Locomotive battery-swapping method and apparatus, and battery storage vehicle and electric locomotive

Abstract

Provided in the embodiments of the present application are a locomotive battery-swapping method and apparatus, and a battery storage vehicle and an electric locomotive. The locomotive comprises a battery storage vehicle and a traction vehicle. The method comprises: when a traction vehicle is in a low-power state, sending, in a preset battery-swapping operation area, a signal for disconnecting a battery storage vehicle from the low-power traction vehicle, such that the battery storage vehicle continues to travel through a turnout on the basis of a battery storage module; receiving a dedicated-charging-line entry signal, sending to the battery storage vehicle a signal for entering a preset dedicated charging line and coupling to a fully charged traction vehicle, and switching a preset switch, such that the fully charged traction vehicle supplies power to the battery storage vehicle; after the battery storage vehicle is coupled to the fully charged traction vehicle, sending to the battery storage vehicle a signal for exiting the dedicated charging line and coupling to the low-power traction vehicle; and at the dedicated charging line, sending to the battery storage vehicle a signal for disconnecting from the low-power traction vehicle, and retaining the low-power traction vehicle at the dedicated charging line for charging. By means of battery swapping of a locomotive, rapid power supply to the locomotive is realized without requiring overhead contact systems or charging piles, thereby featuring low costs and high power supply efficiency.

Description

Locomotive battery replacement method and device, power storage vehicle and electric locomotive TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy, in particular to a locomotive battery replacement method and device, a power storage vehicle and an electric locomotive. BACKGROUND

[0002] Locomotives are divided into steam locomotives, diesel locomotives, gas turbine locomotives, etc. These locomotives carry fuel and water and are self-powered locomotives that can travel independently. These locomotives all pollute the environment. Later, electric locomotives emerged, but the current electric locomotives need to erect a contact network along the railway, and the construction of the contact network involves a large amount of infrastructure engineering and cable consumption. In addition, the contact network needs to be regularly maintained, which has a high use cost. SUMMARY

[0003] The present application provides a locomotive battery replacement method and device, a power storage vehicle and an electric locomotive.

[0004] In a first aspect, the present application provides a locomotive battery replacement method, wherein the locomotive includes a power storage vehicle and a traction vehicle, the power storage vehicle includes a power storage module, the traction vehicle includes a plurality of battery packs, the traction vehicle is connected to the power storage vehicle, and the method includes:

[0005] In the case of insufficient power of the traction vehicle, a power storage vehicle and insufficient power traction vehicle separation signal is sent in a preset battery replacement operation area, so that the power storage vehicle continues to travel through the turnout based on the power storage module;

[0006] A charging special line entry signal is received, a preset charging special line and full power traction vehicle connection signal is sent to the power storage vehicle, a preset switch is switched, and the full power traction vehicle is powered to the power storage vehicle;

[0007] After the power storage vehicle and the full power traction vehicle are connected, a charging special line exit and insufficient power traction vehicle connection signal is sent to the power storage vehicle, so that the power storage vehicle pulls the full power traction vehicle and the insufficient power traction vehicle into the charging special line;

[0008] In the charging special line, a power storage vehicle and insufficient power traction vehicle separation signal is sent to the power storage vehicle, and the insufficient power traction vehicle is left in the charging special line for charging. After being fully charged, it waits for the next battery replacement.

[0009] In an optional embodiment of the present application, the distance between the preset charging special line and the power plant and the locomotive running track is respectively within a first preset distance range and a second preset distance range.

[0010] In an optional embodiment of the present application, the insufficient power traction vehicle is left in the charging special line for charging, including:

[0011] Real-time monitoring of power grid load of the power plant, in the case of power grid load less than or equal to the preset load value, the undercharged tractor left in the charging special line is used as a storage device to charge the undercharged tractor;

[0012] In the case of power grid load greater than the preset load value, the full-charged tractor in the charging special line is used as a backup battery to peak shaving and valley filling of the power plant.

[0013] In an optional embodiment of the present application, the method further comprises:

[0014] Obtaining the time period corresponding to the highest point and the lowest point of the power grid load curve of the power plant in a day in the historical data;

[0015] The time period corresponding to the highest point and the lowest point of the power grid load curve in a day is respectively used as the locomotive battery replacement limit time and the optimal battery replacement time, wherein, at the locomotive battery replacement limit time, there are no less than a preset number of undercharged tractors staying in the charging special line.

