Storage battery traction shunting locomotive transformed from internal combustion locomotive

Abstract

A shunting locomotive transformed from an internal combustion locomotive and drawn by a storage battery comprises a locomotive body, and a locomotive body walking part of an original internal combustion locomotive is adopted in the locomotive body. A diesel generator, an air compressor and an operation table are arranged in the vehicle body walking part; a power storage battery pack and a main and auxiliary integrated cabinet are additionally arranged on the vehicle body walking part; the main and auxiliary integrated cabinet is used for carrying out AC / DC conversion on three-phase power output by the diesel generator and is connected with a control end of the diesel generator; the charging end and the power supply end of the power storage battery pack are both connected with the main and auxiliary integrated cabinet. After an old-fashioned diesel locomotive is transformed, environmental pollution and noise pollution can be effectively reduced, and energy consumption is better optimized; the power storage battery pack can be charged through the mains supply and can also be charged through the diesel engine, the flexibility is high, and in the using process of the vehicle, the storage battery can be charged through electric braking, so that the longer cruising ability is obtained, and the energy consumption is lower than that of an internal combustion locomotive.

Description

Technical Field

[0001] The utility model relates to the technical field of diesel locomotive transformation, in particular to a shunting locomotive transformed from a diesel locomotive into a battery-driven shunting locomotive. Background Art

[0002] Shunting locomotives are mainly used for train marshaling and disassembly operations in shunting yards, shunting within stations, or short-distance small-scale traction operations. In addition, they can also be used within industrial and mining enterprises to perform intra-yard transportation tasks. At present, diesel locomotives have serious environmental pollution and noise pollution. Secondly, during transportation, a large amount of fuel is required to drive the locomotive, resulting in high energy consumption. Therefore, in response to the national energy-saving and environmental protection policies, and to solve the shortcomings of old diesel locomotives such as high noise, high fuel consumption, serious pollution, high failure rate, high repair and maintenance costs, and insufficient operating efficiency, the original old diesel locomotives (such as diesel engine-driven locomotives) are replaced by locomotives that can be driven in hybrid mode, which has significant economic advantages, operating efficiency advantages, and technological advancement advantages.

[0003] There are also technical solutions for the transformation of old locomotives in the existing technology, but they have the following main shortcomings: (1) The transformation structure is complex and requires the addition of a large number of equipment. Some even require the redesign of the vehicle model, which greatly increases the cost and is time-consuming and labor-intensive. (2) The power supply mode of the transformed locomotive is relatively simple. For example, the diesel generator is removed and a battery is added for power supply. Once a power failure occurs, the battery cannot be charged. (3) It is impossible to achieve a longer battery life through braking energy feedback. Utility Model Content

[0004] The utility model aims to overcome the above-mentioned deficiencies of the prior art and to provide a shunting locomotive transformed from a diesel locomotive into a battery-driven shunting locomotive which has the advantages of simple transformation, environmental protection, flexible mode and long endurance.

[0005] The technical solution of the utility model is: a shunting locomotive transformed from an internal combustion locomotive into a battery-driven shunting locomotive, comprising a vehicle body, wherein the vehicle body adopts the vehicle body running gear of the original internal combustion locomotive; the vehicle body running gear is provided with a diesel generator, an air compressor and an operating table; a power battery pack and a main-auxiliary integrated cabinet are additionally provided on the vehicle body running gear; the main-auxiliary integrated cabinet is used for performing AC / DC conversion on the three-phase electricity output by the diesel generator and is connected to the control end of the diesel generator; the charging end and the power supply end of the power battery pack are both connected to the main-auxiliary integrated cabinet.

[0006] Furthermore, the vehicle body running gear adopts the gearbox mode of the original internal combustion locomotive, including at least two traction motors driving the gearbox, and then the gearbox drives the wheels to rotate; when one of the traction motors fails, the other traction motor continues to work.

[0007] Furthermore, the feedback electricity of the traction motor is converted into direct current through the inverter of the main and auxiliary integrated cabinet to charge the power battery pack.

