A locomotive dehumidification and integrated thermal management system

Abstract

This invention discloses a dehumidification and integrated thermal management system for locomotives, relating to the field of ventilation system technology. To address the problems of unshared heat dissipation capacity, low energy efficiency, and condensation in machine compartments under high humidity conditions caused by the independent operation of existing systems, this system includes a machine compartment fan for cooling heat-generating components within the machine compartment; an air conditioning refrigeration unit comprising an evaporator, compressor, condenser, and expansion valve connected in series via refrigerant piping, with a radiator positioned between the compressor and condenser on the air outlet side of the heat-generating components; a dehumidifying coating on the exterior of the condenser and radiator; and fans for the evaporator, condenser, and radiator; and a cooling unit for cooling the heat-generating modules, including a cooling tower and a cooling tower fan, with the cooling tower connected in parallel to the radiator via a heat exchange structure. This configuration, through the coordinated operation of each unit, achieves efficient heat dissipation, cooling, and dehumidification, reducing energy consumption and condensation in machine compartments.

Description

Technical Field

[0001] This invention relates to the field of ventilation system technology, and more specifically, to a dehumidification and integrated thermal management system for locomotives. Background Technology

[0002] In existing locomotive designs, the ventilation system is a core component for heat dissipation and air conditioning, primarily comprising the engine room ventilation system, the air conditioning unit ventilation system, and the cooling tower ventilation system. The engine room ventilation system draws air from outside the locomotive using fans installed in fume hoods or auxiliary transformer cabinets to ventilate and dissipate heat from the electrical cabinets and components within the engine room. The exhausted air is then discharged outside the locomotive through louvers. The air conditioning unit ventilation system uses fans to dissipate heat from the condensers; outdoor air enters the condensers from the roof, is heated, and then discharged. The cooling tower ventilation system operates independently and is mainly used to cool heat-generating components such as converters.

[0003] However, the existing technology's independent operation of each system has significant limitations. The lack of coordination between systems prevents full utilization of the locomotive's overall heat dissipation capacity and resources, resulting in low energy efficiency and failing to meet the requirements of modern locomotives for high efficiency, energy saving, and reliable operation. Furthermore, in special environments such as long tunnels in high-altitude areas, the geothermal and high-humidity conditions significantly increase outdoor air humidity. Air entering the engine room from the outside, after preliminary filtration, directly causes condensation, easily leading to grounding and burn-out problems in electrical control cabinets, seriously affecting the safe operation of the locomotive.

[0004] Therefore, how to solve the problems of insufficient heat dissipation capacity, low energy utilization efficiency, and condensation between mechanical parts in high humidity environments caused by the independent operation of each system in the existing technology is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of this invention is to provide a dehumidification and integrated thermal management system for locomotives. Through the coordinated work of each unit, it achieves an organic combination of efficient heat dissipation, cooling and dehumidification functions, significantly improving the locomotive's operating performance and reliability in complex environments, reducing energy consumption and condensation between machinery, and providing a strong guarantee for the safe and stable operation of the locomotive.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A dehumidification and integrated thermal management system for locomotives, comprising:

[0008] Machine room fans are used to cool heat-generating components within the machine room.

[0009] An air conditioning refrigeration unit includes an evaporator, a compressor, a condenser, and a throttling valve connected in series via refrigerant piping. A radiator is provided between the compressor and the condenser, and the radiator is located on the air outlet side of the heat-generating components. The condenser and the radiator are covered with a dehumidifying coating. The evaporator, condenser, and radiator are all equipped with fans.

[0010] The cooling unit, used to cool the heat-generating module, includes a cooling tower and a cooling tower fan. The cooling tower is connected in parallel with the radiator through a heat exchange structure.

[0011] In some embodiments, the radiator and the evaporator are connected via a first branch of refrigerant connected in parallel to the refrigerant line and a three-way valve.

[0012] In some embodiments, the refrigerant line is provided with a bypass branch connected in parallel to the condenser, and the bypass branch is connected to the refrigerant line through a three-way valve.

[0013] In some embodiments, the cooling tower connects the heating module in series via a coolant pipeline, and the coolant pipeline is connected in parallel with a coolant branch via a three-way valve, with a heat exchange structure provided on the coolant branch.

[0014] In some embodiments, the heat exchange structure and the radiator are connected via a second branch of refrigerant connected in parallel to the refrigerant pipeline and a three-way valve.

[0015] In some embodiments, the heat exchange structure is a plate heat exchanger.

[0016] In some embodiments, a control unit is also included, which is signal-connected to the three-way valve, the mechanical room fan, the air conditioning refrigeration unit, and the cooling unit.