[0016] In an optional embodiment of the present application, the method further comprises:

[0017] The power grid load curve of the power plant in each day of a plurality of preset years is used as historical data to predict the power grid load curve of each day in the future year;

[0018] According to the power grid load prediction curve of each day, the time period corresponding to the highest point and the lowest point of the power grid load prediction curve in a day is determined.

[0019] In an optional embodiment of the present application, the method further comprises:

[0020] In the power grid load prediction curve of each day, the first front balance point and the first rear balance point with the minimum absolute value of time difference between the highest point are respectively determined before and after the highest point, and the second front balance point and the second rear balance point with the minimum absolute value of time difference between the lowest point are respectively determined before and after the lowest point, wherein, the balance point is the point at which the power grid load is the power generation capacity of the power plant;

[0021] The time period between the first front balance point and the first rear balance point is used as the time period corresponding to the highest point in a day;

[0022] The time period between the second front balance point and the second rear balance point is used as the time period corresponding to the lowest point in a day.

[0023] In an optional embodiment of the present application, the method further comprises:

[0024] The locomotive battery replacement time table is determined according to the locomotive battery replacement limit time and the optimal battery replacement time, so that the locomotive battery replacement traction vehicle can be used to regulate peak and valley of the power plant.

[0025] In a second aspect of the embodiments of the present application, a locomotive battery replacement device is provided, comprising:

[0026] The first sending module is configured to, in the case of a lack of electricity in the traction vehicle, send a separation signal of the electricity storage vehicle and the lack-of-electricity traction vehicle in the preset battery replacement operation area, so that the electricity storage vehicle continues to drive through the turnout based on the electricity storage module;

[0027] The switching module is configured to receive a charging special line entry signal, send an entering preset charging special line and full-electricity traction vehicle connection signal to the electricity storage vehicle, and switch the preset switch, so that the full-electricity traction vehicle supplies power to the electricity storage vehicle;

[0028] The second sending module is configured to, after the electricity storage vehicle and the full-electricity traction vehicle are connected, send a driving-out charging special line and lack-of-electricity traction vehicle connection signal to the electricity storage vehicle, so that the electricity storage vehicle drives the full-electricity traction vehicle and the lack-of-electricity traction vehicle into the charging special line;

[0029] The third sending module is configured to, in the charging special line, send a separation signal of the electricity storage vehicle and the lack-of-electricity traction vehicle to the electricity storage vehicle, so that the lack-of-electricity traction vehicle is left in the charging special line for charging, and after being fully charged, waits for the next battery replacement.

[0030] In a third aspect of the embodiments of the present application, an electricity storage vehicle is provided, comprising an electricity storage module and the above-mentioned locomotive battery replacement device.

[0031] In a fourth aspect of the embodiments of the present application, an electric locomotive is provided, comprising the above-mentioned electricity storage vehicle and traction vehicle, wherein the traction vehicle comprises a plurality of battery packs, and the traction vehicle is connected to the electricity storage vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which are included to provide a further understanding of the present application, constitute a part of the present application, the illustrative embodiments of the present application and their descriptions serve to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0033] FIG. 1 is a flowchart of a locomotive battery replacement method according to an embodiment of the present application;

[0034] FIG. 2 is a structural schematic diagram of a locomotive according to an embodiment of the present application;

[0035] FIG. 3 is a schematic diagram of separation of an electricity storage vehicle and a lack-of-electricity traction vehicle according to an embodiment of the present application;

[0036] Fig. 4 is a schematic diagram of the electric storage vehicle and the full-electric traction vehicle connected in accordance with an embodiment of the present application;

[0037] Fig. 5 is a schematic diagram of the electric storage vehicle towing the full-electric traction vehicle and the low-electric traction vehicle in accordance with an embodiment of the present application;

[0038] Fig. 6 is a schematic diagram of the electric storage vehicle and the full-electric traction vehicle leaving the charging station in accordance with an embodiment of the present application;

[0039] Fig. 7 is a schematic diagram of the structure of the locomotive battery replacement device in accordance with an embodiment of the present application;

[0040] Fig. 8 is a schematic diagram of the bottom frame of the electric power locomotive in accordance with an embodiment of the present application;

[0041] Fig. 9 is a schematic diagram of the structure of the hoisting cooperation mechanism arranged on the bottom frame of the electric power locomotive in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0042] In the process of implementing the present application, the inventors found that the current electric power locomotive needs to erect a catenary along the railway, and the construction of the catenary involves a large amount of infrastructure engineering and cable consumption materials, and the catenary also needs to be regularly maintained, which has a high use cost.