[0008] Furthermore, the diesel generator and / or power battery pack drives the traction motor through a main-auxiliary integrated cabinet.

[0009] Furthermore, the main-auxiliary integrated cabinet is arranged between the driver's cab and the power battery pack of the vehicle body, and has its own fan cooling; the operating table is arranged in the driver's cab; and the diesel generator is arranged between the power battery pack and the air compressor.

[0010] Furthermore, the main-auxiliary integrated cabinet includes a locomotive microcomputer, a four-quadrant rectifier and a traction converter module; the locomotive microcomputer is communicatively connected with the display screen of the operating console, the control end of the diesel generator, the four-quadrant rectifier, the traction converter module and the power battery pack.

[0011] Furthermore, a PLC module is used inside the locomotive microcomputer, and the PLC module communicates with the display via Ethernet, communicates with the diesel generator via RS485, communicates with the four-quadrant rectifier via RS485, and communicates with the traction converter module via RS485; the BMS of the power battery pack communicates with the PLC module via CAN to RS485.

[0012] Furthermore, the four-quadrant rectifier includes at least two four-quadrant rectifier modules connected in parallel, which can work as a rectifier and as an inverter; when working as a rectifier, it cooperates with the previous LCL filter to convert the input three-phase power into AC / DC to provide power for the subsequent traction conversion module; and can charge the power battery pack; when working as an inverter, it supplies power to the load system and traction motor of the vehicle body.

[0013] Furthermore, the traction inverter module is connected to the control end of the traction motor. The main circuit of the traction inverter module is a three-phase bridge inverter circuit. The switching device uses IGBT, which is used to invert the input DC voltage into a three-phase AC power supply to drive the traction motor to operate.

[0014] Furthermore, a control battery is also provided on the vehicle body running part, and a charger module of the control battery communicates with the locomotive microcomputer via CAN to RS485.

[0015] Beneficial effects of the utility model:

[0016] (1) Use old diesel locomotives for transformation. The frame and steel car body and other parts can be refurbished without redesigning the frame. The internal functional parts need to be replaced, such as the diesel generator, air compressor and other parts. Add a power battery pack and a main and auxiliary integrated cabinet to transform the diesel locomotive into a shunting locomotive that can be powered by a diesel generator and a battery. The transformation is simple, time-saving and labor-saving. Compared with diesel locomotives, the transformed locomotive is more environmentally friendly. The locomotive is also equipped with a diesel generator. When the power system fails, the diesel generator can generate electricity to charge the battery. It is more comfortable to drive and is smarter and safer than a diesel locomotive.

[0017] (2) Electric braking is added on the basis of air braking, and through braking energy feedback, longer cruising range is achieved, and energy consumption is lower than that of diesel locomotives;

[0018] (3) After the internal combustion locomotive is transformed, environmental pollution and noise pollution can be effectively reduced, and energy consumption is also better optimized; the power battery pack can be charged by the mains or by the diesel engine; during the use of the vehicle, the battery can be charged by electric braking; and the new vehicle is more convenient to use, inspect and maintain, and the cost is lower; and the power battery pack does not require daily maintenance, which reduces the maintenance workload of the entire vehicle;

[0019] (4) The electrical system, power battery pack, etc. are all reliable products used in large quantities in the industrial field. The accessories are easy to purchase and cheap, with stable performance and low failure rate;

[0020] (5) By setting up a main and auxiliary integrated cabinet, it can work as both a rectifier and an inverter, realizing two-way flow of energy; and through the locomotive microcomputer, it can communicate with each electronic control module, thereby simplifying the circuit structure and line layout and improving the transmission speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a three-dimensional structural schematic diagram of the modification of the original internal combustion locomotive in the embodiment of the utility model;

[0022] Figure 2 It is a three-dimensional structural schematic diagram of a diesel locomotive after being transformed into a shunting locomotive according to an embodiment of the utility model;