[0017] In some embodiments, a temperature detection unit is also included, which is used to monitor the ambient air temperature, the temperature inside the machine room, the outlet water temperature of the heating module, the return water temperature of the cooling tower, the refrigerant temperature at the inlet of the throttle valve, and the return air temperature of the air conditioner in real time, and to feed back the real-time monitored temperature data to the control unit.

[0018] In some embodiments, a humidity detection unit is further included, which is used to monitor the ambient air humidity and the air humidity in the machine room in real time, and to feed back the real-time monitored humidity data to the control unit.

[0019] In some embodiments, the compressor's input and output ends are respectively equipped with a pressure sensor and a temperature sensor that are signal-connected to the control unit.

[0020] The locomotive dehumidification and integrated thermal management system provided by this invention includes a machine room fan, an air conditioning refrigeration unit, and a cooling unit. Specifically, the machine room fan is used to cool the heat-generating components in the machine room, effectively reducing their temperature and ensuring they operate within the normal temperature range, thus extending their service life. The air conditioning refrigeration unit includes an evaporator, a compressor, a condenser, and a throttle valve connected in series via refrigerant piping, forming a complete refrigeration cycle. This efficiently achieves the refrigeration function, providing a comfortable environment inside the locomotive. The radiator plays an important pre-cooling role between the compressor and the condenser. Through the pre-cooling of the radiator, the temperature of the refrigerant entering the condenser is significantly reduced, thereby reducing the heat load on the condenser and making it more efficient during operation. This also reduces the energy consumption of the condenser fan and extends the condenser's service life. The radiator is located on the air outlet side of the heat-generating components. The mechanical compartment fan draws air from outside the vehicle to ventilate and dissipate heat from the heat-generating components in the mechanical compartment. The temperature of the exhaust air after heat dissipation is lower than the temperature of the refrigerant after compression by the compressor, which can directly pre-cool the radiator. This dual cooling mechanism significantly improves the cooling efficiency of the radiator and ensures that the radiator can more effectively reduce the temperature of the refrigerant.

[0021] The condenser and radiator are equipped with a dehumidifying coating, allowing the radiator to dehumidify simultaneously during the cooling process. As air flows through the radiator, the dehumidifying coating absorbs moisture from the air, reducing humidity, minimizing condensation, and reducing damage to electrical equipment from humid environments. The evaporator, condenser, and radiator are all equipped with fans. This multi-point fan configuration effectively improves the heat dissipation efficiency of each component. The fans can be independently adjusted according to the heat demand of different components, ensuring efficient operation of the entire refrigeration cycle. For example, under high load operation, the fan speed can be increased to quickly dissipate heat; under low load operation, the fan speed can be reduced to save energy. The cooling unit, which includes a cooling tower and a cooling tower fan, is used to cool the heat-generating module. The cooling tower is connected in parallel with the radiator via a heat exchange structure. In addition to meeting the cooling requirements of the heat-generating module, it can also cool the radiator through the heat exchange structure, further optimizing the system's cooling capacity. Especially during high-load operation, the cooling unit can assist the radiator in reducing its temperature and improving its cooling efficiency. The parallel design of the cooling tower and radiator makes the cooling process more flexible and efficient. During high-load operation, the cooling tower and radiator work together to ensure the refrigerant temperature remains within a reasonable range; during low-load operation, the cooling tower can reduce its operating time or fan speed, saving energy.

[0022] The locomotive dehumidification and integrated thermal management system, designed in the above manner, integrates mechanical room fans, air conditioning refrigeration units, and cooling units, achieving an organic combination of efficient heat dissipation, cooling, and dehumidification functions. This significantly improves the locomotive's operating performance and reliability in complex environments, reduces energy consumption and maintenance costs, and provides strong support for the safe and stable operation of the locomotive. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the structure of the locomotive dehumidification and integrated thermal management system provided by the present invention.

[0025] Figure 2 A schematic diagram of the integrated thermal management system for dehumidification and integrated thermal management of locomotives provided by the present invention;

[0026] Figure 3 This is a schematic diagram of the dehumidification mode of the locomotive dehumidification and integrated thermal management system provided by the present invention.

