Rail transit locomotive diesel engine power package direct drive type intelligent self-cleaning cooling system
The direct-drive intelligent self-cleaning cooling system solves the problem of fin blockage in the radiator of the diesel engine power pack of rail transit locomotives, achieving a low-noise, low-energy-consumption self-cleaning effect and reducing maintenance frequency and cost.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HUNAN LIANCHENG TRACK EQUIP CO LTD
- Filing Date
- 2026-04-15
- Publication Date
- 2026-06-02
AI Technical Summary
The radiator fins of diesel engine power packs in rail transit locomotives are prone to clogging. Traditional cleaning and maintenance methods are costly and require downtime, affecting operational efficiency, resulting in excessive noise and high energy consumption.
It adopts a direct-drive intelligent self-cleaning cooling system, including a radiator unit, a direct-drive fan unit, a temperature sensing network unit, and an on-board electronic control unit. By monitoring the temperature and pressure difference in real time, it automatically controls the fan speed and reverse rotation for cleaning, eliminating the need for hydraulic pumps and motors, and utilizing the free end of the diesel engine for direct drive.
It significantly reduces maintenance frequency and costs, lowers noise by 610dB, reduces energy consumption by 12%, avoids hydraulic oil leakage and noise pollution, and improves operational efficiency.
Smart Images
Figure CN122129344A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of heat exchange technology for rail vehicles, and more specifically, to a direct-drive intelligent self-cleaning cooling system for diesel engine power packs in rail transit locomotives. Background Technology
[0002] Rail transit locomotives refer to traction vehicles that run on railway lines, mainly including shunting locomotives and mainline locomotives. Their internal integrated diesel engine power packs widely use hydraulic motors or hydrostatic drives for cooling fans. Shunting locomotives are mainly used for vehicle dispatching operations within marshalling yards, with frequent starts and stops and long idling times. Mainline locomotives are used for long-distance transportation, with relatively stable operating conditions.
[0003] A diesel engine power pack refers to a power unit that integrates a diesel engine, generator, and cooling system onto a common frame. It can be hoisted as a whole, quickly replaced, and is easy to maintain and compatible with different vehicle models. This integrated design allows the power system to be pre-assembled and tested in the workshop before being installed as a whole under the locomotive body or at the end, significantly shortening on-site assembly and debugging time. In case of failure, the entire power pack can be replaced, reducing the locomotive's online downtime, while the faulty unit is returned to the workshop for repair.
[0004] The existing technology has the following bottlenecks: 1. The railway operating environment is dusty, which can easily clog radiator fins. Traditional solutions rely on manual high-pressure water gun cleaning, which is costly to maintain and requires downtime, affecting operational efficiency.
[0005] 2. To ensure the cooling requirements of the diesel engine at idle speed, the fan is usually forced to maintain more than 1 / 3 of the rated speed, which causes the noise of the station to exceed the standard at idle speed (measured at about 85-90dB) and causes unnecessary fuel consumption. In addition, the hydrostatic drive scheme requires the configuration of auxiliary components such as hydraulic pump, oil tank, pipeline and cooler, which is complex and poses a risk of oil leakage, and also adds an extra burden to the cooling of hydraulic oil.
[0006] No effective solutions have yet been proposed to address the problems in the relevant technologies. Summary of the Invention
[0007] To overcome the above problems, this application aims to propose a direct-drive intelligent self-cleaning cooling system for diesel engine power packs in rail transit locomotives. The purpose is to solve the problems of dusty operating environments in railways, easy clogging of radiator fins, and the traditional solution relying on manual high-pressure water gun cleaning, which has high maintenance costs and requires downtime for operation, thus affecting operational efficiency.
[0008] Therefore, the specific technical solution adopted in this application is as follows: The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of rail transit locomotives includes: The radiator unit provides a heat exchange interface between the diesel engine coolant and the boosted air. Direct-drive fan units are used to generate cooling airflow that passes through the heat exchange interface or dust-removing airflow that blows away accumulated dust in the opposite direction. The temperature sensing network unit is used to monitor the temperature of the diesel engine coolant and the boosted air in real time and obtain the corresponding temperature parameter set; The on-board electronic control unit is used to adjust the fan speed according to the corresponding temperature parameter set, and automatically control the fan to reverse for online self-cleaning based on the pressure difference between the air intake and exhaust sides and the locomotive operating conditions.
