Locomotive battery swapping protection system and locomotive battery swapping method

Abstract

A locomotive battery swapping protection system and a locomotive battery swapping method. The protection system comprises a battery swapping control switch (10), a battery locking mechanism (11) and a locomotive parking brake mechanism (12), wherein the battery swapping control switch controls the starting and stopping of a battery swapping operation, and the battery swapping control switch is mechanically interlocked with a power system switch (20) of a locomotive; the battery locking mechanism can switch between a locked position and an unlocked position, and the battery swapping control switch controls the switching of the battery locking mechanism; the locomotive parking brake mechanism is connected to the battery locking mechanism and can switch between a position in which a parking brake is released and a position in which a parking brake is applied; and when the battery locking mechanism is at the locked position, the locomotive parking brake mechanism is at the position in which a parking brake is released, and when the battery locking mechanism is at the unlocked position, the locomotive parking brake mechanism is at the position in which a parking brake is applied.

Description

Locomotive battery swapping protection system and battery swapping method

[0001] Cross-referencing

[0002] This disclosure claims priority to Chinese Patent No. 202411881250.0, filed on December 19, 2024, entitled "Locomotive Battery Swapping Protection System and Battery Swapping Method", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of locomotives, and in particular to a locomotive battery swapping protection system and battery swapping method. Background Technology

[0004] Rail locomotives are the main equipment in the rail transit sector, and new energy locomotives are an important branch of rail locomotives. Currently, in order to expand the "product+" model of new energy locomotives, improve the efficiency of power grid utilization, and facilitate user battery recycling and reuse, fast battery swapping solutions for new energy locomotives are gradually gaining popularity among users.

[0005] Battery swapping involves removing a nearly depleted battery from a locomotive and replacing it with a fully charged one. The removed battery can be recharged at a battery swapping station until the next swap. During battery swapping, improper procedures or other operational errors can damage the locomotive battery, potentially leading to fire hazards or personal injury to operators. For example, performing a battery swap before the locomotive is completely de-energized may cause the battery's electrical connectors to disconnect, potentially resulting in overcurrent and burnout. Another example is if the locomotive's parking brake is not engaged, causing it to slip during the swap and collide with other equipment, potentially leading to mechanical damage or a fire.

[0006] Public content

[0007] The main objective of this disclosure is to provide a locomotive battery swapping protection system and method that ensures electrical disconnection during locomotive battery swapping, with the locomotive parking brake in the open state, and avoids faults such as electric shock, short circuit overload, and mechanical impact caused by locomotive runaway due to live operation.

[0008] To achieve the above objectives, the present disclosure adopts the following technical solution:

[0009] According to one aspect of this disclosure, a locomotive battery swapping protection system is provided, comprising:

[0010] A battery swapping control switch controls the opening and closing of the battery swapping operation, and the battery swapping control switch is mechanically interlocked with the locomotive's power system switch;

[0011] A battery locking mechanism is provided, which can switch between a locked position and an unlocked position, and the battery swapping control switch controls the switching of the battery locking mechanism.

[0012] The locomotive parking brake mechanism is connected to the battery locking mechanism and can switch between a released parking brake position and a parked brake position. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the released parking brake position; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the parked brake position.

[0013] According to one embodiment of this disclosure, the locomotive battery swapping protection system further includes an interlocking control box, in which the locomotive's power system switch and the battery swapping control switch are both located. When the locomotive's power system switch is locked to the interlocking control box, the battery swapping control switch can disengage from the interlocking control box; when the battery swapping control switch is locked to the interlocking control box, the locomotive's power system switch can disengage from the interlocking control box.

[0014] According to one embodiment of this disclosure, the locomotive's power system switch is a first key, the battery swapping control switch is a second key, and the interlocking control box is provided with a first socket and a second socket. The first key is inserted into the first socket, and the second key is inserted into the second socket.

[0015] According to one embodiment of this disclosure, the locomotive battery swapping protection system further includes a pressurized air source, which is connected to the battery locking mechanism via a first air passage and to the locomotive parking brake mechanism via a second air passage.

