A traction locomotive employing a liquid-cooled drive system

Abstract

This utility model relates to a traction locomotive employing a liquid-cooled drive system, including a heat sink housing containing an antifreeze tank, a cooling fan, a water pump, and a radiator. The outlet of the antifreeze tank is connected to the inlet of the water pump and the low-level outlet of the radiator. A cooling pipe is installed at the outlet of the water pump, passing through the positions of a first motor controller and a second motor controller, then through the first and second motors, connecting to the high-level outlet of the radiator and the vent of the antifreeze tank. The water pump, cooling fan, and PLC controller are electrically connected, and the PLC controller is communicatively connected to the first and second motor controllers. This utility model replaces the air-cooled structure with a liquid-cooled structure, reducing the space required for heat dissipation and enabling simultaneous cooling of both motors, resulting in better heat dissipation.

Description

Technical Field

[0001] This utility model relates to the field of heat dissipation in traction locomotives, specifically to a traction locomotive employing a liquid-cooled drive system. Background Technology

[0002] In horizontal transport locomotives, the primary role is to provide traction force, which comes from the torque of the motors in the drive system. Currently, conventional locomotive drive systems mostly use traction motors to provide the required torque. These motors are generally naturally cooled, resulting in a large size, and their control methods typically employ frequency converters, which are mostly air-cooled and also relatively large. Current trends necessitate further reducing locomotive dimensions while maintaining the same viscous weight, leading to further compression of the locomotive's internal space. Furthermore, with the development of locomotive upgrades and retrofits, locomotives need to be upgraded from smaller to larger tonnage vehicles to maximize the use of the original car body while increasing traction force. Using ordinary traction motors increases the required motor power and size, making it difficult to fit within the limited space of smaller tonnage cars. Additionally, additional counterweight is required, making upgrades impractical in confined spaces. Therefore, a new type of drive system is needed to address the space and heat dissipation challenges during locomotive retrofits while also being adaptable to smaller car bodies. Summary of the Invention

[0003] To address the problems of low heat dissipation efficiency and large space occupation of air-cooled locomotives in existing tractors, this utility model proposes a tractor locomotive with a liquid-cooled drive system. By changing the air-cooled structure to a liquid-cooled structure, the space required for heat dissipation is reduced, and both motors can be cooled simultaneously, resulting in better heat dissipation.

[0004] To achieve the above objectives, this utility model proposes a traction locomotive employing a liquid-cooled drive system, comprising a control cabinet, a heat sink, a first reducer, a first motor, a second reducer, and a second motor. The first motor is connected to the first reducer via a coupling, and the second motor is connected to the second reducer via a coupling. The control cabinet is equipped with a first motor controller, a second motor controller, and a PLC controller. The control cabinet is located in the driver's cab, and a heat sink is located outside the driver's cab. The heat sink contains an antifreeze tank, a cooling fan, a water pump, and a radiator.

[0005] The outlet of the antifreeze tank is connected to the inlet of the water pump and the low-position port of the radiator. The outlet of the water pump is equipped with a cooling pipe. The cooling pipe passes through the positions of the first motor controller and the second motor controller, and then passes through the first motor and the second motor to connect to the high-position port of the radiator and the vent of the antifreeze tank.

[0006] The water pump, cooling fan, and PLC controller are electrically connected, and the PLC controller is communicatively connected to the first motor controller and the second motor controller.

[0007] Furthermore, both the first motor and the second motor include liquid-cooled permanent magnet motors, and the liquid-cooled permanent magnet motors are provided with a liquid inlet and a liquid outlet;

[0008] The cooling pipe includes sections A, B, C and D. Section B passes through the position of the first motor controller. The first motor is installed on section B. The two ends of section B are connected to sections A and D to form the first liquid cooling pipeline.

[0009] The C section passes through the position of the second motor controller, the second motor is installed on the C section, and the two ends of the C section are connected to the A section and the D section to form the second liquid cooling pipeline;

[0010] Both sections A and D are three-way structures. The inlet of section A is connected to a water pump, and the outlet of section D is connected to the high-level port of the radiator and the vent of the antifreeze tank.

[0011] The special structure of the cooling pipes enables simultaneous heat dissipation for both the first and second motor controllers, as well as for both the first and second motors, without interference between them, resulting in better heat dissipation.