[0027] Figure label:

[0028] 1-Machine room fan;

[0029] 2-Heating components;

[0030] 3-Air conditioning refrigeration unit, 31-Evaporator, 32-Compressor, 33-Condenser, 34-Expansion valve, 35-Radiator;

[0031] 4-Refrigerant piping;

[0032] 5-Cooling unit, 51-Cooling tower, 52-Cooling tower fan;

[0033] 6-Heating module;

[0034] 7-Heat exchange structure;

[0035] 8-Refrigerant First Branch;

[0036] 9-Three-way valve;

[0037] 10-Bypass route;

[0038] 11-Refrigerant Second Branch;

[0039] 12-Temperature detection unit;

[0040] 13-Humidity detection unit. Detailed Implementation

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0043] The core of this invention is to provide a dehumidification and integrated thermal management system for locomotives. Through the coordinated work of each unit, it achieves an organic combination of efficient heat dissipation, cooling and dehumidification functions, which significantly improves the locomotive's operating performance and reliability in complex environments, reduces energy consumption and condensation between machinery, and provides a strong guarantee for the safe and stable operation of locomotives.

[0044] Please refer to Figure 1 A dehumidification and integrated thermal management system for locomotives includes a machine room fan 1, an air conditioning refrigeration unit 3, and a cooling unit 5.

[0045] Specifically, the machine room fan 1 is used to cool the heat-generating components 2 in the machine room, effectively reducing the temperature of the heat-generating components 2 in the machine room, ensuring that they operate within the normal temperature range, and extending the service life of the components. The air conditioning refrigeration unit 3 includes an evaporator 31, a compressor 32, a condenser 33, and a throttle valve 34 connected in series through refrigerant pipelines 4, forming a complete refrigeration cycle, which can efficiently realize the refrigeration function and provide a comfortable environment for the locomotive interior. The radiator 35 plays an important pre-cooling role between the compressor 32 and the condenser 33. Through the pre-cooling of the radiator 35, the temperature of the refrigerant entering the condenser 33 has been significantly reduced, thereby reducing the heat load of the condenser 33, making the condenser 33 more efficient during operation, reducing the energy consumption of the condenser 33 fan, and extending the service life of the condenser 33. The radiator 35 is located on the air outlet side of the heat-generating component 2. The mechanical room fan 1 draws air from outside the vehicle to ventilate and dissipate heat from each heat-generating component 2 in the mechanical room. The temperature of the exhaust air after heat dissipation is lower than the temperature of the refrigerant after being compressed by the compressor 32, so it can directly pre-cool the radiator 35. This dual cooling mechanism significantly improves the cooling efficiency of the radiator 35 and ensures that the radiator 35 can more effectively reduce the temperature of the refrigerant.

[0046] The condenser 33 and radiator 35 are externally coated with a dehumidifying layer, allowing the radiator 35 to dehumidify simultaneously during the cooling process. When air flows through the radiator 35, the dehumidifying layer absorbs moisture from the air, reducing humidity, minimizing condensation, and reducing damage to electrical equipment from humid environments. The evaporator 31, condenser 33, and radiator 35 are all equipped with fans. This multi-point fan configuration effectively improves the heat dissipation efficiency of each component. The fans can be independently adjusted according to the heat demand of different components, ensuring efficient operation of the entire refrigeration cycle. For example, under high load, the fan speed can be increased to quickly dissipate heat; under low load, the fan speed can be reduced to save energy. The cooling unit 5 is used to cool the heat-generating module 6 and includes a cooling tower 51 and a cooling tower fan 52. The cooling tower 51 is connected in parallel with the radiator 35 through a heat exchange structure 7. In addition to meeting the cooling requirements of the heat-generating module 6, the cooling unit 5 can also cool the radiator 35 through the heat exchange structure 7, further optimizing the cooling capacity of the system. Especially when operating under high load, the cooling unit 5 can assist the radiator 35 in reducing its temperature and improving its cooling efficiency. The parallel design of the cooling tower 51 and the radiator 35 makes the cooling process more flexible and efficient. When operating under high load, the cooling tower 51 and the radiator 35 work together to ensure that the refrigerant temperature is kept within a reasonable range. When operating under low load, the cooling tower 51 can reduce its operating time or reduce the fan speed, saving energy.

[0047] In the above embodiments, a control unit is also included. The control unit is signal-connected to the three-way valve 9, the mechanical room fan 1, the air conditioning refrigeration unit 3, and the cooling unit 5. The control unit can automatically adjust the opening degree of the three-way valve 9, the speed of the fan, the operating mode of the refrigeration unit, etc., to realize the automated operation of the system, improve the operating efficiency of the system, and reduce human error and labor intensity.

[0048] In the above case, the compressor 32 is equipped with a pressure sensor and a temperature sensor at its input and output ends, respectively, which are connected to the control unit signal.

