New energy railway locomotive working condition control device

Abstract

The utility model relates to the field of new energy of railway locomotives, in particular to a working condition control module of a new energy railway locomotive, which adopts the technical scheme that the working condition control module of the new energy railway locomotive comprises a shell, a relay module, a circulating air inlet cooling fan, an automatic temperature controller and a 110VDC intermediate relay, according to the utility model, the control of working conditions such as advancing, retreating, traction, braking and the like of the new energy locomotive is integrated into modularization, so that the efficiency is greatly improved; accurate, flexible, reliable and durable control is realized, the reliability and safety of working condition control of the new energy locomotive are enhanced, the cost is reduced, and the failure rate is reduced to the greatest extent.

Description

Technical Field

[0001] The utility model relates to the field of new energy for railway locomotives, in particular to a working condition control module for new energy railway locomotives. Background Art

[0002] Railway locomotives are rapidly experiencing new energy transformation using the three core technologies of "batteries, motors, and electronic controls." The key challenge, and the primary hurdle to overcome, is the scientific and effective integration of new energy technologies with traditional locomotives. This new energy locomotive operating condition control module effectively optimizes and integrates advanced new energy technologies with traditional fuel locomotives, achieving a rational integration of the original locomotive's wireless train dispatching, locomotive signaling, and automatic parking devices. This module addresses the operating condition control challenge of applying new energy technologies to traditional locomotives.

[0003] The application of new energy technologies in railway locomotives is currently rapidly emerging, and their reliability and stability need to be improved. This new energy railway locomotive operating control module utilizes advanced relay modules and high-temperature, corrosion-resistant, high-strength, gold-plated, flame-retardant electronic components, with a scientific and rational layout and logical control. The overall performance is remarkable, with precise operation, sensitive response, durability, stability, safety and reliability. It is easy and fast to install, strong and stable, simple to disassemble and replace, and highly economical. After more than a year of practical experience, it has been stable, safe and reliable, with remarkable results and significant benefits. It is a bold attempt and a new path of innovation. Utility Model Content

[0004] In order to overcome the problem of effectively combining existing railway locomotives with new energy technologies when the railway locomotive operating condition control device is in use.

[0005] The technical solution of the utility model is: a new energy railway locomotive operating condition control device, including a shell, a relay module, a circulating exhaust cooling fan, a circulating air intake cooling fan, an automatic temperature control controller, a 110VDC intermediate relay, a small anti-reverse charging diode, a freewheeling diode, a fourteen-core rectangular aviation plug socket, a sixteen-core rectangular aviation plug socket and a nineteen-core round quick-clamp aviation plug socket.

[0006] Preferably, the utility model integrates the forward, reverse, traction, braking and other working condition controls of the new energy locomotive into modularization, which greatly improves efficiency, realizes precise and flexible control, and is reliable and durable, thereby enhancing the reliability and safety of the working condition control of the new energy locomotive, thereby reducing costs and minimizing the failure rate.

[0007] Preferably, the rear end of the relay module is connected to a symmetrically distributed 14-core rectangular aviation plug socket and a 16-core rectangular aviation plug socket through a line, and the upper right end of the relay module is connected to a 19-core round quick-clamp aviation plug socket through a line. When in use, by adopting the LYNJ DC110V eight-pin intermediate relay and using the 35mm standard guide rail base, the integrated module combination installation is completed to realize the locomotive emergency stop function and the exhaust action of the emergency electric control valve, and accurately and effectively connect with the original railway locomotive 110V front and rear sand-sprinkling electric control valve, front and rear bagpipes, and emergency electric control valve functions.

[0008] Preferably, 110VDC intermediate relays are evenly distributed at the upper end of the relay module, and evenly distributed small anti-reverse charging diodes are installed at the center of the upper end of the 110VDC intermediate relay. Evenly distributed freewheeling diodes are installed at the edge of the upper end of the 110VDC intermediate relay. When in use, the relay module coil is equipped with parallel freewheeling diodes to prevent the impact of sudden changes in inductive loads, keep the current changes smooth, avoid the occurrence of surge voltage, and play a protective role. In addition, the characteristics of diode electronic components are used to install MDA. type anti-reverse diodes to prevent the sand-sprinkling electric control valve from affecting the relay module circuit when it is actuated, thereby minimizing interference and ensuring stable operation of the working condition control module.