[0016] According to one embodiment of this disclosure, a first one-way valve and a battery swapping control valve are provided in the first gas line. The first one-way valve is close to the pressure gas source and can supply or cut off the gas from the pressure gas source. The battery swapping control valve is disposed between the first one-way valve and the battery locking mechanism. The battery swapping control switch controls the battery locking mechanism by controlling the battery swapping control valve.

[0017] According to one embodiment of this disclosure, the control end of the first one-way valve is connected to the second air passage through a third air passage, and the change in air pressure in the third air passage is synchronized with the change in air pressure in the second air passage.

[0018] According to one embodiment of this disclosure, a precision pressure regulating valve is further provided in the first air circuit. The precision pressure regulating valve is disposed between the battery swapping control valve and the battery locking mechanism and is used to precisely adjust the pressure of the first air circuit.

[0019] According to one embodiment of this disclosure, the locomotive parking brake mechanism includes a parking brake, a second one-way valve, a parking brake release valve, and a parking brake release switch;

[0020] The second one-way valve, the parking brake release valve, and the parking brake are sequentially arranged along the second air path from the pressure air source.

[0021] The control terminal of the parking brake release valve is connected to the parking brake release switch.

[0022] According to one embodiment of this disclosure, the control terminal of the second one-way valve is connected to the first air passage through a fourth air passage, and the change in air pressure in the fourth air passage is synchronized with the change in air pressure in the first air passage.

[0023] According to another aspect of this disclosure, this disclosure also provides a locomotive battery swapping method, employing the locomotive battery swapping protection system described above, wherein the swapping steps include:

[0024] Step S1: Set the locomotive parking brake mechanism to the parking brake position;

[0025] Step S2: Set the locomotive's power system switch to a position that allows the battery swapping control switch to control the battery locking mechanism;

[0026] Step S3: Turn on the battery swapping control switch to change the battery locking mechanism from the locked position to the unlocked position;

[0027] Step S4: Replace the battery;

[0028] Step S5: Turn off the battery swapping control switch, so that the battery locking mechanism changes from the unlocked position to the locked position;

[0029] Step S6: Set the locomotive parking brake mechanism to the released parking brake position.

[0030] As can be seen from the above technical solution, the advantages and positive effects of the locomotive battery swapping protection system proposed in this disclosure are as follows:

[0031] The locomotive battery swapping protection system proposed in this disclosure is equipped with a battery swapping control switch that is mechanically interlocked with the locomotive's power system switch. This ensures that the locomotive's high-voltage contactor is disconnected and the locomotive is completely de-energized before the battery swapping operation can be carried out, thus avoiding the risks of overcurrent burnout caused by live-line work.

[0032] The locomotive battery swapping protection system disclosed herein includes a battery swapping control switch that controls a battery locking mechanism. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the released parking brake position, allowing the locomotive to move. When the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the applied parking brake position, ensuring that the locomotive remains stationary. This prevents the locomotive from slipping during the battery swapping process, which could lead to collisions between the battery being lifted and replaced and other equipment, resulting in mechanical damage or fire.

[0033] The locomotive battery swapping protection system disclosed herein can ensure that the high-voltage electricity of the locomotive has been disconnected during the battery swapping operation; and ensure that the locomotive battery swapping operation has been completed when the high-voltage electricity of the locomotive is started, thus fully guaranteeing the mechanical and electrical reliability and safety of the locomotive battery swapping. Attached Figure Description

[0034] Various objects, features, and advantages of this disclosure will become more apparent from the following detailed description of preferred embodiments in conjunction with the accompanying drawings. The drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. In the drawings, the same reference numerals always denote the same or similar parts. Wherein:

[0035] Figure 1 is a schematic diagram of the locomotive battery swapping protection system disclosed herein when the locomotive is traveling normally.

[0036] Figure 2 is a schematic diagram of the locomotive battery swapping protection system disclosed herein when the locomotive stops and is ready to swap batteries.

[0037] Figure 3 is a schematic diagram of the status of the locomotive battery swapping protection system disclosed herein during the locomotive battery swapping process.

