct threat of high-temperature gases or projectiles to passengers and the passenger compartment, buying valuable time for evacuation and emergency response. The closed space reduces the impact of dust, moisture, or debris in the passenger compartment 16 on the power battery pack 4, minimizing the possibility of gas leakage from the power battery pack 4 into the passenger compartment, ensuring passenger safety and a clean passenger environment. The steel material also possesses excellent electromagnetic shielding properties, helping to reduce electromagnetic interference from the power battery pack 4 to electronic equipment within the vehicle.

[0062] In some embodiments of this application, the new energy rail locomotive also includes a vehicle controller system (not shown in the figure) and a control panel 24. The power drive system 20 and the control panel 24 are respectively connected to the vehicle controller system in communication. The vehicle controller system is configured to adjust the output torque of the power drive system 20 in response to the operation command of the control panel 24.

[0063] For example, the powertrain system 20 communicates with the vehicle controller via a Controller Area Network (CAN) bus.

[0064] For example, the vehicle controller system and control panel 24 can also control the raising and lowering of the pantograph 15. When charging is required via the pantograph 15, pressing the pantograph raising button on the control panel 24 will cause the pantograph 15 to rise and make contact with the contact wire. Current will then flow through the DC / DC converter and the high-voltage box of the power battery to charge the power battery pack 4. When charging is complete, pressing the pantograph lowering button will finish the charging process.

[0065] For example, new energy rail locomotives are equipped with a manual pantograph control mechanism. When it is impossible to raise or lower the pantograph by using a button, a manual method can be used to ensure that the pantograph raising or lowering action is completed.

[0066] The vehicle controller system is located on the critical path of command transmission and can monitor the operating status of the power drive system 20 in real time, such as the temperature, current, voltage, and speed of the traction motor 2. When abnormal conditions such as overheating, overcurrent, or overspeed of the traction motor 2 are detected, the vehicle controller system can actively intervene, immediately reducing or cutting off the torque output to prevent equipment damage. The vehicle controller system can verify the rationality and validity of the commands from the control panel 24 and filter out abnormal or conflicting commands.

[0067] In some embodiments of this application, each bogie system 19 includes a secondary axle gearbox (not shown in the figure), a first axle (not shown in the figure), a primary axle gearbox (not shown in the figure), and a second axle (not shown in the figure) that are connected in sequence. The input end of the secondary axle gearbox is connected in drive to the output end of the power drive system 20. Both the first axle and the second axle are equipped with at least two wheels.

[0068] Two two-axle bogie systems 19, each with a secondary axle gearbox and a primary axle gearbox, form a four-axle new energy rail locomotive. Compared to a two-axle locomotive, it has a wider layout space and weight distribution, and can accommodate more power configurations.

[0069] For example, the automatic mechanical transmission 3 is connected to the secondary axle gearbox via a first universal joint, and the first axle is connected to the primary axle gearbox via a second universal joint. Thus, the motion output from the automatic mechanical transmission 3 is transmitted sequentially through the first universal joint, the secondary axle gearbox, and the first axle to the wheels mounted on the first axle, causing the wheels to rotate. Similarly, the motion is transmitted sequentially through the first universal joint, the secondary axle gearbox, the first axle, the second universal joint, the primary axle gearbox, and the second axle to the wheels mounted on the second axle, causing the wheels on the second axle to rotate, thereby moving the new energy rail vehicle. Therefore, the automatic mechanical transmission 3 can automatically switch gears and adjust the output speed and torque according to the operating conditions, allowing the new energy rail vehicle to travel at an appropriate speed.

[0070] For example, the new energy rail locomotive includes an air braking system 21. The air braking system 21 adopts the JZ-7 air braking system 21. The air braking system 21 is located at the bottom of the main body 6 of the frame, which saves space on the vehicle and facilitates maintenance. The air braking system 21 adopts the JZ-7G type air brake (not shown in the figure).

[0071] For example, the air braking system 21 includes an air cylinder (not shown in the figure), which is located in the middle of the length direction of the frame body 6. The air compressor (not shown in the figure), dryer (not shown in the figure), and other components are arranged on both sides of the length direction of the frame body 6 and are suspended and connected to the frame body 6 by bolts.

[0072] For example, the power output interface of the power drive system 20 is in the form of a flange. The power output is transmitted from the flange to the secondary axle gearbox (not shown in the figure) of one axle of the bogie system 19 via a universal joint (not shown in the figure). The secondary axle gearbox transmits the power to the primary gearbox (not shown in the figure) of the other axle of the bogie system 19 via a universal joint, thereby completing the power transmission of the new energy rail locomotive. The universal joint and the gearbox are connected by a flange and fastened with bolts.

[0073] For example, the universal joint is equipped with an anti-detachment device (not shown in the figure) to prevent the universal joint from falling off the track in case of emergencies, which would affect the operational safety of the new energy rail locomotive.