[0009] Preferably, a partition and a base plate are installed on the inner wall of the lower end of the shell. The partition is located at the upper end of the base plate, the relay module is installed at the upper end of the partition, and the automatic temperature control controller is installed at the upper end of the base plate. When in use, two cooling fans are installed inside the module, one for air intake and the other for exhaust. At the same time, the air temperature sensing speed regulation module controller is used to control the overall temperature of the working condition module. It starts at 33 degrees, and when it reaches 35 degrees, the fan gradually enters the maximum speed variable speed starting mode, so that the inside of the module is quickly cooled. The air temperature sensing adjustment control is used to achieve smooth operation, avoid the impact of high temperature on normal use, ensure that the working condition control module is always in good operating condition, better adapt to the needs of the special environment of railway locomotives, and increase the service life of the module equipment.

[0010] Preferably, a first mounting groove is provided through the center of the upper and lower ends of the base plate, and a circulating exhaust cooling fan is installed in the first mounting groove. When in use, the circulating air intake cooling fan can quickly discharge the hot air from the relay module to quickly cool the relay module.

[0011] Preferably, a front end cover is installed at the front end of the housing, and a second installation groove that is symmetrical on both sides is opened through the front and rear ends of the front end cover. A circulating air intake cooling fan is installed in the second installation groove. When in use, the circulating air exhaust cooling fan can quickly discharge the hot air from the relay module to the outside to quickly cool down the relay module.

[0012] Preferably, a rear end cover is installed at the rear end of the shell, and a first slot body and a third slot body symmetrically distributed on the left and right are opened through the front and rear ends of the rear end cover, and a second slot body is opened through the upper side of the front and rear ends of the rear end cover. When in use, the first slot body, the second slot body and the third slot body can limit the installation of the fourteen-core rectangular aviation plug socket, the sixteen-core rectangular aviation plug socket and the nineteen-core round quick-clamp aviation plug socket.

[0013] Preferably, a fourteen-core rectangular aviation plug socket is installed in the first slot, a sixteen-core rectangular aviation plug socket is installed in the third slot, and a nineteen-core round quick-clamp aviation plug socket is installed in the second slot. When in use, the fourteen-core rectangular aviation plug socket, the sixteen-core rectangular aviation plug socket and the nineteen-core round quick-clamp aviation plug socket are effectively connected using polyvinyl chloride insulated flame-retardant soft unsheathed cable to realize the locomotive operating condition control function and accurately connect with the three equipment of locomotive signal, locomotive automatic stop device and wireless train dispatching locomotive. This quick-clamp plug-in is firm and stable, and improves efficiency, realizing the scientific matching of new energy technology VCU vehicle control and railway locomotive operating condition control.

[0014] Beneficial effects of the utility model:

[0015] 1. The utility model integrates the forward, reverse, traction, braking and other working condition controls of new energy locomotives into modular systems, which greatly improves efficiency, realizes precise and flexible control, and is reliable and durable. It enhances the reliability and safety of the working condition control of new energy locomotives, reduces costs, and minimizes the failure rate.

[0016] 2. The most important thing about this utility model is that it effectively connects the new energy technology of railway locomotives with the three existing locomotive signals, locomotive automatic parking devices and wireless train dispatching equipment, scientifically combines them, realizes the scientific matching of new energy technology and railway locomotive working condition control, solves the technical difficulties of new energy locomotive working condition control, and is also a new and effective attempt to apply new energy technology to the working condition control of traditional railway locomotives.