[0012] Furthermore, the first motor includes a housing, the second motor includes a housing, a first temperature sensor is disposed inside the housing of the first motor, a second temperature sensor is disposed inside the housing of the second motor, and a third temperature sensor is disposed inside the antifreeze tank;

[0013] The first temperature sensor, the second temperature sensor, and the third temperature sensor are respectively connected to the input terminal of the PLC controller.

[0014] By installing a temperature sensor, the PLC controller can adjust the water pump flow rate in real time based on the temperature, forming a negative feedback system. This provides the hardware foundation for automatic control.

[0015] Furthermore, a liquid level sensor is installed inside the antifreeze tank, and the liquid level sensor is electrically connected to the PLC controller. An audible and visual alarm is connected to the output terminal of the PLC controller.

[0016] Since the liquid cooling medium will evaporate, a liquid level sensor is installed to detect the liquid level in the antifreeze tank. If antifreeze needs to be added, the PLC controller will control the audible and visual alarm to issue an alarm signal.

[0017] Furthermore, both the water pump and the cooling fan are equipped with frequency converters, the PLC controller is connected to the frequency converters, and the water pump and the cooling fan are connected to the power supply through the frequency converters.

[0018] Furthermore, the heat sink has heat dissipation holes, and a cooling fan is installed at the corresponding position of the heat dissipation holes.

[0019] To improve heat dissipation efficiency, cooling fans are installed to cool the radiator, thereby enhancing its heat dissipation effect.

[0020] The beneficial effects of this utility model through the above technical solution are as follows:

[0021] (1) This utility model achieves better heat dissipation while reducing the area of ​​the heat dissipation mechanism. Compared with air cooling, which requires a larger space, a heat dissipation box is set up outside the driver's cab. The heat dissipation box contains an antifreeze tank, a cooling fan, a water pump, and a radiator. Combined with cooling pipes, liquid cooling circulation is achieved to dissipate heat from the motor and controller. The space required for laying the pipes is much smaller than that required for air cooling. The cooling pipes are divided into two branches, namely the first liquid cooling pipe and the second liquid cooling pipe. The first motor controller and the first motor, the second motor controller and the second motor are simultaneously cooled through the first liquid cooling pipe and the second liquid cooling pipe, which has a high heat dissipation efficiency.

[0022] (2) The present invention is equipped with a temperature sensor to detect the temperature of the first motor, the second motor and the antifreeze tank in real time. The PLC controller can control the frequency converter according to the temperature sensor detection parameters and thus adjust the water pump flow rate, providing a hardware basis for automatic adjustment. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of a traction locomotive using a liquid-cooled drive system according to this utility model;

[0024] Figure 2 This is a schematic diagram of the cooling pipe flow direction of a traction locomotive using a liquid-cooled drive system according to this utility model;

[0025] Figure 3 This is a circuit diagram of a traction locomotive using a liquid-cooled drive system according to the present invention.

[0026] Figure 4 This is a schematic diagram showing the positional relationship between the heat sink and the cooling fan of a traction locomotive employing a liquid-cooled drive system according to this utility model.

[0027] Reference numerals: 1 for control cabinet, 2 for heat dissipation box, 3 for first reducer, 4 for first motor, 5 for second reducer, 6 for second motor, 7 for first motor controller, 8 for second motor controller, 9 for PLC controller, 10 for antifreeze tank, 11 for cooling fan, 12 for water pump, 13 for radiator, 14 for cooling pipe, 15 for first temperature sensor, 16 for second temperature sensor, 17 for third temperature sensor, 18 for liquid level sensor, 19 for audible and visual alarm, 20 for frequency converter. Detailed Implementation

[0028] Example 1

[0029] like Figures 1-4 As shown, a traction locomotive employing a liquid-cooled drive system includes a control cabinet 1, a heat sink 2, a first reducer 3, a first motor 4, a second reducer 5, and a second motor 6. The first motor 4 is connected to the first reducer 3 via a coupling, and the second motor 6 is connected to the second reducer 5 via a coupling. The control cabinet 1 is equipped with a first motor controller 7, a second motor controller 8, and a PLC controller 9. The control cabinet 1 is located in the driver's cab, and the heat sink 2 is located outside the driver's cab. The heat sink 2 is equipped with an antifreeze tank 10, a cooling fan 11, a water pump 12, and a radiator 13.