[0009] Optionally, generating a cooling airflow across the heat exchange interface or a dust-removing airflow that blows away accumulated dust includes: The diesel engine's free-end output shaft directly inputs power to the electronically controlled silicone oil clutch via a connecting flange. The internal oil pressure of the electronically controlled silicone oil clutch is adjusted by on-board electronic signals to control the clutch to engage in the forward or reverse direction, thereby driving the cooling fan to rotate forward or in the reverse direction. The airflow generated by the fan's rotation is guided by the air chamber to flow directionally along mutually perpendicular air inlet and outlet ducts; When the cooling fan is running, airflow passes through the radiator fins and carries away heat. When the cooling fan reverses, the airflow passes through the fins in the opposite direction, blowing away the accumulated dust.
[0010] Optionally, the corresponding temperature parameters are obtained, including: The initial temperature signal is obtained by using a first temperature sensor installed in the diesel engine cooling water circulation pipeline and a second temperature sensor installed in the flow channel between the intercooler outlet and the diesel engine intake port to collect the diesel engine coolant temperature and the boosted air temperature in real time. Based on the initial temperature signal, the pressurized air temperature value of the second temperature sensor is continuously collected at a fixed sampling period. The temperature change per unit time is calculated by the sliding window method to obtain the current temperature rise rate. The coolant temperature value is also received as an auxiliary verification parameter. The current temperature rise rate is compared with the preset threshold temperature rise rate one and threshold temperature rise rate two to determine the numerical range of the current temperature rise rate. Based on the preset correspondence between the numerical range and the acceleration slope, the corresponding speed regulation slope parameter is obtained. By integrating parameters such as pressurized air temperature, temperature rise rate, speed regulation slope, and coolant temperature, a corresponding set of temperature parameters is obtained.
[0011] Optionally, the formula for calculating the temperature change is: In the formula, Indicates the first k Average temperature rise rate of the sliding window at each sampling time; This indicates the number of sampling points contained in the sliding window; Indicates the current sampling time; Indicates the first i Each sampling time; Indicates the first i The temperature of the pressurized air at each sampling time; Indicates the first i -1 sampling time of pressurized air temperature; Indicates the sampling period.
[0012] Alternatively, the method for obtaining the corresponding speed regulation slope parameter is as follows: Obtain the current temperature rise rate, the preset first threshold temperature rise rate, and the second threshold temperature rise rate; The current temperature rise rate is compared with the first threshold temperature rise rate and the second threshold temperature rise rate, respectively. If the current temperature rise rate is less than the first threshold temperature rise rate, it is determined to be a low-speed heating range; If the current temperature rise rate is greater than or equal to the first threshold temperature rise rate and less than or equal to the second threshold temperature rise rate, it is determined to be a medium-speed heating range. If the current temperature rise rate is greater than the second threshold temperature rise rate, it is determined to be a high-speed temperature rise range; Based on the determined heating range, and according to the preset correspondence between the range and the slope, the corresponding acceleration slope is selected: Among them, the low-speed heating range corresponds to a low acceleration slope; The medium-speed heating range corresponds to the medium-speed acceleration slope; The high-speed heating range corresponds to a high acceleration slope.
[0013] Optionally, the method for online self-cleaning based on the pressure difference between the air inlet and outlet sides and the locomotive operating conditions, which automatically controls the fan to reverse, is as follows: Receive a set of temperature parameters from the temperature sensing network unit, including pressurized air temperature, temperature rise rate, speed regulation slope parameter, and coolant temperature value; The pressure values on the air inlet side and the air outlet side are collected in real time using a first differential pressure sensor installed on the air inlet side of the cooling device and a second differential pressure sensor installed on the air outlet side of the cooling device, respectively, and the difference between the two is calculated to obtain the current differential pressure. Get the current operating status; Determine if the current pressure difference exceeds a preset threshold and if the locomotive is in a non-traction operating condition: If both conditions are met, then self-cleaning control is executed; If any condition is not met, heat dissipation adjustment will be performed.