[0023] Figure 3 yes Figure 2 A front view of the internal structure of the embodiment shown;

[0024] Figure 4 yes Figure 3 a top view of the illustrated embodiment;

[0025] Figure 5 This is a schematic diagram of the circuit principle of the main and auxiliary integrated cabinet of the utility model embodiment;

[0026] Figure 6 yes Figure 5 The illustrated embodiment is an enlarged schematic diagram of the circuit principle of inputting a three-phase power supply to the front side of a four-quadrant rectifier;

[0027] Figure 7 yes Figure 5 The enlarged schematic diagram of the principle of the four-quadrant rectifier connection circuit of the embodiment shown;

[0028] Figure 8 yes Figure 5 The illustrated embodiment is an enlarged schematic diagram of the principle of the connection circuit of the traction converter module.

[0029] Description of the accompanying drawings:

[0030] 1. Car body running gear; 2. Air compressor; 3. Diesel generator; 4. Power battery pack; 5. Main and auxiliary integrated cabinet; 6. Operating table; 7. Traction motor; 8. Gearbox; 11. Driver's cab; 12. Air conditioner; 13. Water cooling unit; 14. Air duct; 15. Cold dryer; 16. Main air cylinder. DETAILED DESCRIPTION

[0031] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0032] like Figure 1 As shown in the figure, a shunting locomotive transformed from a diesel locomotive into a battery-driven shunting locomotive is shown in the figure. The traditional diesel locomotive is mainly composed of a diesel generator 3, a transmission device, an auxiliary device, a vehicle body running gear 1 (including a frame, a body, a bogie, etc.), a braking device and a control device. Based on the old diesel locomotive, this embodiment first disassembles the whole vehicle and retains the original vehicle frame, iron shell and bogie, etc. Figure 1 As shown in part 1 of the figure. The other original components are dismantled, mainly the upper shell of the original diesel locomotive is dismantled, and the old air compressor 2, diesel generator 3 and operating table 6 are replaced, and the power battery pack 4 and the main and auxiliary integrated cabinet 5 are newly added. In addition, the pipelines, air cylinders, lighting systems and ventilators need to be rearranged. In addition, this vehicle will adopt the gearbox mode of the original diesel locomotive, with two traction motors 7 driving the gearbox 8, and the gearbox 8 drives the wheels to make the car move. When one of the traction motors fails, the other traction motor continues to work, so that the front of the car can be returned to the factory smoothly. The new car uses two traction motors to drive the gearbox, and the power of a single traction motor is 300kW.

[0033] like Figures 2~4As shown: In this embodiment, the main and auxiliary integrated cabinet 5 is arranged between the driver's cab 11 and the power battery pack 4 of the vehicle body, and has its own fan cooling; the operating table 6 is arranged in the driver's cab 11; the diesel generator 3 is arranged between the power battery pack 4 and the air compressor 2; an air conditioner 12 is arranged above the driver's cab 11; a water cooling unit 13 is arranged above the power battery pack 4; an air duct 14 is arranged above the diesel generator 3 for exhausting smoke; a cold dryer 15 is arranged below the air compressor 2, and two main air cylinders 16 are arranged behind the air compressor 2. This arrangement structure of this embodiment does not require a significant change in the structure of the old internal combustion locomotive, thereby saving costs and saving time and effort in modification.

[0034] In this embodiment, the power battery pack 4 may be a battery cell, or a battery unit formed by connecting several battery cells in parallel or in series, or a power battery assembly formed by connecting several battery units in series.

[0035] In this embodiment, the main and auxiliary integrated cabinet 5 can convert between AC / DC and DC / AC according to the selection of the power supply mode, and also charge the power battery pack 4 and the control battery through the main and auxiliary integrated cabinet. Preferably, the power battery pack 4 is a lithium iron phosphate battery, and the control battery is a lead-acid battery. The control battery is used to power the low-voltage system of the whole vehicle, such as the lighting system, display screen, horn, etc., when the power battery pack is not in use.