[0030] The outlet of the antifreeze tank 10 is connected to the inlet of the water pump 12 and the low-position port of the radiator 13. The outlet of the water pump 12 is provided with a cooling pipe 14. The cooling pipe 14 passes through the positions of the first motor controller 7 and the second motor controller 8, and then passes through the first motor 4 and the second motor 6 to connect to the high-position port of the radiator 13 and the exhaust port of the antifreeze tank 10.

[0031] The water pump 12, cooling fan 11 and PLC controller 9 are electrically connected, and PLC controller 9 is communicatively connected to the first motor controller 7 and the second motor controller 8.

[0032] Both the first motor 4 and the second motor 6 include liquid-cooled permanent magnet motors, and the liquid-cooled permanent magnet motors are provided with a liquid inlet and a liquid outlet;

[0033] The cooling pipe 14 includes sections A, B, C and D. Section B passes through the position of the first motor controller 7. The first motor 4 is installed on section B. Section B is connected to sections A and D at both ends to form the first liquid cooling pipe.

[0034] The C section passes through the position of the second motor controller 8, the second motor 6 is installed on the C section, and the two ends of the C section are connected to the A section and the D section to form the second liquid cooling pipeline;

[0035] Both sections A and D are three-way structures. The inlet of section A is connected to the water pump 12, and the outlet of section D is connected to the high-position port of the radiator 13 and the vent of the antifreeze tank 10.

[0036] The first motor 4 includes a housing, the second motor 6 includes a housing, a first temperature sensor 15 is provided inside the housing of the first motor 4, a second temperature sensor 16 is provided inside the housing of the second motor 6, and a third temperature sensor 17 is provided inside the antifreeze tank 10.

[0037] The first temperature sensor 15, the second temperature sensor 16 and the third temperature sensor 17 are respectively connected to the input terminal of the PLC controller 9.

[0038] The antifreeze tank 10 is equipped with a liquid level sensor 18, which is electrically connected to the PLC controller 9. The output terminal of the PLC controller 9 is connected to an audible and visual alarm 19.

[0039] Both the water pump 12 and the cooling fan 11 are equipped with frequency converters 20. The PLC controller 9 is connected to the frequency converter 20. The water pump 12 and the cooling fan 11 are connected to the power supply through the frequency converter 20.

[0040] The heat sink 2 has heat dissipation holes, and a cooling fan 11 is installed at the corresponding position of the heat dissipation holes.

[0041] In this embodiment, the liquid medium in the antifreeze tank 10 is antifreeze, which is typically a mixture of ethylene glycol (or propylene glycol) and water in a specific ratio. Water has a high specific heat capacity (4.2 kJ / (kg・℃)), allowing it to absorb a large amount of heat while its temperature rises slowly. The addition of ethylene glycol increases the specific heat capacity of the mixture, enabling it to efficiently remove the heat generated during equipment operation when flowing through heat-generating components, thus preventing localized overheating. Antifreeze is injected into the antifreeze tank 10 and the cooling pipes 14 before operation.

[0042] During operation, the PLC controller 9 has a temperature threshold set. When the temperature input from the temperature sensors (the average temperature of the first temperature sensor 15, the second temperature sensor 16, and the third temperature sensor 17) exceeds the temperature threshold, the PLC controller 9 powers on the water pump 12 via the frequency converter 20. Antifreeze flows out of the antifreeze tank 10, splitting into sections B and C via section A of the cooling pipe 14. Section B flows past the position of the first motor controller 7 and the first motor 4, while section C flows past the position of the second motor controller 8 and the second motor 6. As the coolant flows through the motor and controller housings, it absorbs heat generated by the equipment operation, such as copper and iron losses, through heat conduction, causing the coolant temperature to gradually increase. Sections B and C converge at section D, and the coolant flows through section D into the high-level port of the radiator 13, where heat exchange is completed, the coolant temperature decreases, and it flows back from the low-level port of the radiator 13 to the antifreeze tank 10, completing one cooling cycle.

[0043] If the temperature sensor input temperature continues to rise, the PLC controller 9 controls the frequency converter 20 to adjust the flow rate of the water pump 12 to improve the heat dissipation efficiency. At the same time, another frequency converter 20 controls the cooling fan 11 to blow air onto the radiator 13 to accelerate airflow and improve the heat dissipation effect of the radiator 13.