[0049] Understandably, pressure and temperature sensors can monitor the pressure and temperature at the input and output of compressor 32 in real time, feeding this data back to the control unit. The control unit can then automatically adjust the operating parameters of compressor 32, such as speed and refrigerant flow, based on pressure and temperature changes, ensuring that compressor 32 operates under optimal conditions. For example, during high-load operation, the compressor speed and refrigerant flow are automatically increased; during low-load operation, the compressor speed and refrigerant flow are reduced, thereby optimizing system efficiency. Through precise pressure and temperature control, the system can avoid over-compression or over-cooling, reducing unnecessary energy consumption. For example, when the ambient temperature is low, the compressor 32's operating time is reduced; when the temperature inside the machine room is low, the compressor speed is reduced.

[0050] Among them, heat exchange structure 7 is a plate heat exchanger. During operation, the plate heat exchanger can achieve efficient heat management by adjusting the fluid flow rate and direction. For example, during high-load operation, the flow rate can be increased to improve heat exchange efficiency; during low-load operation, the flow rate can be reduced to save energy. For instance, the plate heat exchanger consists of multiple corrugated heat exchange plates, which form narrow flow channels, allowing the refrigerant or coolant to exchange heat rapidly as it flows through. This compact structural design significantly increases the heat exchange area per unit volume, thereby greatly improving heat exchange efficiency. The corrugated plate design of the plate heat exchanger can induce turbulence in the fluid, further enhancing heat transfer. In turbulent flow, the fluid mixes more thoroughly, reducing the thickness of the thermal boundary layer, allowing heat to be transferred more quickly from the high-temperature fluid to the low-temperature fluid, thus improving heat exchange efficiency. The compact structural design of the plate heat exchanger means that it occupies far less space than traditional shell-and-tube heat exchangers for the same heat exchange capacity. This is particularly important for space-constrained equipment such as locomotives, effectively saving internal space and improving space utilization. Because plate heat exchangers have a relatively simple structure, mainly composed of thin plates, they are also relatively lightweight. This not only reduces the overall weight of the locomotive but also lowers the system's installation and maintenance costs.

[0051] It should be noted that both the condenser 33 and the radiator 35 are equipped with a dehumidifying coating, allowing them to simultaneously dehumidify during the cooling process. When air flows through the radiator 35, the dehumidifying coating absorbs moisture from the air, reducing humidity, minimizing condensation, and reducing damage to electrical equipment from humid environments. The coating can be a silica gel-based hygroscopic coating, a hygroscopic salt-modified coating, a hydrogel-based hygroscopic coating, a hydrophilic coating, a hydrophobic coating, or a composite coating, etc.

[0052] The locomotive dehumidification and integrated thermal management system, designed in the above manner, integrates the mechanical room fan 1, the air conditioning refrigeration unit 3, and the cooling unit 5, achieving an organic combination of efficient heat dissipation, cooling, and dehumidification functions. This significantly improves the locomotive's operating performance and reliability in complex environments, reduces energy consumption and maintenance costs, and provides a strong guarantee for the safe and stable operation of the locomotive.

[0053] In the above embodiment, the radiator 35 and the evaporator 31 are connected by a first refrigerant branch 8 and a three-way valve 9 connected in parallel to the refrigerant pipeline 4. Specifically, the two ends of the first refrigerant branch 8 are connected to the refrigerant pipeline 4 through the first three-way valve, so that the refrigerant flowing through the evaporator 31 can be divided into two paths: one path flows through the compressor 32 and then enters the radiator 35, and the other path directly enters the radiator 35.

[0054] It should be noted that, through the adjustment of the first three-way valve, the refrigerant can be divided into two paths from the evaporator 31: one path flows through the compressor 32 and then into the radiator 35, while the other path flows directly into the radiator 35. This design allows the system to flexibly adjust the refrigerant flow direction and flow rate according to different operating conditions, optimizing the system's cooling and refrigeration effects. During high-load operation, the refrigerant flow through the compressor 32 can be increased to improve refrigeration efficiency; during low-load operation, the flow through the compressor 32 can be reduced, allowing direct cooling through the radiator 35, thereby saving energy and improving the overall system efficiency. Specifically, the radiator 35 can more effectively lower the refrigerant temperature, ensuring that the refrigerant reaches a lower temperature level before entering the condenser 33, thus reducing the load on the condenser 33, improving its heat exchange efficiency, reducing fan energy consumption, and extending the condenser 33's service life. By optimizing the refrigerant flow direction and flow rate, the system can operate efficiently under different operating conditions, reducing energy consumption, extending equipment life, and providing strong support for the safe and stable operation of the locomotive.