[0017] 3. The utility model adopts advanced high temperature resistant, corrosion resistant, high strength, gold-plated flame retardant electronic components, effective and reasonable layout and scientific logical control, the overall performance is very obvious, with precise action, sensitive response, durable and stable, safe and reliable performance, to achieve convenient and fast installation, firm, stable, simple disassembly and replacement, and high economic efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Shown is a schematic diagram of the three-dimensional structure of the new energy railway locomotive operating condition control device of the present utility model;

[0019] Figure 2Shown is a schematic diagram of the three-dimensional structure of the new energy railway locomotive operating condition control device of the present utility model;

[0020] Figure 3 Shown is a schematic diagram of the three-dimensional structure of the housing, partition and bottom plate of the new energy railway locomotive working condition control device of the present utility model;

[0021] Figure 4 Shown is a schematic diagram of the three-dimensional structure of the relay module and automatic temperature control controller of the new energy railway locomotive operating condition control device of the present utility model;

[0022] Figure 5 Shown is a schematic diagram of the three-dimensional structure of the 14-core rectangular aviation plug socket, 16-core rectangular aviation plug socket, 19-core round quick-release aviation plug socket, front cover and rear cover of the new energy railway locomotive working condition control device of the present utility model;

[0023] Figure 6 Shown is a schematic diagram of the wiring circuit inside the 14-core rectangular aviation socket module of the new energy railway locomotive operating condition control device of the utility model;

[0024] Figure 7 Shown is a schematic diagram of the wiring circuit inside the sixteen-core rectangular aviation socket module of the new energy railway locomotive operating condition control device of the present utility model;

[0025] Figure 8 Shown is a schematic diagram of the wiring circuit inside the 19-core rectangular aviation socket module of the new energy railway locomotive operating condition control device of the present utility model.

[0026] Explanation of the accompanying drawings: 1-housing, 2-front end cover, 3-rear end cover, 4-relay module, 5-partition, 6-bottom plate, 7-circulating air intake cooling fan, 8-first mounting slot, 9-automatic temperature control controller, 10-anti-reverse charging small diode, 11-freewheeling diode, 12-110VDC intermediate relay, 13-mounting slot, 14-circulating cooling fan, 15-fourteen-core rectangular aviation plug socket, 16-first slot body, 17-second slot body, 18-third slot body, 19-sixteen-core rectangular aviation plug socket, 20-nineteen-core round quick-clamp aviation plug socket. DETAILED DESCRIPTION

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0028] See also Figures 1-8The utility model provides an embodiment: a new energy railway locomotive operating condition control device, including a shell 1, a relay module 4, a circulating exhaust cooling fan 7, a circulating air intake cooling fan 14, an automatic temperature control controller 9, a 110VDC intermediate relay 12, an anti-reverse charging small diode 10, a freewheeling diode 11, a fourteen-core rectangular aviation plug socket 15, a sixteen-core rectangular aviation plug socket 19 and a nineteen-core round quick-clamp aviation plug socket 20. The utility model integrates the forward, reverse, traction, braking and other operating condition controls of the new energy locomotive into a modular system, greatly improving efficiency, achieving precise and flexible control, reliability and durability, and enhancing the reliability and safety of the new energy locomotive operating condition control, thereby reducing costs and minimizing the failure rate.

[0029] Example 1:

[0030] See also Figure 4-Figure 6 : A fourteen-core rectangular aviation plug socket 15 is installed in the first slot 16, a sixteen-core rectangular aviation plug socket 19 is installed in the third slot 18, and a nineteen-core round quick-clamp aviation plug socket 20 is installed in the second slot 17. When in use, the fourteen-core rectangular aviation plug socket 15, the sixteen-core rectangular aviation plug socket 19 and the nineteen-core round quick-clamp aviation plug socket 20 are effectively connected by using a polyvinyl chloride insulated flame-retardant soft unsheathed cable to realize the locomotive operating condition control function, and accurately connect with the three equipment of locomotive signal, locomotive automatic stop device and wireless train dispatching locomotive. This quick-clamp plug-in is firm and stable, and improves efficiency, realizing the scientific matching of new energy technology VCU vehicle control and railway locomotive operating condition control.

[0031] Three different types of sockets are used to avoid mis-insertion of plugs when installing, and the quick-lock aviation plug-in ensures a firm, convenient and fast installation.