[0044] The level sensor 18 monitors the antifreeze tank 10 in real time and sets a level threshold. When the value detected by the level sensor 18 is lower than the level threshold, the PLC controller 9 controls the audible and visual alarm 19 to sound an alarm. When the operator adds antifreeze to the antifreeze tank 10, and the level rises above the level threshold, the PLC controller 9 controls the audible and visual alarm 19 to stop working. The operator then refills the antifreeze tank 10.

[0045] The embodiments described above are merely preferred embodiments of this utility model and are not intended to limit the scope of implementation of this utility model. Therefore, all equivalent changes or modifications made to the structure, features and principles described in the patent claims of this utility model should be included within the scope of the patent application of this utility model.

Claims

1. A traction locomotive employing a liquid-cooled drive system, comprising a control cabinet (1), a heat sink (2), a first reducer (3), a first motor (4), a second reducer (5), and a second motor (6), wherein the first motor (4) is connected to the first reducer (3) via a coupling, and the second motor (6) is connected to the second reducer (5) via a coupling; the control cabinet (1) is equipped with a first motor controller (7), a second motor controller (8), and a PLC controller (9); the control cabinet (1) is located in the driver's cab; characterized in that... A heat dissipation box (2) is installed outside the driver's cab. The heat dissipation box (2) contains an antifreeze tank (10), a cooling fan (11), a water pump (12), and a radiator (13). The outlet of the antifreeze tank (10) is connected to the inlet of the water pump (12) and the low-position port of the radiator (13). The outlet of the water pump (12) is provided with a cooling pipe (14). The cooling pipe (14) passes through the positions of the first motor controller (7) and the second motor controller (8), then passes through the first motor (4) and the second motor (6), and connects to the high-position port of the radiator (13) and the exhaust port of the antifreeze tank (10). The water pump (12), cooling fan (11) and PLC controller (9) are electrically connected, and the PLC controller (9) is communicatively connected to the first motor controller (7) and the second motor controller (8).

2. A traction locomotive employing a liquid-cooled drive system according to claim 1, characterized in that, The first motor (4) and the second motor (6) both include liquid-cooled permanent magnet motors, and the liquid-cooled permanent magnet motors are provided with a liquid inlet and a liquid outlet; The cooling pipe (14) includes section A, section B, section C and section D. Section B passes through the position of the first motor controller (7). The first motor (4) is installed on section B. Section B is connected to section A and section D at both ends to form the first liquid cooling pipe. The C section passes through the position of the second motor controller (8), the second motor (6) is installed on the C section, and the two ends of the C section are connected to the A section and the D section to form the second liquid cooling pipeline; Both sections A and D are three-way structures. The inlet of section A is connected to the water pump (12), and the outlet of section D is connected to the high port of the radiator (13) and the vent of the antifreeze tank (10).

3. A traction locomotive employing a liquid-cooled drive system according to claim 1, characterized in that, The first motor (4) includes a housing, the second motor (6) includes a housing, a first temperature sensor (15) is provided inside the housing of the first motor (4), a second temperature sensor (16) is provided inside the housing of the second motor (6), and a third temperature sensor (17) is provided inside the antifreeze tank (10). The first temperature sensor (15), the second temperature sensor (16) and the third temperature sensor (17) are respectively connected to the input terminal of the PLC controller (9).

4. A traction locomotive employing a liquid-cooled drive system according to claim 1, characterized in that, The antifreeze tank (10) is equipped with a liquid level sensor (18), which is electrically connected to the PLC controller (9). The output terminal of the PLC controller (9) is connected to an audible and visual alarm (19).

5. A traction locomotive employing a liquid-cooled drive system according to claim 1, characterized in that, The water pump (12) and the cooling fan (11) are both equipped with frequency converters (20). The PLC controller (9) is connected to the frequency converters (20) for communication. The water pump (12) and the cooling fan (11) are connected to the power supply through the frequency converters (20).

6. A traction locomotive employing a liquid-cooled drive system according to claim 1, characterized in that, The heat sink (2) has heat dissipation holes, and a cooling fan (11) is installed at the corresponding position of the heat dissipation holes.

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