[0043] To solve the above problems, the present application provides a locomotive battery replacement method, wherein the locomotive includes an electric storage vehicle and a traction vehicle, the electric storage vehicle includes an electric storage module, the traction vehicle includes a plurality of battery packs, and the traction vehicle is connected to the electric storage vehicle. In the case of low battery of the traction vehicle, a separation signal of the electric storage vehicle and the low-electric traction vehicle is sent in a preset battery replacement operation area, so that the electric storage vehicle continues to drive through the turnout based on the electric storage module, receives a driving signal of the charging special line, sends a signal of entering the preset charging special line and connecting with the full-electric traction vehicle to the electric storage vehicle, switches a preset switch, so that the full-electric traction vehicle supplies power to the electric storage vehicle, after the electric storage vehicle and the full-electric traction vehicle are connected, a signal of leaving the charging special line and connecting with the low-electric traction vehicle is sent to the electric storage vehicle, so that the electric storage vehicle drives the full-electric traction vehicle and the low-electric traction vehicle into the charging special line, in the charging special line, a separation signal of the electric storage vehicle and the low-electric traction vehicle is sent, so that the low-electric traction vehicle is left in the charging special line for charging, and after being fully charged, the low-electric traction vehicle waits for the next battery replacement. The locomotive realizes fast power supply to the locomotive through battery replacement, without the need of catenary and charging pile, which has low cost and high power supply efficiency.

[0044] In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application are further described in detail below with reference to the drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0045] Please refer to FIG. 1, the locomotive battery replacement method provided by the embodiment of the application comprises the following steps S1-S4, wherein, please refer to FIG. 2, the locomotive 120 comprises an electric storage vehicle 1201 and a traction vehicle 1202, the electric storage vehicle comprises an electric storage module, the traction vehicle comprises a plurality of battery packs, and the traction vehicle is connected to the electric storage vehicle:

[0046] S1, in the case that the traction vehicle is short of electricity, sending a signal for separating the electric storage vehicle from the short-of-electricity traction vehicle in a preset battery replacement work area, so that the electric storage vehicle continues to drive through a turnout based on the electric storage module.

[0047] In an optional embodiment of the application, please refer to FIG. 3, after sending the signal for separating the electric storage vehicle from the short-of-electricity traction vehicle in the preset battery replacement work area, the short-of-electricity traction vehicle remains in place as a battery vehicle 1, and the electric storage vehicle continues to drive through the turnout as a locomotive.

[0048] S2, receiving a signal for entering a charging special line, sending a signal for connecting a full-electricity traction vehicle to the electric storage vehicle in the preset charging special line, and switching a preset switch, so that the full-electricity traction vehicle supplies power to the electric storage vehicle.

[0049] In an optional embodiment of the application, please refer to FIG. 4, the electric storage vehicle enters the preset charging special line of the charging station as a locomotive, and is connected to the full-electricity traction vehicle as a battery vehicle 2.

[0050] In an optional embodiment of the application, in the step S2, the distance between the preset charging special line and the power plant and the distance between the preset charging special line and the locomotive running track are respectively within a first preset distance range and a second preset distance range.

[0051] S3, after the electric storage vehicle is connected to the full-electricity traction vehicle, sending a signal for driving out of the charging special line and connecting to a short-of-electricity traction vehicle, so that the electric storage vehicle drives the full-electricity traction vehicle and the short-of-electricity traction vehicle into the charging special line.

[0052] In an optional embodiment of the application, please refer to FIG. 5, the electric storage vehicle is connected to the short-of-electricity traction vehicle as a battery vehicle 1 together with the battery vehicle 2 as a locomotive, and then drives into the preset charging special line of the charging station.

[0053] S4, in the charging special line, sending a signal for separating the electric storage vehicle from the short-of-electricity traction vehicle, leaving the short-of-electricity traction vehicle in the charging special line for charging, and waiting for the next battery replacement after being fully charged.

[0054] In an optional embodiment of the application, please refer to FIG. 2, the electric storage vehicle 1201 can also be charged in the charging station 110 through a pantograph, and the locomotive 120 can also comprise a cargo vehicle 1203.

[0055] In an optional embodiment of the present application, referring to FIG. 6, the battery car 1 as the under-power traction vehicle is left on the charging special line for charging, and the storage car is driven out of the charging station as the locomotive together with the battery car 2.

[0056] In an optional embodiment of the present application, the step S4 of leaving the under-power traction vehicle on the charging special line for charging includes:

[0057] In real time, the power grid load of the power plant is monitored, and in the case that the power grid load is less than or equal to a preset load value, the under-power traction vehicle left on the charging special line is used as the energy storage device to charge the under-power traction vehicle;

[0058] In the case that the power grid load is greater than the preset load value, the full-power traction vehicle in the charging special line is used as the standby battery to peak shave the power plant.