[0055] In the above configuration, the refrigerant line 4 is provided with a bypass branch 10 connected in parallel to the condenser 33. The bypass branch 10 is connected to the refrigerant line 4 via a three-way valve 9. Both ends of the bypass branch 10 are connected to the refrigerant line 4 via second three-way valves, so that the refrigerant flowing through the radiator 35 or plate heat exchanger can be divided into two paths: one path flows through the condenser 33 and then through the expansion valve 34, and the other path flows directly through the expansion valve 34.

[0056] Understandably, by adjusting the second three-way valve, the refrigerant can be divided into two paths from the radiator 35 or plate heat exchanger: one path flows through the condenser 33 and then through the expansion valve 34, while the other path flows directly through the expansion valve 34. This design allows the system to flexibly adjust the refrigerant flow direction and flow rate according to different operating conditions, optimizing the system's cooling and refrigeration effects. During high-load operation, the refrigerant flow through the condenser 33 can be increased to improve refrigeration efficiency; during low-load operation, the flow through the condenser 33 can be reduced, allowing refrigeration to proceed directly through the expansion valve 34, thereby saving energy and improving the overall system efficiency. Through the diversion of the bypass branch 10, the heat load on the condenser 33 is reduced, making the condenser 33 more efficient during operation, reducing the energy consumption of the fan, and extending the service life of the condenser 33.

[0057] Furthermore, the cooling tower 51 is connected in series with the heating module 6 via a coolant pipeline. The coolant pipeline is connected in parallel with a coolant branch via a three-way valve 9, and a heat exchange structure 7 is installed on the coolant branch. The two ends of the coolant branch are connected to the coolant pipeline and the heating module 6 respectively via a third three-way valve, so that the coolant flowing out of the cooling tower 51 can be divided into two paths: one path flows through the heating module 6 and then returns to the cooling tower 51, and the other path flows through the heat exchange structure 7 and then returns to the cooling tower 51.

[0058] It should be noted that, through the adjustment of the third three-way valve, the coolant can be divided into two paths from the cooling tower 51: one path flows through the heating module 6 and then returns to the cooling tower 51, while the other path flows through the heat exchange structure 7 and then returns to the cooling tower 51. This design allows the system to flexibly adjust the flow direction and flow rate of the coolant according to different operating conditions, optimizing the system's cooling effect. During high-load operation, the coolant flow rate through the heating module 6 can be increased to improve cooling efficiency; during low-load operation, the flow rate through the heating module 6 can be reduced, allowing direct cooling through the heat exchange structure 7, thereby saving energy and improving the overall system efficiency. By directly introducing a portion of the coolant into the heat exchange structure 7, the refrigerant can be pre-cooled, ensuring that the refrigerant reaches a lower temperature level before entering the condenser 33, thus reducing the load on the condenser 33, thereby improving the heat exchange efficiency of the condenser 33, reducing the energy consumption of the fan, and extending the service life of the condenser 33.

[0059] In the above embodiment, the heat exchange structure 7 and the radiator 35 are connected through a second refrigerant branch 11 and a three-way valve 9 connected in parallel to the refrigerant pipeline 4. One end of the second refrigerant branch 11 is directly connected to the heat exchange structure 7, and the other end is connected to the refrigerant pipeline 4 through a fourth three-way valve, so that the refrigerant flowing through the compressor 32 can be divided into two paths, one flowing through the condenser 33 and the radiator 35, and the other flowing through the heat exchange structure 7.

[0060] Understandably, through the adjustment of the fourth three-way valve, the refrigerant can be split into two paths from the compressor 32: one flowing through the radiator 35, and the other through the heat exchange structure 7. This design allows the system to flexibly adjust the refrigerant flow direction and flow rate according to different operating conditions, optimizing the system's cooling and refrigeration effects. During high-load operation, the refrigerant flow through the radiator 35 can be increased to improve cooling efficiency; during low-load operation, the flow through the radiator 35 can be reduced, allowing direct cooling through the heat exchange structure 7, thereby saving energy and improving the overall system efficiency. The heat exchange structure 7 can more effectively reduce the refrigerant temperature, ensuring that the refrigerant reaches a lower temperature level before entering the condenser 33, thereby improving the heat exchange efficiency of the condenser 33, reducing the energy consumption of the condenser 33 and the fan, and extending their service life.

[0061] In the above embodiment, a temperature detection unit 12 is also included, which is used to monitor the ambient air temperature, the temperature inside the machine room, the water temperature at the outlet of the heating module 6, the water temperature at the return of the cooling tower 51, the refrigerant temperature at the inlet of the throttle valve 34, and the air conditioner return air temperature in real time, and to feed back the real-time monitored temperature data to the control unit.