[0036] It is understandable that as long as the main and auxiliary integrated cabinet covers the controller, AC / DC conversion module and the related circuits of the DC / AC conversion module, power conversion and charging can be achieved within the protection scope of the present utility model.

[0037] like Figures 5 to 8 As shown: Preferably, the main-auxiliary integrated cabinet 5 of this embodiment specifically adopts a main-auxiliary integrated converter, which mainly includes a locomotive microcomputer, a four-quadrant rectifier and a traction converter module.

[0038] Specifically, the locomotive microcomputer is the operation command control center of the entire locomotive (including locomotive low-voltage electrical control), which is replaced with a new microcomputer that can meet the control requirements. This microcomputer uses a PLC module inside. The MCU of the PLC module communicates with the HMI display of the operating console through Ethernet, communicates with the silent diesel generator through RS485, communicates with the four-quadrant rectifier through RS485 (there is also an I / O method), and communicates with the traction converter module through RS485 (there is also an I / O method). The BMS of the power battery pack communicates with the locomotive microcomputer through CAN to RS485, and the charger module that controls the battery communicates with the locomotive microcomputer through CAN to RS485. In addition, the locomotive microcomputer also reserves interfaces such as video monitoring system, locomotive safety control system, digital leveling system, ground wireless remote control system, unmanned driving system, and running gear self-detection, so that customers can add the above functions according to their needs.

[0039] The basic technical parameters of the locomotive microcomputer of this embodiment are as follows:

[0040] Power supply: DC24V;

[0041] Interface: 36 built-in input ports and 24 output ports;

[0042] Communication mode: 1 built-in RS485 port, 1 extended RS485 communication board, 1 Ethernet port;

[0043] Expansion port: 256 I / O ports (the number of I / O ports will be determined based on final requirements).

[0044] Specifically, the four-quadrant rectifier is composed of two four-quadrant rectifier modules UP1 and UP2 in parallel and related circuits, and the switching device adopts IGBT. The four-quadrant rectifier module can work as a rectifier or an inverter to realize the bidirectional flow of energy. When working as a rectifier, the AFE technology is used, the SPWM control mode is adopted, and the input three-phase 380V is rectified and boosted into any constant voltage between DC570V and DC790V in cooperation with the LCL filter of the previous stage to provide power for the subsequent traction converter module, wherein the input three-phase 380V mainly comes from the ground three-phase power supply or the current receiving rail power supply, the diesel generator or the air compressor. When working as a rectifier, it is also used to charge the power battery pack, and the charge and discharge control of the battery is realized according to the charge and discharge characteristics of the power battery pack. Both the current and voltage can be controlled. At the same time, there are perfect protection measures such as overcurrent and overvoltage to ensure the charge and discharge safety of the power battery pack. The module's AFE technology can eliminate high-order harmonics, improve power factor, and is not affected by grid fluctuations, with excellent dynamic characteristics. Two four-quadrant rectifier modules are used for parallel output, and the failure of one module will not affect the operation of the other module, thus improving reliability. Communication is used to exchange data with the locomotive microcomputer (also in the form of I / O). When working as an inverter, it is also responsible for providing three-phase power to the air compressor, traction motor, ventilator, air conditioner and life load of the vehicle auxiliary load system. In addition, by using a four-quadrant rectifier module, two AC / DC conversion modules and a DC / AC conversion module can be combined into one, greatly simplifying the circuit structure.

[0045] The basic technical parameters of the four-quadrant rectifier in this embodiment are as follows:

[0046] AC side input voltage: three-phase 380V;

[0047] Rated output voltage on DC side: DC691V, voltage range: DC540V~DC788V;

[0048] Rated output current on DC side: 300A;

[0049] Rated output power on DC side: 180kW (the charging power can be set to be reduced according to the user's requirements for the vehicle charging rate);

[0050] Communication mode: RS485;

[0051] AC input short circuit, over-voltage and under-voltage protection, and current limiting protection;

[0052] DC side output over-voltage and under-voltage protection, over-current protection, short-circuit protection, module overheating protection, etc.