[0059] In an optional embodiment of the present application, the method further includes:

[0060] obtaining time periods corresponding to the highest point and the lowest point of the power grid load curve of the power plant in a day in historical data;

[0061] respectively taking the time periods corresponding to the highest point and the lowest point of the power grid load curve in a day as the locomotive battery replacement limit time and the optimal battery replacement time, wherein, at the locomotive battery replacement limit time, no less than a preset number of under-power traction vehicles are left on the charging special line.

[0062] In an optional embodiment of the present application, the step of obtaining the time periods corresponding to the highest point and the lowest point of the power grid load curve of the power plant in a day in historical data includes:

[0063] taking the power grid load curve of the power plant of each day in a plurality of preset years as the historical data to predict the power grid load curve of each day in the future year;

[0064] determining the time periods corresponding to the highest point and the lowest point of the power grid load prediction curve of each day in a day according to the power grid load prediction curve of each day.

[0065] In an optional embodiment of the present application, the step of determining the time periods corresponding to the highest point and the lowest point of the power grid load prediction curve of each day in a day according to the power grid load prediction curve of each day includes:

[0066] respectively determining a first front balance point and a first rear balance point with the minimum absolute value of time difference between the highest point before and after the highest point in the power grid load prediction curve of each day, and respectively determining a second front balance point and a second rear balance point with the minimum absolute value of time difference between the lowest point before and after the lowest point, wherein, the balance point is the point at which the power grid load is the power generation of the power plant.

[0067] the time period between the first front equilibrium point and the first rear equilibrium point as the corresponding time period of the highest point in a day;

[0068] the time period between the second front equilibrium point and the second rear equilibrium point as the corresponding time period of the lowest point in a day.

[0069] In an optional embodiment of the present application, the method further comprises:

[0070] determining a locomotive battery replacement time table according to the locomotive battery replacement limit time and the optimal battery replacement time, so that the locomotive battery replacement traction vehicle can be used to regulate peak and valley of the power plant.

[0071] An embodiment of the present application provides a locomotive control method, in addition to comprising the above-mentioned locomotive battery replacement method, further comprising the following steps:

[0072] obtaining the on-off control environment data and the high-voltage system state data through the sensor network, comprehensively analyzing to obtain the battery abnormal interference index of the battery replacement locomotive, and processing to obtain the battery cluster abnormality degree evaluation threshold according to the battery abnormal interference index of the battery replacement locomotive;

[0073] monitoring the abnormal state data of each battery unit of the battery replacement locomotive, and comprehensively analyzing to obtain the battery cluster abnormality degree evaluation value of the battery replacement locomotive;

[0074] comparing the battery cluster abnormality degree evaluation value of the battery replacement locomotive with the battery cluster abnormality degree evaluation threshold, and if the battery cluster abnormality degree evaluation value of the battery replacement locomotive is greater than the battery cluster abnormality degree evaluation threshold, the battery replacement locomotive is controlled to be powered off.

[0075] In an optional embodiment of the present application, the comprehensive analysis obtains the battery abnormal interference index of the battery replacement locomotive, and the specific analysis process is:

[0076] deploying a plurality of environment monitoring points, collecting the environment temperature, the environment humidity and the environment air pressure of each environment monitoring point, and obtaining the reference suitable environment temperature, the reference suitable environment humidity and the reference suitable environment air pressure from the battery replacement locomotive database, and processing to obtain the on-off control environment abnormality evaluation value;

[0077] deploying a plurality of time monitoring points, collecting the actual voltage and the actual current of the high-voltage system at each time monitoring point, and obtaining the high-voltage system reference standard current from the battery replacement locomotive database, and processing to obtain the high-voltage system state abnormality evaluation value;

[0078] comprehensively analyzing to obtain the battery abnormal interference index of the battery replacement locomotive according to the on-off control environment abnormality evaluation value and the high-voltage system state abnormality evaluation value.

[0079] In an optional embodiment of the present application, the processing obtains the battery cluster abnormality degree evaluation threshold value, and the specific process is as follows:

[0080] The battery abnormality interference index of the battery swap locomotive is compared with the battery cluster abnormality degree evaluation threshold value compensation parameter corresponding to each battery abnormality interference index interval stored in the battery swap locomotive database, to obtain the battery cluster abnormality degree evaluation threshold value compensation parameter of the battery swap locomotive.