[0014] Optionally, the method for implementing self-cleaning control is as follows: Based on the difference between the current differential pressure and the preset threshold, the duration of reverse cleaning is obtained, and the reverse cleaning duration is obtained. Based on the reverse cleaning time, the cooling fan is made to enter the reverse rotation state by adjusting the oil pressure inside the electronically controlled silicone oil clutch, thus obtaining the fan's reverse rotation operation state. When the fan is running in reverse rotation, it continues to run for the reverse cleaning time to blow the dust off the air inlet area in the opposite direction. After the cleaning is completed, the reverse rotation stops.
[0015] Alternatively, the method for implementing heat dissipation regulation is as follows: when T < T At time 1, adjust the cooling fan speed to V. min , where V min <20% of the rated speed; when T 1≤ T < T At 2 o'clock, according to T and T 1. T The difference of 2 is adjusted using the first linear interpolation; when T 2≤ T < T At 3 o'clock, according to Δ T Choose different linear curve slopes for the rate k ; If Δ T <Δ T 1. Use a low acceleration slope k 2; If Δ T 1≤Δ T ≤Δ T 2. Adopt a medium acceleration slope k 1; If Δ T >Δ T 2. Adopt a high acceleration slope k 3, and k 2< k 1 < k 3; when T ≥ T At 3 o'clock, adjust the cooling fan speed to the rated speed and trigger the overheat warning.
[0016] Compared with the prior art, this application has the following beneficial effects: 1. This application eliminates the hydraulic pump, hydraulic motor and auxiliary pipelines, and adopts direct drive from the free end of the diesel engine, reducing the overall weight of the power pack by about 10% and eliminating the risk of hydraulic oil leakage; at the same time, when the locomotive starts or stops at the platform, the fan speed is reduced to less than 20% of the rated speed, reducing the noise by 610dB(A) compared with the existing technology, and the measured platform noise can be controlled within 75dB, significantly reducing idling energy consumption and noise pollution.
[0017] 2. This application utilizes a differential pressure sensor to monitor the dust accumulation status in real time and automatically executes fan reversal to clean the dust under non-traction conditions, extending the power pack maintenance cycle from 7 days to more than 30 days, significantly reducing the total life cycle cost; at the same time, it dynamically adjusts the acceleration slope based on the temperature rise rate to avoid energy waste caused by overheating, with an overall energy saving rate of about 12%. Attached Figure Description
[0018] The above-mentioned features, characteristics, and advantages of this application, as well as their implementation methods, will become clearer and more understandable in conjunction with the following description of the embodiments, which are illustrated in detail with reference to the accompanying drawings. Schematic diagrams are shown here: Figure 1 This is a schematic diagram of the direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive in this application. Detailed Implementation
[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0020] According to embodiments of this application, a direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive is provided. This application eliminates the hydraulic pump, hydraulic motor, and auxiliary pipelines, adopting direct drive from the free end of the diesel engine. The overall weight of the power pack is reduced by approximately 10%, eliminating the potential for hydraulic oil leakage. Simultaneously, during the initial startup of the locomotive or when stopped at a platform, the fan speed is reduced to below 20% of the rated speed, resulting in a noise reduction of 610 dB(A) compared to existing technologies. Actual platform noise can be controlled below 75 dB, significantly reducing idling energy consumption and noise pollution. Figure 1 As shown, the system includes: The radiator unit provides a heat exchange interface between the diesel engine coolant and the boosted air.
[0021] It should be explained that the radiator unit includes high and low temperature water radiators arranged vertically, and adopts an aluminum alloy plate-fin structure.
[0022] Direct-drive fan units are used to generate cooling airflow that passes through the heat exchange interface or dust-removing airflow that blows away accumulated dust in the opposite direction.