[0053] Specifically, there are two traction inverter modules. Each of the two traction inverter modules UA1 and UA2 drives a traction motor. The main circuit of the traction inverter module is a three-phase bridge inverter circuit. The switch device uses IGBT to invert the input DC voltage into a three-phase AC power supply to drive the traction motor. When a traction motor or traction inverter module fails, the fault can be automatically isolated without affecting the normal operation of the other traction motor and traction inverter module. It has its own fan cooling, and its control unit exchanges communication data and controls the I / O port with the locomotive microcomputer.

[0054] The traction inverter module has the function of electric braking, which is equivalent to adding a set of braking protection devices to the whole vehicle. During braking, energy can also be recovered to charge the power battery pack.

[0055] The basic technical parameters of the traction converter module of this embodiment are as follows:

[0056] Rated output voltage: three-phase 410V;

[0057] Output voltage range: three-phase 0V~546V;

[0058] Rated output current: 558A;

[0059] Rated output power: 300kW;

[0060] Rated output frequency: 27.4Hz;

[0061] Operation mode: VVVF (variable voltage, variable frequency);

[0062] Output voltage waveform: PWM wave;

[0063] Protection functions: input short circuit, over-voltage and under-voltage protection, output overvoltage protection, phase loss protection, overcurrent protection, short circuit protection, module overheating protection, etc.

[0064] In this embodiment, the control battery charger module adopts lead-acid battery pack charging and other load power supply, and the module communication is CAN communication, and communicates with the locomotive microcomputer via CAN to RS485.

[0065] The basic technical parameters of the battery charger module in this embodiment are as follows:

[0066] Rated output voltage: DC110V;

[0067] Output voltage range: DC77V~DC137.5V;

[0068] Rated total output current: 72A;

[0069] Rated output power: 8kW;

[0070] Isolation method: high-frequency transformer isolation; ripple factor: ≤3%;

[0071] Protection functions: input short circuit, over-voltage and under-voltage protection, output over-voltage protection, under-voltage protection, current limiting protection, short circuit protection, module overheating protection, etc.

[0072] In this embodiment, the modified shunting locomotive can select the mode through the operating console. There are four power supply modes, namely diesel engine mode, pure electric mode, storage charging mode and hybrid mode, specifically:

[0073] Diesel engine mode: The diesel generator is used as the power source. The three-phase power output by the diesel engine is converted into AC / DC through the four-quadrant rectifier of the main and auxiliary integrated cabinet, and the traction motor is controlled by the traction converter module.

[0074] Pure electric mode: The power battery pack is used as the power source. The DC power output by the power battery pack is directly sent to the main and auxiliary integrated cabinet, and DC / AC conversion is performed through the four-quadrant rectifier to supply power to the traction motor and other loads; when the locomotive is in the electric braking state, the feedback power of the traction motor can be converted into AC / DC through the four-quadrant rectifier to charge the power battery pack.

[0075] Hybrid mode: Powered by a diesel generator and a power battery pack at the same time, the motor is driven by the traction converter module of the main and auxiliary integrated cabinet, and it also has an electric braking function.

[0076] Storage charging mode: It is used to charge the power battery pack. Through the ground AC380V power supply, the four-quadrant rectifier of the main and auxiliary integrated cabinet performs AC / DC conversion to charge the power battery pack.

[0077] In this embodiment, eight gears are set for the locomotive according to the total power of the traction motor, and each gear corresponds to traction and braking at different powers. The maximum speed of the locomotive is 45kM / h, and the maximum power can reach 600kW.

[0078] To sum up, on the one hand, the utility model can effectively reduce environmental pollution and noise pollution by transforming old diesel locomotives, and energy consumption is also better optimized; the power battery pack can be charged by AC power or by a diesel generator, which is flexible, and the battery can be charged by electric braking during the use of the vehicle; on the other hand, the new vehicle is more convenient to use, overhaul and maintain, and the cost is lower; the power battery pack does not require daily maintenance, and the maintenance workload of the whole vehicle is small; the electrical system, power battery, etc. are all reliable products used in large quantities in the industrial field, the accessories are easy to purchase and cheap, the performance is stable, and the failure rate is low.