[0062] Understandably, the temperature detection unit 12 can monitor the temperature at multiple key locations in real time, including ambient air temperature, machine room temperature, water outlet temperature of heating module 6, return water temperature of cooling tower 51, refrigerant inlet temperature of throttle valve 34, and air conditioning return air outlet temperature. By feeding back the real-time monitored temperature data to the control unit, the control unit can automatically adjust the opening of the three-way valve 9, the fan speed, and the refrigerant flow rate according to temperature changes to ensure that the system operates within the optimal temperature range. For example, when the ambient temperature rises, the cooling capacity of cooling unit 5 is automatically increased; when the ambient temperature is low, the operating time of cooling unit 5 is reduced; when the temperature inside the machine room rises, the speed of machine room fan 1 is increased; when the temperature inside the machine room is low, the fan speed is reduced; and when the air conditioning return air outlet temperature rises, the cooling power of the air conditioning unit is increased.

[0063] As a preferred embodiment, it also includes a humidity detection unit 13, which is used to monitor the ambient air humidity and the air humidity in the machine room in real time, and to feed back the real-time monitored humidity data to the control unit.

[0064] It should be noted that the humidity detection unit 13 can monitor the ambient air humidity and the air humidity inside the machine room in real time. By feeding back the real-time humidity data to the control unit, the control unit can automatically adjust the operating parameters of the refrigeration cycle and the operating status of other related equipment according to humidity changes, ensuring that the system operates under optimal humidity conditions. For example, in a high humidity environment, the operating time of the dehumidification function is automatically increased; in a low humidity environment, the operating time of the dehumidification function is reduced, thereby optimizing the system's operating efficiency.

[0065] Please refer to Figure 2 This system achieves efficient regulation and energy saving in vehicle thermal management through three different operating modes. In the air conditioning pre-cooling mode, the mechanical room fan 1 is turned on, and the cooling tower fan 52 and the air conditioning system condenser 33's ventilation fans operate at full frequency. During the air conditioning system pre-cooling stage, since T4 (the refrigerant temperature before the air conditioning system throttle valve 34) is far below the set alarm value, the opening of the fourth three-way valve is controlled to increase the refrigerant flow and fan volume in the plate heat exchanger, significantly reducing the pre-cooling time in the driver's cab. In the independent control mode of the cooling tower 51, the mechanical room fan 1 is turned on, the cooling tower fan 52 operates at full frequency, and the air conditioning system condenser 33's ventilation fan operates at variable frequency as needed. When T3 (the temperature of the coolant returning to the cooling tower 51) and T4 (the refrigerant temperature before the air conditioning system throttle valve 34) approach the set alarm value of the heating module 6, the refrigerant flow in the plate heat exchanger is adjusted to 0 by controlling the opening of the fourth three-way valve, achieving independent control of the cooling tower 51 system, the air conditioning system, and the mechanical room ventilation system. In the joint control mode of the machine room ventilation system, cooling tower 51 system, and air conditioning system, machine room fan 1 is turned on, and cooling tower fan 52 and air conditioning system condenser 33 fan are frequency-controlled as needed. Based on the comparison between T3 (temperature of coolant returning to cooling tower 51) and a set threshold, the opening of the second three-way valve is controlled to again control the refrigerant flow rate of air conditioning system condenser 33 and the airflow of condenser 33 fan, ensuring coordinated operation of the three systems and optimizing the vehicle's thermal management. Through three different operating modes, efficient regulation of vehicle thermal management and energy saving are achieved. In air conditioning pre-cooling mode, the pre-cooling time in the driver's cab is significantly shortened by improving the heat dissipation capacity of condenser 33. In cooling tower 51 independent control mode, independent control of the cooling tower 51 system, air conditioning system, and machine room ventilation system is achieved by adjusting three-way valve 9. In joint control mode, the thermal management of the entire vehicle is optimized through coordinated control of the three systems. This integrated thermal management system not only improves the locomotive's operating performance and stability in various complex environments, but also reduces energy consumption and provides reliable protection for the air conditioning system and electrical equipment in the engine room.