[0023] Preferably, generating a cooling airflow that passes through the heat exchange interface or a dust-removing airflow that blows away accumulated dust includes: The diesel engine's free-end output shaft directly inputs power to the electronically controlled silicone oil clutch via a connecting flange. The internal oil pressure of the electronically controlled silicone oil clutch is adjusted by on-board electronic signals to control the clutch to engage in the forward or reverse direction, thereby driving the cooling fan to rotate forward or in the reverse direction. The airflow generated by the fan's rotation is guided by the air chamber to flow directionally along mutually perpendicular air inlet and outlet ducts; When the cooling fan is running, airflow passes through the radiator fins and carries away heat. When the cooling fan reverses, the airflow passes through the fins in the opposite direction, blowing away the accumulated dust.
[0024] It should be explained that the direct-drive fan unit includes a direct-drive electronically controlled silicone oil cooling fan, which consists of an electronically controlled silicone oil clutch and a cooling fan.
[0025] The temperature sensing network unit is used to monitor the temperature of the diesel engine coolant and the boosted air in real time and obtain the corresponding temperature parameter set.
[0026] Preferably, obtaining the corresponding temperature parameters includes: The initial temperature signal is obtained by using a first temperature sensor installed in the diesel engine cooling water circulation pipeline and a second temperature sensor installed in the flow channel between the intercooler outlet and the diesel engine intake port to collect the diesel engine coolant temperature and the boosted air temperature in real time. Based on the initial temperature signal, the pressurized air temperature value of the second temperature sensor is continuously collected at a fixed sampling period. The temperature change per unit time is calculated by the sliding window method to obtain the current temperature rise rate. The coolant temperature value is also received as an auxiliary verification parameter. The current temperature rise rate is compared with the preset threshold temperature rise rate one and threshold temperature rise rate two to determine the numerical range of the current temperature rise rate. Based on the preset correspondence between the numerical range and the acceleration slope, the corresponding speed regulation slope parameter is obtained. By integrating parameters such as pressurized air temperature, temperature rise rate, speed regulation slope, and coolant temperature, a corresponding set of temperature parameters is obtained.
[0027] Preferably, the formula for calculating the temperature change is: In the formula, Indicates the first k Average temperature rise rate of the sliding window at each sampling time; This indicates the number of sampling points contained in the sliding window; Indicates the current sampling time; Indicates the first i Each sampling time; Indicates the first i The temperature of the pressurized air at each sampling time; Indicates the first i -1 sampling time of pressurized air temperature; Indicates the sampling period.
[0028] Preferably, the method for obtaining the corresponding speed regulation slope parameter is as follows: Obtain the current temperature rise rate, the preset first threshold temperature rise rate, and the second threshold temperature rise rate; The current temperature rise rate is compared with the first threshold temperature rise rate and the second threshold temperature rise rate, respectively. If the current temperature rise rate is less than the first threshold temperature rise rate, it is determined to be a low-speed heating range; If the current temperature rise rate is greater than or equal to the first threshold temperature rise rate and less than or equal to the second threshold temperature rise rate, it is determined to be a medium-speed heating range. If the current temperature rise rate is greater than the second threshold temperature rise rate, it is determined to be a high-speed temperature rise range; Based on the determined heating range, and according to the preset correspondence between the range and the slope, the corresponding acceleration slope is selected: Among them, the low-speed heating range corresponds to a low acceleration slope; The medium-speed heating range corresponds to the medium-speed acceleration slope; The high-speed heating range corresponds to a high acceleration slope.
[0029] It needs to be explained that during the initial stage of locomotive startup or when the locomotive is stopped at the platform ( T < T 1) Reduce the fan speed to less than 20% of the rated speed. Compared with the existing technology (forced ≥33%), the noise is reduced by 6-10dB(A). The measured noise of the station can be controlled below 75dB.
[0030] The on-board electronic control unit is used to adjust the fan speed according to the corresponding temperature parameter set, and automatically control the fan to reverse for online self-cleaning based on the pressure difference between the air intake and exhaust sides and the locomotive operating conditions.