[0074] For example, the vehicle body 5 adopts a canopy-type body with a side-wall-supported all-welded steel structure. The body body 5 is filled with heat insulation material. The two driver's cabs 22 are provided at both ends along the length of the body body 5 inside the carriage 16. The two driver's cabs 22 are connected and the rest room 23 is in the middle of the two driver's cabs 22. Long light strips that run through the entire length of the carriage 16 are provided on both sides along the width of the body body 5. The floor inside the carriage 16 (not shown in the figure) adopts a multi-layer structure and is sprayed with sound-absorbing and damping adhesive (not shown in the figure). The surface is covered with flame-retardant and oil-resistant floor covering (not shown in the figure).

[0075] For example, both driver's cabs 22 are equipped with angled sliding windows (not shown in the figure) to facilitate the driver's observation of the road conditions outside the vehicle.

[0076] For example, both driver's cabs 22 are equipped with integrated electrically heated glass (not shown in the figure), providing a wide field of vision, good sound and heat insulation performance, and sunshade roller blinds (not shown in the figure) and water spray electric wipers (not shown in the figure).

[0077] For example, each driver's cab 22 is equipped with a control panel 24, which is equipped with a control device (not shown in the figure) and a display device (not shown in the figure) to facilitate the driver to indicate the real-time status of important parameters such as various instruments, driving status and battery status, and to facilitate the normal operation and monitoring of the monitoring device and radio device.

[0078] For example, a ceiling-mounted fan (not shown) is provided above the driver's seat. Both driver's cabs 22 are equipped with embedded air conditioners (not shown) to meet the temperature requirements of the driver's cab.

[0079] For example, the driver's seat is a multi-functional fixed soft seat with armrests, which can rotate. Its height, fore-aft position, and the angle between the backrest and the seat cushion are adjustable. The seat is comfortable and has good shock absorption.

[0080] For example, the vehicle body 5 has two side doors 25 on each side along the width direction, and four fixed windows 26 on each side along the length direction and on both sides along the width direction of the vehicle body 5.

[0081] For example, interior light switches are installed inside the carriage 16 near the side door 25, so that the driver can turn on the lights immediately after opening the side door 25.

[0082] For example, the fixed windows 26 are all made of sliding double-glazed safety glass and are equipped with screens (not shown in the figure), and the fixed windows 26 have good sealing performance when closed.

[0083] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application 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 therein. 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 this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A new energy rail locomotive, characterized in that, include: Body; A power battery system is located on the vehicle body, and the power battery system includes a power battery pack and a power battery high-voltage box electrically connected to the power battery pack. A power drive system is located on the vehicle body. The power drive system includes a motor driver, a traction motor, and an automatic mechanical transmission. The motor driver is electrically connected to the high-voltage box of the power battery and can convert the DC power output from the high-voltage box of the power battery into three-phase AC power. The traction motor is electrically connected to the motor driver and can receive the three-phase AC power output from the motor driver. The automatic mechanical transmission is connected to the output end of the traction motor and can switch gears for the output torque of the traction motor.

2. The new energy rail locomotive according to claim 1, characterized in that, The power drive system is provided in two parts, and the two power drive systems are symmetrically arranged along the length direction of the vehicle body.

3. The new energy rail locomotive according to claim 2, characterized in that, There are two power battery packs and two power battery high-voltage boxes. The two power battery packs provide power to the two power drive systems respectively through the power battery high-voltage boxes they are connected to.

4. The new energy rail locomotive according to claim 2, characterized in that, The new energy rail locomotive also includes two bogie systems respectively located on the vehicle body. The traction motors of the two power drive systems each drive and connect to one of the bogie systems. Each power drive system can enable the new energy rail locomotive to move in two opposite directions through its respective connected bogie system.

5. The new energy rail locomotive according to claim 1, characterized in that, The vehicle body includes a frame body and a mounting frame connected to the bottom of the frame body, and the motor driver, the traction motor and the automatic mechanical transmission are integrated into the mounting frame.

6. The new energy rail locomotive according to claim 5, characterized in that, The vehicle body also includes a passenger compartment mounted on the main frame, and the passenger compartment contains at least one battery compartment with an enclosed space, which houses the power battery pack.

7. The new energy rail locomotive according to claim 6, characterized in that, The battery compartment walls consist of steel plates.

8. The new energy rail locomotive according to any one of claims 1 to 7, characterized in that, A pantograph is installed on the outer top of the vehicle body. The pantograph is electrically connected to the high-voltage box of the power battery and is used for electrical contact with the overhead contact line. The vehicle body has a charging port on at least one side along its width direction. The charging port is electrically connected to the high-voltage box of the power battery and is used for electrical connection to a charging pile. The power battery pack can be charged selectively through the electric contact between the pantograph and the overhead contact line or through the electric connection between the charging interface and the charging pile.

9. The new energy rail locomotive according to any one of claims 1 to 7, characterized in that, The new energy rail locomotive also includes a vehicle controller system and a control panel. The power drive system and the control panel are respectively connected to the vehicle controller system. The vehicle controller system is configured to adjust the output torque of the power drive system in response to the operation command of the control panel.

10. The new energy rail locomotive according to claim 4, characterized in that, Each of the bogie systems includes a secondary axle gearbox, a first axle, a primary axle gearbox, and a second axle that are connected in sequence. The input end of the secondary axle gearbox is connected to the output end of the power drive system. Both the first axle and the second axle are equipped with at least two wheels.

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