[0066] Please refer to Figure 3This system achieves efficient cooling and dehumidification of the air in the machine room through two different dehumidification modes, significantly alleviating condensation while ensuring the safe operation of electrical equipment. In the machine room intake dehumidification mode, when the locomotive passes through a high-humidity tunnel or line, the relative humidity (RH0) detected by the outdoor air humidity sensor reaches the set humidity threshold. The machine room ventilation system's machine room fan 1 switches to a dehumidification fan, stops, and the ventilation fan operates at full frequency. By switching the first three-way valve, the radiator 35 switches to one of the evaporators 31 in the air conditioning system, and the radiator 35 cools and dehumidifies the air entering the machine room. Based on the relative humidity (RH1) detected by the machine room air humidity sensor and the machine room air humidity threshold, while meeting the return air temperature and relative humidity requirements in the driver's cab, the airflow of the ventilation fan and cooling tower fan 52 is increased to minimize the temperature and humidity of the air in the machine room. The newly added outdoor air, pressurized by the dehumidifying fan, is cooled and dehumidified by the radiator 35 before entering the machine room. This cools the electrical cabinets and components within the machine room, and the air is finally exhausted outside the vehicle through the exhaust louvers. In the dehumidification mode of the radiator 35, the newly added radiator 35 is switched to the condenser 33 of the air conditioning system by switching the three-way valve 9. The machine room fan 1 is turned on, and the cooling tower fan 52 and the air conditioning system fan operate at variable frequencies as needed. The machine room fan 1 pressurizes the outside air before it enters the machine room, ventilating and cooling the electrical cabinets and components. Most of the exhaust air (a small portion is exhausted outside the vehicle through the machine room exhaust louvers) ventilates and cools the radiator 35, which is then heated before being exhausted outside the vehicle. The radiator 35, coated with a moisture-absorbing material, is heated and dehydrated under high temperature, regaining its water-absorbing function. Through these two different dehumidification modes, efficient cooling and dehumidification of the air in the machine room are achieved, significantly alleviating condensation. In the engine room dehumidification mode, the system minimizes the temperature and humidity of the engine room air by switching radiators 35 and adjusting the fan airflow. In the radiator 35 dehumidification mode, the system restores the water absorption function of radiators 35 by heating and dehydrating. This integrated thermal management system not only improves the locomotive's operating performance and stability in high-humidity environments but also provides reliable protection for the air conditioning system and electrical equipment in the engine room.

[0067] This system integrates the waste air from the machine room, the fluctuations in the load of the cooling tower 51, and the function of the dehumidifying coating to achieve normal operation and minimum energy consumption for each system. The control principle of the system is to minimize the sum of the electrical power of the air conditioning system condenser 33 fan and the locomotive cooling tower fan 52 by controlling the three-way valve 9, under the premise of meeting the set thresholds of the refrigerant temperature before the air conditioning system throttling valve 34 and the return water temperature of the cooling tower radiator 35.

[0068] In practice, the system utilizes temperature differences to reuse exhaust air from the engine room. Typically, the air temperature in the engine room after ventilation is about 11K higher than the ambient temperature. In air conditioning mode, even when the ambient temperature reaches 40℃, the air temperature in the engine room remains below 51℃, far lower than the exhaust temperature of the refrigerant in the air conditioning unit's condenser 33 (usually exceeding 84℃). Therefore, most of the exhaust air from the engine room is reused. By switching the three-way valve 9 within the air conditioning system, this air is directed to the newly added radiator 35 for pre-cooling. In this way, the original condenser 33's fan, through frequency modulation control, ventilates and dissipates heat from the condenser 33, not only improving the system's cooling efficiency but also reducing energy consumption, while providing redundancy for the air conditioning system's cooling performance.

[0069] In addition, the water temperature setting of the water-cooled radiator 35 inside the cooling tower 51 is 61°C, which provides additional heat dissipation capacity for the converter water coolant when it is working. Especially before the locomotive starts, when the converter water temperature is the same as the ambient temperature, the heat dissipation capacity of the cooling tower 51 water cooling system can significantly reduce the heat load of the air conditioning unit and further reduce energy consumption.

[0070] In high-humidity environments, the system uses the radiator 35 added to the air conditioning unit to cool and dehumidify the outdoor high-humidity air. The treated air is then used for ventilation and heat dissipation of the electrical cabinets and components in the machine room, and finally exhausted outside the vehicle through louvers. To reduce condensation in the machine room, the system effectively controls the humidity by adjusting the air intake volume by controlling the frequency of the dehumidifying fan, while ensuring that the temperature in the machine room does not exceed the set value.

[0071] The function switching of radiator 35 is achieved by switching between internal cold and hot refrigerants to realize moisture absorption and dehumidification functions, and controls the airflow direction to ensure the directional discharge of humid air, further optimizing the dehumidification effect. In dehumidification mode, when the heat dissipation capacity of the air conditioning unit is insufficient, the system adjusts through the three-way valve 9, using radiator 35 and evaporator 31 as the cold end, and the original air conditioning system's condenser 33 and cooling tower 51 as the hot end, to achieve dehumidification of the air intake in the machinery room and cooling of the driver's cab, ensuring efficient operation of the system in high humidity environments. During the pre-cooling stage of the air conditioning system, by increasing the operating frequency of the cooling tower fan 52, the pre-cooling time in the driver's cab can be significantly shortened, improving the system's response speed and passenger comfort.