[0031] Preferably, the method for online self-cleaning based on the pressure difference between the air inlet and outlet sides and the locomotive operating conditions, which automatically controls the fan to reverse, is as follows: Receive a set of temperature parameters from the temperature sensing network unit, including pressurized air temperature, temperature rise rate, speed regulation slope parameter, and coolant temperature value; The pressure values on the air inlet side and the air outlet side are collected in real time using a first differential pressure sensor installed on the air inlet side of the cooling device and a second differential pressure sensor installed on the air outlet side of the cooling device, respectively, and the difference between the two is calculated to obtain the current differential pressure. Get the current operating status; Determine if the current pressure difference exceeds a preset threshold and if the locomotive is in a non-traction operating condition: If both conditions are met, then self-cleaning control is executed; If any condition is not met, heat dissipation adjustment will be performed.
[0032] Preferably, the method for implementing self-cleaning control is as follows: Based on the difference between the current differential pressure and the preset threshold, the duration of reverse cleaning is obtained, and the reverse cleaning duration is obtained. Based on the reverse cleaning time, the cooling fan is made to enter the reverse rotation state by adjusting the oil pressure inside the electronically controlled silicone oil clutch, thus obtaining the fan's reverse rotation operation state. When the fan is running in reverse rotation, it continues to run for the reverse cleaning time to blow the dust off the air inlet area in the opposite direction. After the cleaning is completed, the reverse rotation stops.
[0033] Preferably, the method for performing heat dissipation regulation is as follows: when T < T At time 1, adjust the cooling fan speed to V. min , where V min <20% of the rated speed; when T 1≤ T < T At 2 o'clock, according to T and T 1. T The difference of 2 is adjusted using the first linear interpolation; when T 2≤ T < T At 3 o'clock, according to Δ T Choose different linear curve slopes for the rate k ; If Δ T <Δ T 1. Use a low acceleration slope k 2; If Δ T 1≤Δ T ≤Δ T 2. Adopt a medium acceleration slope k 1; If Δ T >Δ T 2. Adopt a high acceleration slope k 3, and k2< k 1 < k 3; when T ≥ T At 3 o'clock, adjust the cooling fan speed to the rated speed and trigger the overheat warning.
[0034] Specific examples are as follows: An intercity rail transit passenger train routinely travels between urban and suburban lines, passing through dusty sections, and requires two stops per hour at intermediate stations (each stop lasting 3 minutes). The entire operation is automated, and the specific application process is as follows: The locomotive's cooling system uses a vertically arranged high and low temperature water radiator. The aluminum alloy plate-fin structure can effectively improve heat exchange efficiency and meet the heat exchange requirements of the diesel engine during operation. The direct-drive fan unit consists of an electronically controlled silicone oil clutch and a cooling fan. It is directly connected to the free end output shaft of the diesel engine through a connecting flange, eliminating the need for an additional power source and reducing energy consumption. The temperature sensing network unit has two temperature sensors installed in the diesel engine cooling water circulation pipe and the flow channel between the intercooler outlet and the diesel engine intake, respectively. The differential pressure sensor is installed on the air intake and exhaust sides of the cooling device. All sensor data are transmitted to the vehicle electronic control unit in real time.
[0035] During the initial startup of the locomotive, the temperature of the diesel engine coolant and boosted air is relatively low (below the preset threshold). T 1) After receiving the signal from the temperature sensor network, the onboard electronic control unit controls the electronically controlled silicone oil clutch to adjust the oil pressure, reducing the fan speed to 18% (below 20%) of the rated speed. At this time, the measured noise level at the station is 73 dB(A), which is 8 dB(A) lower than the existing technology, effectively reducing noise interference to the surrounding environment of the station. When the locomotive is running normally, as the diesel engine load increases, the temperature of the boosted air gradually rises. The temperature sensor collects data with a fixed sampling period of 10 seconds and calculates the temperature rise rate using the sliding window method. If the temperature rise rate is in the medium speed range (between the first and second thresholds), the acceleration slope is automatically matched, and the fan speed is smoothly increased to ensure that the airflow efficiently passes through the radiator fins to remove heat and maintain the stability of the coolant and boosted air temperature. When the locomotive climbs a hill for a long time, the diesel engine load reaches its peak, and the temperature rises rapidly to the preset threshold. T When the speed is above 3, the fan immediately switches to the rated speed, and the on-board electronic control unit triggers an overheat warning to remind the driver to pay attention to the diesel engine's operating status.