[0032] Example 2:

[0033] See also Figure 3-Figure 5In this embodiment, the rear end of the relay module 4 is connected to a symmetrically distributed 14-core rectangular aviation plug socket 15 and a 16-core rectangular aviation plug socket 19 through a line. The upper right end of the relay module 4 is connected to a 19-core round quick-release aviation plug socket 20 through a line. When in use, by using LY2NJ DC110V The eight-pin intermediate relay, using a 35mm standard rail base, features integrated modular assembly. It implements the locomotive's emergency stop function and the exhaust function of the emergency electronically controlled valve, precisely and effectively interfacing with the locomotive's 110V front and rear sand-sprinkling electronically controlled valves, front and rear bagpipes, and emergency electronically controlled valves. 110VDC intermediate relays 12 are evenly spaced above the relay module 4. Small, evenly spaced anti-reverse-charge diodes 10 are installed at the center of the upper end of these relays, and evenly spaced freewheeling diodes 11 are installed at the upper edge of these relays. During operation, the parallel connection of these freewheeling diodes 11 with the relay module 4 coils mitigates the effects of sudden inductive load fluctuations, maintains smooth current changes, and avoids voltage surges, providing protection. Furthermore, the MD10A is installed, leveraging the unique characteristics of diode electronic components.58 type anti-reverse diode, prevents the sand-sprinkling electric control valve from affecting the relay module 4 circuit when it is in operation, minimizes interference, and ensures stable operation of the working condition control module. The inner wall of the lower end of the shell 1 is installed with a partition 5 and a bottom plate 6. The partition 5 is located at the upper end of the bottom plate 6. The relay module 4 is installed at the upper end of the partition 5. The automatic temperature control controller 9 is installed at the upper end of the bottom plate 6. When in use, two cooling fans are installed inside the module, one for air intake and the other for exhaust. At the same time, the air temperature sensing speed control module controller is used to control the overall temperature of the working condition module. It starts at 33 degrees and gradually enters the maximum speed variable speed starting mode at 35 degrees, so that the module is quickly cooled. According to the air temperature sensing adjustment control, smooth operation is achieved to avoid high temperature affecting normal use, ensuring that the working condition control module is always in good operating condition, better adapting to the needs of the special environment of railway locomotives, and increasing the service life of the module equipment. A first installation slot 8 is opened through the center of the upper and lower ends of the bottom plate 6. A circulating exhaust cooling fan 7 is installed in the first installation slot 8. When in use, the circulating exhaust cooling fan 7 can quickly discharge the hot air of the relay module 4 to the outside, so as to quickly cool the relay module 4. The front end of the housing 1 is equipped with a front cover 2. The front and rear ends of the front cover 2 are penetrated with a left-right symmetrical second installation slot 13. A circulating air cooling fan 14 is installed in the second installation slot 13. When in use, the circulating air cooling fan 14 can quickly discharge the hot air of the relay module 4 to the outside, so as to quickly cool the relay module 4. The front end of the housing 1 is equipped with a front cover 2. The front and rear ends of the front cover 2 are penetrated with a left-right symmetrical second installation slot 13. The second mounting slot 13 houses a circulating air cooling fan 14. The rear end of the housing 1 houses a rear cover 3. The front and rear ends of the rear cover 3 are penetrated by a first slot 16 and a third slot 18, both symmetrically distributed. A second slot 17 is penetrated by the upper sides of the front and rear ends of the rear cover 3. During use, the first, second, and third slots 16, 17, and 18 allow for quick, snap-fit ​​installation of the 14-core rectangular aviation plug socket 15, the 16-core rectangular aviation plug socket 19, and the 19-core round quick-release aviation plug socket 20.

[0034] It can accurately and effectively connect with the original 110V front and rear sand-spreading electric control valves, front and rear bagpipes, and emergency electric control valves of the railway locomotive, complete the exhaust action of the locomotive emergency stop electric control valve, and realize the scientific matching of new energy technology and railway locomotive working condition control.

[0035] During operation, the rear cover 3 is installed with a 16-core rectangular aviation plug socket 19, a 14-core rectangular aviation plug socket 15, and a 19-core round quick-release aviation plug socket 21. Using three different types of sockets prevents mis-insertion of plugs during installation. The quick-release aviation plug ensures secure and quick installation.