[0081] The set reference battery cluster abnormality degree evaluation threshold value is obtained from the battery swap locomotive database, and the battery cluster abnormality degree evaluation threshold value compensation parameter of the battery swap locomotive is summed with the reference battery cluster abnormality degree evaluation threshold value, to obtain the battery cluster abnormality degree evaluation threshold value.

[0082] In an optional embodiment of the present application, the comprehensive analysis obtains the battery cluster abnormality degree evaluation value of the battery swap locomotive, and the specific analysis process is as follows:

[0083] The voltage of each battery unit in the battery cluster of the battery swap locomotive is monitored, and the voltage time sequence curve of each battery unit is obtained through processing.

[0084] The length of each battery unit voltage time sequence curve is obtained, and each battery unit voltage time sequence curve is compared with each other to extract the overlap length between each battery unit voltage time sequence curve, to construct the overlap length matrix D of the voltage time variation curve, and the mathematical expression of the matrix D is as follows:

[0085] In the formula, d rt represents the overlap length between the rth battery unit voltage time sequence curve and the tth battery unit voltage time sequence curve, r represents the row number in the matrix, t represents the column number in the matrix, r = 1, 2, 3,..., s, t = 1, 2, 3,..., s, and s represents the total number of battery units.

[0086] The temperature of each battery unit is collected, and the comprehensive analysis obtains the battery cluster abnormality degree evaluation value of the battery swap locomotive.

[0087] In an optional embodiment of the present application, the battery abnormality interference index of the battery swap locomotive is a quantitative index obtained by analyzing the power-on / off control environment abnormality evaluation value and the high-voltage system state abnormality evaluation value, and is used to quantify the interference degree of the battery cluster abnormality evaluation caused by the power-on / off control environment data and the high-voltage system state data.

[0088] In an optional embodiment of the present application, the battery abnormality interference index of the battery swap locomotive has the following specific numerical expression:

[0089] In the formula, β represents the battery abnormal interference index of the battery swap locomotive, e represents a natural constant, θH represents the power-on / off control environment abnormality evaluation value, θG represents the high-voltage system state abnormality evaluation value, φ1 represents the battery abnormal interference influence factor corresponding to the set power-on / off control environment abnormality evaluation value, and φ2 represents the battery abnormal interference influence factor corresponding to the set high-voltage system state abnormality evaluation value.

[0090] In an optional embodiment of the present application, the high-voltage system state abnormality evaluation value has a specific numerical expression as follows:

[0091] In the formula, θG represents the high-voltage system state abnormality evaluation value, Ug i represents the actual voltage at the i th time monitoring point, Ig i represents the actual current at the i th time monitoring point, Ig0 represents the reference standard current of the high-voltage system, ΔIg represents the allowable deviation current of the high-voltage system, ψ1 represents the high-voltage system state abnormality influence factor corresponding to the set voltage, ψ2 represents the high-voltage system state abnormality influence factor corresponding to the set current, i represents the number of each time monitoring point, i = 1, 2, 3,..., n, and n represents the total number of time monitoring points.

[0092] In an optional embodiment of the present application, the power-off control of the battery swap locomotive includes power-off control in the case that only the auxiliary equipment of the locomotive head is powered on, and the specific process is as follows:

[0093] The battery management system sends a locomotive head power-off request instruction, the auxiliary equipment of the locomotive head successively sends a power-off signal or a wake-up signal loss for three times, and the secondary master control receives these signals and immediately sends a water cooling stop instruction;

[0094] The battery management system detects the loop total current, performs high-voltage power-off according to the current size, and sequentially disconnects the total positive relay and the total negative relay in the battery cluster, and all the battery clusters synchronously complete the high-voltage power-off.

[0095] In an optional embodiment of the present application, the power-off control of the battery swap locomotive also includes power-off control in the case that the locomotive head system is in a high-voltage state, and the specific process is as follows:

[0096] The battery management system sends a locomotive head power-off request instruction, prepares to send a locomotive head high-voltage power-off signal, if the locomotive head power-off and auxiliary power supply power-off commands are successively received for more than three times or the third wake-up signal disappears, the battery management system detects the loop total current, and performs high-voltage power-off according to the current size;

[0097] The third master control gradually disconnects the load end and the direct current side breaker, the secondary battery management system enables high-voltage power-off, and sequentially disconnects the total positive relay and the total negative relay in the battery cluster, and all the battery clusters synchronously complete the high-voltage power-off.