[0072] In summary, the locomotive dehumidification and integrated thermal management system provided by this invention pre-cools the condenser 33 in the air conditioning system by integrating the water-cooling system of the cooling tower 51 and the exhaust air from the engine room. This not only reduces the heat load on the condenser 33 and its fan, meeting the energy-saving and consumption-reducing requirements of the vehicle's thermal management, but also improves the cooling efficiency and reliability of the air conditioning unit. This system cleverly breaks the traditional independent operation mode of the air conditioning, cooling tower 51, and engine room ventilation system, realizing the integration and resource sharing of vehicle-level thermal management, improving the overall system performance and reducing energy consumption. Furthermore, the system can intelligently and automatically adjust its operating mode according to different working conditions, ensuring efficient operation in various environments and providing robust protection for the locomotive's internal electrical equipment, thus providing a strong guarantee for the safe and stable operation of the locomotive.

[0073] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0074] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0075] The above provides a detailed description of a dehumidification and integrated thermal management system for locomotives provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the invention. The descriptions of these embodiments are merely for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A dehumidification and integrated thermal management system for locomotives, characterized in that, include: A fan (1) is used to cool the heat-generating components (2) inside the machine room; The air conditioning refrigeration unit (3) includes an evaporator (31), a compressor (32), a condenser (33) and a throttle valve (34) connected in series via a refrigerant pipeline (4). A radiator (35) is provided between the compressor (32) and the condenser (33). The radiator (35) is arranged on the air outlet side of the heat-generating component (2). The condenser (33) and the radiator (35) are provided with a dehumidifying coating. The evaporator (31), the condenser (33) and the radiator (35) are all provided with fans. The cooling unit (5) is used to cool the heat-generating module (6), including a cooling tower (51) and a cooling tower fan (52), wherein the cooling tower (51) is connected in parallel with the radiator (35) through a heat exchange structure (7).

2. The locomotive dehumidification and integrated thermal management system according to claim 1, characterized in that, The radiator (35) and the evaporator (31) are connected by a first branch of refrigerant (8) and a three-way valve (9) connected in parallel to the refrigerant pipeline (4).

3. The locomotive dehumidification and integrated thermal management system according to claim 1, characterized in that, The refrigerant line (4) is provided with a bypass branch (10) connected in parallel to the condenser (33), and the bypass branch (10) is connected to the refrigerant line (4) through a three-way valve (9).

4. The locomotive dehumidification and integrated thermal management system according to claim 1, characterized in that, The cooling tower (51) is connected in series with the heating module (6) through a coolant pipeline. The coolant pipeline is connected in parallel with a coolant branch through a three-way valve (9). The heat exchange structure (7) is provided on the coolant branch.

5. The locomotive dehumidification and integrated thermal management system according to claim 1, characterized in that, The heat exchange structure (7) is connected to the radiator (35) through the second branch (11) of the refrigerant in parallel with the refrigerant pipeline (4) and the three-way valve (9).

6. The locomotive dehumidification and integrated thermal management system according to claim 1, characterized in that, The heat exchange structure (7) is a plate heat exchanger.

7. The locomotive dehumidification and integrated thermal management system according to any one of claims 2-5, characterized in that, It also includes a control unit, which is signal connected to the three-way valve (9), the mechanical room fan (1), the air conditioning refrigeration unit (3) and the cooling unit (5).

8. The locomotive dehumidification and integrated thermal management system according to claim 7, characterized in that, It also includes a temperature detection unit (12) for real-time monitoring of ambient air temperature, machine room temperature, heating module outlet water temperature, cooling tower return water temperature, throttle valve inlet refrigerant temperature, and air conditioning return air outlet temperature, and feeds back the real-time monitored temperature data to the control unit.

9. The locomotive dehumidification and integrated thermal management system according to claim 7, characterized in that, It also includes a humidity detection unit (13) for real-time monitoring of ambient air humidity and air humidity in the machine room, and feeding back the real-time monitored humidity data to the control unit.

10. The locomotive dehumidification and integrated thermal management system according to claim 7, characterized in that, The compressor (32) is equipped with a pressure sensor and a temperature sensor at its input and output ends, respectively, which are connected to the control unit.

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