[0079] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A shunting locomotive transformed from a diesel locomotive into a battery-driven shunting locomotive, comprising a vehicle body, wherein the vehicle body adopts the vehicle body running gear of the original diesel locomotive; the vehicle body running gear is provided with a diesel generator, an air compressor and an operating console; characterized in that: A power battery pack and a main-auxiliary integrated cabinet are added to the vehicle running part; the main-auxiliary integrated cabinet is used to perform AC / DC conversion on the three-phase electricity output by the diesel generator and is connected to the control end of the diesel generator; the charging end and the power supply end of the power battery pack are both connected to the main-auxiliary integrated cabinet.

2. The shunting locomotive converted from a diesel locomotive into a battery-powered traction locomotive according to claim 1, characterized in that: The vehicle body running gear adopts the gearbox mode of the original internal combustion locomotive, including at least two traction motors driving the gearbox, and then the gearbox drives the wheels to rotate; when one of the traction motors fails, the other traction motor continues to work.

3. The shunting locomotive converted from a diesel locomotive into a battery-powered traction locomotive according to claim 2, characterized in that: The feedback electricity of the traction motor is converted into direct current through the inverter of the main and auxiliary integrated cabinet to charge the power battery pack.

4. The shunting locomotive converted from a diesel locomotive into a battery-powered shunting locomotive according to claim 2, characterized in that: The diesel generator and / or power battery pack drives the traction motor through the main and auxiliary integrated cabinet.

5. The shunting locomotive converted from a diesel locomotive into a battery-powered shunting locomotive according to claim 1, characterized in that: The main and auxiliary integrated cabinet is arranged between the driver's cab and the power battery pack of the vehicle body, and has its own fan cooling; the operating table is arranged in the driver's cab; the diesel generator is arranged between the power battery pack and the air compressor.

6. The shunting locomotive converted from a diesel locomotive into a battery-powered shunting locomotive according to any one of claims 1 to 5, characterized in that: The main-auxiliary integrated cabinet includes a locomotive microcomputer, a four-quadrant rectifier and a traction converter module; the locomotive microcomputer is communicatively connected with the display screen of the operating console, the control end of the diesel generator, the four-quadrant rectifier, the traction converter module and the power battery pack.

7. The diesel locomotive converted into a battery-powered shunting locomotive according to claim 6, characterized in that: The locomotive microcomputer uses a PLC module inside, which communicates with the display via Ethernet, with the diesel generator via RS485, with the four-quadrant rectifier via RS485, and with the traction converter module via RS485; the BMS of the power battery pack communicates with the PLC module via CAN to RS485.

8. The diesel locomotive converted into a battery-powered shunting locomotive according to claim 6, characterized in that: The four-quadrant rectifier includes at least two four-quadrant rectifier modules connected in parallel, which can work as a rectifier and as an inverter. When working as a rectifier, it cooperates with the previous LCL filter to convert the input three-phase power into AC / DC to provide power for the subsequent traction converter module; and can charge the power battery pack; when working as an inverter, it supplies power to the load system and traction motor of the vehicle body.

9. The diesel locomotive converted into a battery-powered shunting locomotive according to claim 6, characterized in that: The traction inverter module is connected to the control end of the traction motor. The main circuit of the traction inverter module is a three-phase bridge inverter circuit. The switching device adopts IGBT, which is used to invert the input DC voltage into a three-phase AC power supply to drive the traction motor to operate.

10. The diesel locomotive converted into a battery-powered shunting locomotive according to claim 6, characterized in that: The vehicle body running part is also provided with a control battery, and a charger module of the control battery communicates with the locomotive microcomputer via CAN to RS485.

Images