[0098] In an optional embodiment of the present application, the locomotive control method further comprises powering on control of the battery swap locomotive, and the specific process is as follows:

[0099] The locomotive system enters a self-checking state, and the battery management system enters a wake-up mode in cooperation after receiving a wake-up instruction, performs safety checking and system communication establishment, and checks the health status and pressure difference of the battery cluster when the locomotive controller instructs the auxiliary facilities to power on, and gradually powers on the high-voltage system.

[0100] The three-level master controls the main circuit breaker, powers on the high-voltage system of the whole vehicle after successful closing, and ends through a message confirmation process, thereby ensuring the safety and order of the locomotive power-on operation.

[0101] It should be understood that although each step in the flowchart is displayed in sequence according to the direction of the arrow, these steps are not necessarily executed in the order indicated by the arrow. Unless otherwise specified herein, there is no strict order limitation for the execution of these steps, and these steps can be executed in other orders. Moreover, at least part of the steps in the figure can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of these sub-steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or sub-steps or stages of other steps.

[0102] Please refer to FIG. 7, one embodiment of the present application provides a locomotive battery swap device, comprising:

[0103] The first sending module 11 is configured to, in the case of insufficient power of the towing vehicle, send a signal for separating the storage vehicle from the insufficient-power towing vehicle in a preset battery swap operation area, so that the storage vehicle continues to drive through the turnout based on the storage module;

[0104] The switching module 12 is configured to receive a signal for entering the charging special line, send a signal for connecting the storage vehicle to the full-power towing vehicle to the storage vehicle, and switch the preset switch, so that the full-power towing vehicle supplies power to the storage vehicle;

[0105] The second sending module 13 is configured to, after the storage vehicle is connected to the full-power towing vehicle, send a signal for driving out of the charging special line and connecting to the insufficient-power towing vehicle to the storage vehicle, so that the storage vehicle drives the full-power towing vehicle and the insufficient-power towing vehicle into the charging special line;

[0106] The third sending module 14 is configured to, in the charging special line, send a signal for separating the storage vehicle from the insufficient-power towing vehicle to the storage vehicle, so that the insufficient-power towing vehicle is left in the charging special line for charging, and waits for the next battery swap after being fully charged.

[0107] The specific definitions of the locomotive battery swapping device can refer to the definitions of the locomotive battery swapping method, which will not be repeated here. Each module of the locomotive battery swapping device can be implemented by software, hardware, or a combination thereof. The above modules can be embedded in or independent of the processor in the computer device in hardware form, or stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0108] One embodiment of the present application provides a power storage vehicle, comprising a power storage module and the locomotive battery swapping device.

[0109] One embodiment of the present application provides a power locomotive, characterized in that it comprises the power storage vehicle and a traction vehicle, wherein the traction vehicle comprises a plurality of battery packs, and the traction vehicle is connected to the power storage vehicle.

[0110] Referring to FIGS. 8 and 9, the traction vehicle provided by the embodiment of the present application is convenient to hoist, which comprises a container 211 and a hoisting cooperation mechanism 219. The container 211 has a cavity, and the cavity is provided with a battery pack, a high-voltage box, a DC-DC converter, and a busbar cabinet. The battery pack is electrically connected to the high-voltage box, the high-voltage box is electrically connected to the DC-DC converter, and the busbar cabinet is electrically connected to the DC-DC converter. The hoisting cooperation mechanism 219 comprises a fixed part 2191 and a movable part 2192. The fixed part 2191 is fixedly arranged on the container 211, and the movable part 2192 is movably connected to the fixed part 2191. The hoisting cooperation mechanism 219 has a storage state and a use state. In the use state, the movable part 2192 extends out of the fixed part 2191, and the movable part 2192 is used to connect a hoisting device. In the storage state, the movable part 2192 is retracted into the fixed part 2191, so as to avoid interference between the movable part 2192 and external structures.

[0111] The traction vehicle provided by the embodiment of the present application is convenient to hoist, and the hoisting cooperation mechanism 219 is arranged to connect and cooperate with the hoisting device, so as to facilitate the overall disassembly and assembly of the container 211 and improve the assembly efficiency. The hoisting device can have a sleeve ring, which can be sleeved on the extended movable part 2192.

[0112] In some possible embodiments, the container 211 comprises a top frame and a bottom frame 2111, and the cavity is formed between the top frame and the bottom frame 2111. The fixed part 2191 of the hoisting cooperation mechanism 219 is arranged on the bottom frame 2111.

[0113] The hoisting cooperation mechanism 219 is arranged on the bottom frame 2111, and the hoisting device is directly connected to the hoisting cooperation mechanism 219 arranged on the bottom frame 2111, so as to improve the stability and safety of the hoisting operation.