[0036] Next, PVC-insulated, flame-retardant, flexible, unsheathed cables were used for effective connections, enabling locomotive operating control functions (forward, reverse, traction, and braking). The cables also precisely interfaced with the locomotive signaling, locomotive automatic stop device, and wireless train dispatching equipment (three major components of the locomotive). The cables also precisely and effectively connected to the existing locomotive's 110V front and rear sand-spreading electric valves, front and rear bagpipes, and emergency electric valves, completing the exhaust operation of the locomotive's emergency stop electric valve. This achieved a scientific integration of new energy technologies and locomotive operating control.

[0037] Through the above steps, the utility model integrates the forward, reverse, traction, braking and other working condition controls of the new energy locomotive into a modular system, greatly improving efficiency, achieving precise, flexible, reliable and durable control, and enhancing the reliability and safety of the new energy locomotive working condition control, thereby reducing costs and minimizing the failure rate, and solving the problem of effectively combining existing railway locomotives with new energy technologies when the railway locomotive working condition control device is in use.

[0038] The embodiments of the present invention are described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by those skilled in the art without departing from the purpose of the present invention.

Claims

1. A new energy railway locomotive operating condition control device, comprising a housing (1), characterized in that: The invention also includes a relay module (4), a circulating exhaust cooling fan (7), a circulating inlet cooling fan (14), an automatic temperature control controller (9), a 110VDC intermediate relay (12), an anti-reverse charging small diode (10), a freewheeling diode (11), a 14-core rectangular aviation plug socket (15), a 16-core rectangular aviation plug socket (19), and a 19-core round quick-release aviation plug socket (20).

2. The new energy railway locomotive operating condition control device according to claim 1, characterized in that: The rear end of the relay module (4) is connected to a fourteen-core rectangular aviation plug socket (15) and a sixteen-core rectangular aviation plug socket (19) that are symmetrically distributed on the left and right through a line, and the upper side of the right end of the relay module (4) is connected to a nineteen-core circular quick-clamp aviation plug socket (20) through a line.

3. The new energy railway locomotive operating condition control device according to claim 2, characterized in that: The upper end of the relay module (4) is provided with equidistantly distributed 110VDC intermediate relays (12), the upper center of the 110VDC intermediate relay (12) is provided with equidistantly distributed small anti-reverse charging diodes (10), and the upper edge of the 110VDC intermediate relay (12) is provided with equidistantly distributed freewheeling diodes (11).

4. The new energy railway locomotive operating condition control device according to claim 3, characterized in that: A partition (5) and a base plate (6) are installed on the inner wall of the lower end of the housing (1), the partition (5) is located at the upper end of the base plate (6), the relay module (4) is installed at the upper end of the partition (5), and the automatic temperature control controller (9) is installed at the upper end of the base plate (6).

5. The new energy railway locomotive operating condition control device according to claim 4 is characterized in that: A first installation slot (8) is provided through the centers of the upper and lower ends of the bottom plate (6), and a circulating exhaust cooling fan (7) is installed in the first installation slot (8).

6. The new energy railway locomotive operating condition control device according to claim 5, characterized in that: A front end cover (2) is installed at the front end of the housing (1), and a left-right symmetrical second installation groove (13) is provided through the front and rear ends of the front end cover (2), and a circulating air intake cooling fan (14) is installed in the second installation groove (13).

7. The new energy railway locomotive operating condition control device according to claim 6, characterized in that: A rear end cover (3) is mounted on the rear end of the housing (1), a first slot body (16) and a third slot body (18) symmetrically distributed on the left and right are formed through the front and rear ends of the rear end cover (3), and a second slot body (17) is formed through the upper sides of the front and rear ends of the rear end cover (3).

8. The new energy railway locomotive operating condition control device according to claim 7, characterized in that: A fourteen-core rectangular aviation plug socket (15) is installed in the first slot (16), a sixteen-core rectangular aviation plug socket (19) is installed in the third slot (18), and a nineteen-core circular quick-release aviation plug socket (20) is installed in the second slot (17).

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