[0036] As the locomotive travels through dusty sections of road, after running for 2 hours, the radiator fins gradually accumulate dust, causing the pressure difference between the air intake and exhaust sides to exceed the preset threshold. At this time, the locomotive happens to enter the intermediate station and stop (in non-traction condition). The on-board electronic control unit meets both conditions of excessive pressure difference and non-traction condition, and immediately starts the self-cleaning mode.
[0037] Based on the difference between the current pressure difference and the preset threshold, the reverse cleaning duration is automatically set to 40 seconds. By adjusting the internal oil pressure of the electronically controlled silicone oil clutch, the cooling fan is controlled to rotate in reverse. The reverse airflow passes through the radiator fins, blowing the dust and debris attached to the surface to the preset dust collection area. After the cleaning is completed, the fan automatically switches back to the forward rotation state to restore normal heat dissipation. No manual intervention is required throughout the process, avoiding the impact of dust accumulation on heat dissipation efficiency and reducing the frequency and maintenance costs of manual disassembly and cleaning.
[0038] It should be noted that the calculation formulas and all parameters involved in the calculations in this application have been dimensionless beforehand. The process of dimensionless processing is well known in the industry and will not be described here.
[0039] Although the present application has disclosed the preferred embodiments above, the embodiments are merely examples for the purpose of illustration and are not intended to limit the present application. Those skilled in the art can make some modifications and refinements without departing from the spirit and scope of the present application. The scope of protection claimed by the present application should be determined by the claims.
Claims
1. A direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive, characterized in that, The system includes: The radiator unit provides a heat exchange interface between the diesel engine coolant and the boosted air. Direct-drive fan units are used to generate cooling airflow that passes through the heat exchange interface or dust-removing airflow that blows away accumulated dust in the opposite direction. The temperature sensing network unit is used to monitor the temperature of the diesel engine coolant and the boosted air in real time and obtain the corresponding temperature parameter set; The on-board electronic control unit is used to adjust the fan speed according to the corresponding temperature parameter set, and automatically control the fan to reverse for online self-cleaning based on the pressure difference between the air intake and exhaust sides and the locomotive operating conditions.
2. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 1, characterized in that, The generation of cooling airflow through the heat exchange interface or dust-removing airflow blowing away accumulated dust includes: The diesel engine's free-end output shaft directly inputs power to the electronically controlled silicone oil clutch via a connecting flange. The internal oil pressure of the electronically controlled silicone oil clutch is adjusted by on-board electronic signals to control the clutch to engage in the forward or reverse direction, thereby driving the cooling fan to rotate forward or in the reverse direction. The airflow generated by the fan's rotation is guided by the air chamber to flow directionally along mutually perpendicular air inlet and outlet ducts; When the cooling fan is running, airflow passes through the radiator fins and carries away heat. When the cooling fan reverses, the airflow passes through the fins in the opposite direction, blowing away the accumulated dust.
3. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 1, characterized in that, The process of obtaining the corresponding temperature parameters includes: The initial temperature signal is obtained by using a first temperature sensor installed in the diesel engine cooling water circulation pipeline and a second temperature sensor installed in the flow channel between the intercooler outlet and the diesel engine intake port to collect the diesel engine coolant temperature and the boosted air temperature in real time. Based on the initial temperature signal, the pressurized air temperature value of the second temperature sensor is continuously collected at a fixed sampling period. The temperature change per unit time is calculated by the sliding window method to obtain the current temperature rise rate. The coolant temperature value is also received as an auxiliary verification parameter. The current temperature rise rate is compared with the preset threshold temperature rise rate one and threshold temperature rise rate two to determine the numerical range of the current temperature rise rate. Based on the preset correspondence between the numerical range and the acceleration slope, the corresponding speed regulation slope parameter is obtained. By integrating parameters such as pressurized air temperature, temperature rise rate, speed regulation slope, and coolant temperature, a corresponding set of temperature parameters is obtained.
4. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 3, characterized in that, The formula for calculating the temperature change is: In the formula, Indicates the first k Average temperature rise rate of the sliding window at each sampling time; This indicates the number of sampling points contained in the sliding window; Indicates the current sampling time; Indicates the first i Each sampling time; Indicates the first i The temperature of the pressurized air at each sampling time; Indicates the first i -1 sampling time of pressurized air temperature; Indicates the sampling period.
5. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 3, characterized in that, The method for obtaining the corresponding speed regulation slope parameter is as follows: Obtain the current temperature rise rate, the preset first threshold temperature rise rate, and the second threshold temperature rise rate; The current temperature rise rate is compared with the first threshold temperature rise rate and the second threshold temperature rise rate, respectively. If the current temperature rise rate is less than the first threshold temperature rise rate, it is determined to be a low-speed heating range; If the current temperature rise rate is greater than or equal to the first threshold temperature rise rate and less than or equal to the second threshold temperature rise rate, it is determined to be a medium-speed heating range. If the current temperature rise rate is greater than the second threshold temperature rise rate, it is determined to be a high-speed temperature rise range; Based on the determined heating range, and according to the preset correspondence between the range and the slope, the corresponding acceleration slope is selected: Among them, the low-speed heating range corresponds to a low acceleration slope; The medium-speed heating range corresponds to the medium-speed acceleration slope; The high-speed heating range corresponds to a high acceleration slope.
6. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 1, characterized in that, The method for online self-cleaning based on the pressure difference between the air inlet and exhaust sides and the locomotive operating conditions, which automatically controls the fan to reverse direction, is as follows: Receive a set of temperature parameters from the temperature sensing network unit, including pressurized air temperature, temperature rise rate, speed regulation slope parameter, and coolant temperature value; The pressure values on the air inlet side and the air outlet side are collected in real time using a first differential pressure sensor installed on the air inlet side of the cooling device and a second differential pressure sensor installed on the air outlet side of the cooling device, respectively, and the difference between the two is calculated to obtain the current differential pressure. Get the current operating status; Determine if the current pressure difference exceeds a preset threshold and if the locomotive is in a non-traction operating condition: If both conditions are met, then self-cleaning control is executed; If any condition is not met, heat dissipation adjustment will be performed.
7. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 6, characterized in that, The method for implementing self-cleaning control is as follows: Based on the difference between the current differential pressure and the preset threshold, the duration of reverse cleaning is obtained, and the reverse cleaning duration is obtained. Based on the reverse cleaning time, the cooling fan is made to enter the reverse rotation state by adjusting the oil pressure inside the electronically controlled silicone oil clutch, thus obtaining the fan's reverse rotation operation state. When the fan is running in reverse rotation, it continues to run for the reverse cleaning time to blow the dust off the air inlet area in the opposite direction. After the cleaning is completed, the reverse rotation stops.
8. The direct-drive intelligent self-cleaning cooling system for the diesel engine power pack of a rail transit locomotive according to claim 7, characterized in that, The method for performing heat dissipation regulation is as follows: when T < T At time 1, adjust the cooling fan speed to V. min , where V min <20% of the rated speed; when T 1≤ T < T At 2 o'clock, according to T and T 1. T The difference of 2 is adjusted using the first linear interpolation; when T 2≤ T < T At 3 o'clock, according to Δ T Choose different linear curve slopes for the rate k ; If Δ T <Δ T 1. Use a low acceleration slope k 2; If Δ T 1≤Δ T ≤Δ T 2. Adopt a medium acceleration slope k 1; If Δ T >Δ T 2. Adopt a high acceleration slope k 3, and k 2< k 1 < k 3; when T ≥ T At 3 o'clock, adjust the cooling fan speed to the rated speed and trigger the overheat warning.