[0114] In some possible embodiments, the moving direction of the moving part 2192 is parallel to the width direction of the bottom frame 2111, and in the use state, the moving part 2192 extends out of the bottom frame 2111 along the width direction of the bottom frame 2111, and in the storage state, the moving part 2192 is retracted to one side of the bottom frame 2111. The moving part 2192 extends out of the bottom frame 2111 along the width direction of the bottom frame 2111, which facilitates connection with the corresponding structure on the hoisting equipment. The bottom frame 2111 can be provided with a plurality of hoisting cooperation mechanisms 219, each of which is arranged on the two sides of the bottom frame 2111 along the width direction, and each of the hoisting cooperation mechanisms 219 on the same side of the bottom frame 2111 is arranged in sequence along the length direction of the bottom frame 2111. By arranging a plurality of hoisting cooperation mechanisms 219, the connection positions of the bottom frame 2111 and the hoisting equipment can be increased, the stability of the connection structure of the hoisting equipment and the bottom frame 2111 is improved, and the arrangement of the plurality of hoisting cooperation mechanisms 219 facilitates uniform stress of the container 211 and stable posture of the container 211, and the container 211 is not easy to tilt.

[0115] In some possible embodiments, the bottom frame 2111 includes a plurality of structural beams 21111, each of which is arranged in sequence along the length direction of the bottom frame 2111, and each of which extends along the width direction of the frame, and the fixed part 2191 is located between the structural beams 21111 and fixedly connected to the structural beams 21111.

[0116] Each hoisting cooperation mechanism 219 is arranged in the space formed between the two adjacent structural beams 21111, without occupying additional space of the bottom frame 2111. The embodiment of the application makes full use of the bottom frame 2111 and adaptively designs the assembly structure of the hoisting cooperation mechanism 219 according to the structural characteristics of the bottom frame 2111. The structural beams 21111 have high structural strength, the fixed part 2191 is directly connected to the structural beams 21111, the structural strength is high, and the service life of the hoisting cooperation mechanism 219 is long.

[0117] In some possible embodiments, the bottom frame 2111 includes a plurality of connecting pieces 21112, the connecting pieces 21112 are located between the two adjacent structural beams 21111, and the connecting pieces 21112 are respectively welded to the two structural beams 21111 and the fixed part 2191 located between the two structural beams 21111. The connecting piece 21112 can be a metal structure, which can be a metal plate or a metal block, and the connecting piece 21112 is respectively welded to the two structural beams 21111 on the two sides and the fixed part 2191 in the middle, connecting them into an integral structure.

[0118] When the fixed part 2191 is in a cylindrical shape, the connecting part 21112 can be provided with a circular avoiding hole, which can be sleeved on the fixed part 2191, and the inner end surface of the avoiding hole is attached to and welded on the surface of the fixed part 2191.

[0119] In some possible embodiments, the bottom frame 2111 can include two side main beams 21113, which are arranged at intervals, each structural beam 21111 is located between the two side main beams 21113, and the two ends of the structural beam 21111 are connected to the two side main beams 21113, respectively. The side main beam 21113 has a through hole extending in the width direction of the bottom frame 2111, and the fixed part 2191 is arranged through the through hole. The fixed part 2191 can be a cylindrical body, and the fixed part 2191 has a sliding groove extending in a direction perpendicular to the side main beam 21113, and the sliding groove defines the sliding direction of the movable part 2192.

[0120] In some possible embodiments, the fixed part 2191 has a through sliding groove, and the movable part 2192 is arranged through the sliding groove, and the two ends of the movable part 2192 are respectively provided with a flange part 21921, and the outer diameter of the flange part 21921 is greater than the inner diameter of the sliding groove. The flange part 21921 is arranged at the two ends of the movable part 2192, so as to limit the sliding range of the movable part 2192, and avoid that the movable part 2192 slides out of the fixed part 2191 as a whole.

[0121] In some possible embodiments, the flange part 21921 of the movable part 2192 located outside the bottom frame 2111 is provided with a connecting hole, and a limiting part is connected to the fixed part 2191 or the bottom frame 2111 of the container 211 at one end through the connecting hole, and is limited on the flange part 21921 at the other end. The limiting part can include a cap body and a screw rod, the screw rod is threadedly connected to a threaded groove arranged on the fixed part 2191 or the container 211 through the connecting hole, and the cap body is limited on the flange part 21921, so as to fix the position of the movable part 2192, and prevent the movable part 2192 from sliding out accidentally and the external structure from being bumped.

[0122] Although the preferred embodiments of the present application have been described, those skilled in the art who, once aware of the basic inventive concept, can make additional changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0123] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A locomotive battery replacement method, characterized by, The locomotive includes a storage car including a storage module and a traction car including a plurality of battery packs, the traction car being connected to the storage car, and the method includes: In the case of a traction car being short of electricity, sending a storage car and short-of-electricity traction car separation signal at a preset battery replacement operation area, so that the storage car continues to travel through the turnout based on the storage module; Receiving a charging special line entry signal, sending a full-electricity traction car connection signal to the storage car to enter the preset charging special line, and switching the preset switch, so that the full-electricity traction car supplies power to the storage car; After the storage car is connected to the full-electricity traction car, a signal is sent to the storage car to drive out of the charging special line and connect to the short-of-electricity traction car, so that the storage car drives the full-electricity traction car and the short-of-electricity traction car into the charging special line; In the charging special line, a signal is sent to the storage car to separate from the short-of-electricity traction car, and the short-of-electricity traction car is left in the charging special line for charging, and after being fully charged, it waits for the next battery replacement.

2. The method of claim 1, wherein, The distance between the preset charging special line and the power plant and the locomotive running track is within a first preset distance range and a second preset distance range, respectively.

3. The method of claim 2, wherein, The method further includes: Real-time monitoring of the power grid load of the power plant, and in the case that the power grid load is less than or equal to a preset load value, the short-of-electricity traction car left in the charging special line is used as a storage device to charge the short-of-electricity traction car; In the case that the power grid load is greater than the preset load value, the full-electricity traction car in the charging special line is used as a standby battery to peak shave the power plant.

4. The method of claim 3, wherein, The method further includes: Obtaining the time period corresponding to the highest point and the lowest point of the power grid load curve of the power plant in the historical data in a day; The time period corresponding to the highest point and the lowest point of the power grid load curve in a day is respectively taken as the locomotive battery replacement limit time and the optimal battery replacement time, wherein in the locomotive battery replacement limit time, no less than a preset number of short-of-electricity traction cars are left in the charging special line.

5. The method of claim 4, wherein, The method further includes: Taking the power grid load curve of the power plant in each day of a plurality of preset years as historical data, the power grid load curve of each day in the future year is predicted; According to the power grid load prediction curve of each day, the time period corresponding to the highest point and the lowest point of the power grid load prediction curve of each day is determined.

6. The method of claim 5, wherein, The method further includes: In the power grid load prediction curve of each day, the first front balance point and the first rear balance point with the minimum absolute value of time difference between the highest point are respectively determined before and after the highest point, and the second front balance point and the second rear balance point with the minimum absolute value of time difference between the lowest point are respectively determined before and after the lowest point, wherein the balance point is a point at which the power grid load is the power generation capacity of the power plant; The time period between the first front balance point and the first rear balance point is taken as the time period corresponding to the highest point in a day; The time period between the second front balance point and the second rear balance point is taken as the time period corresponding to the lowest point in a day.

7. The method of claim 4, wherein, The method further includes: The locomotive battery replacement time table is determined according to the locomotive battery replacement limit time and the optimal battery replacement time, so that the traction vehicle replaced by the locomotive is used to peak shaving and valley filling of the power plant.

8. A locomotive battery swapping device, characterized by, Comprise: The first sending module is used for sending a separation signal of the storage vehicle and the insufficient electric traction vehicle in the preset battery replacement operation area when the traction vehicle is insufficient in electricity, so that the storage vehicle continues to drive through the turnout based on the storage module; The switching module is used for receiving a charging special line driving-in signal, sending an entering preset charging special line and full electric traction vehicle connecting signal to the storage vehicle, and switching the preset switch, so that the full electric traction vehicle supplies power to the storage vehicle; The second sending module is used for sending a driving-out charging special line and insufficient electric traction vehicle connecting signal to the storage vehicle after the storage vehicle is connected with the full electric traction vehicle, so that the storage vehicle drives the full electric traction vehicle and the insufficient electric traction vehicle into the charging special line; The third sending module is used for sending a separation signal of the storage vehicle and the insufficient electric traction vehicle to the storage vehicle in the charging special line, leaving the insufficient electric traction vehicle in the charging special line for charging, and waiting for the next battery replacement after being fully charged.

9. An electric storage vehicle characterized by comprising: Comprise: The storage vehicle comprises a storage module and the locomotive battery replacement device according to claim 8.

10. An electric locomotive, characterized in that The traction vehicle comprises a plurality of battery packs, and the traction vehicle is connected to the storage vehicle.

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