[0038] Figure 4 is a schematic diagram of the locomotive battery swapping protection system disclosed herein when the locomotive stops and the battery swapping is completed.

[0039] Figure 5 is a schematic diagram of the locomotive battery swapping protection system disclosed herein when the battery swapping is completed and the locomotive is ready to start.

[0040] The reference numerals in the attached diagram are explained as follows: 10-Battery swapping control switch (second key); 11-Battery locking mechanism; 12-Locomotive parking brake mechanism; 13-Interlocking control box; 14-Pressurized air source; 15-Battery swapping controller; 20-Power system switch (first key); 21-High-voltage contactor; 22-High-voltage controller; 100-First air circuit; 101-First check valve; 102-Battery swapping control valve; 103-Precision pressure regulating valve; 121-Parking brake; 122-Second check valve; 123-Parking brake release valve; 124-Parking brake release switch; 131-First socket; 132-Second socket; 200-Second air circuit; 300-Third air circuit; 400-Fourth air circuit. Detailed Implementation

[0041] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore their detailed description will be omitted.

[0042] In the following description of various exemplary embodiments of the present disclosure, reference is made to the accompanying drawings, which form part of the present disclosure, and in which different exemplary structures, systems, and steps that may implement various aspects of the present disclosure are shown by way of example. It should be understood that other specific embodiments of the components, structures, exemplary devices, systems, and steps may be used, and structural and functional modifications may be made without departing from the scope of the present disclosure. Furthermore, while the terms “above,” “between,” “within,” etc., may be used in this specification to describe different exemplary features and elements of the present disclosure, these terms are used herein for convenience only, such as the orientation according to the examples described in the accompanying drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of the present disclosure.

[0043] It is understood that the terms "comprising" and "having," and any variations thereof, used in the embodiments of this disclosure, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or apparatus.

[0044] Relative terms such as “down” or “bottom” and “up” or “top” may be used herein to describe the relationship of one element to another, as illustrated in the figures. It should be understood that relative terms are intended to include different orientations of the device beyond those shown in the figures. For example, if a device in one of the figures is flipped, an element described as “down” or “bottom” of another element will be oriented “up” or “top” of that element. Thus, the exemplary term “down” can include both “down” and “up” orientations, and the term “bottom” can include both “bottom” and “top” orientations, depending on the specific orientation of the figure. Similarly, if a device in one of the figures is flipped, an element described as “down” or “bottom” of another element will be oriented “up” or “top” of that element. Thus, the exemplary term “bottom” or “below” can include both “up” and “down” orientations.

[0045] Figure 1 shows the state of the locomotive battery swapping protection system of this disclosure when the locomotive is traveling normally. Figure 2 shows the state of the locomotive battery swapping protection system of this disclosure when the locomotive is stopped and preparing for battery swapping. Figure 3 shows the state of the locomotive battery swapping protection system of this disclosure during the battery swapping process. Figure 4 shows the state of the locomotive battery swapping protection system of this disclosure when the locomotive is stopped and battery swapping is completed. Figure 5 shows the state of the locomotive battery swapping protection system of this disclosure when battery swapping is completed and the locomotive is ready to start.

[0046] Referring to Figures 1 to 5, a representative locomotive battery swapping protection system of this disclosure is shown, including a battery swapping control switch 10, a battery locking mechanism 11, and a locomotive parking brake mechanism 12. The battery swapping control switch 10 controls the opening and closing of the battery swapping operation and is mechanically interlocked with the locomotive's power system switch 20. The battery locking mechanism 11 can switch between a locked position and an unlocked position, and the battery swapping control switch 10 controls the switching of the battery locking mechanism 11. The locomotive parking brake mechanism 12 is connected to the battery locking mechanism 11 and can switch between a released parking brake position and an engaged parking brake position. When the battery locking mechanism 11 is in the locked position, the locomotive parking brake mechanism 12 is in the released parking brake position; when the battery locking mechanism 11 is in the unlocked position, the locomotive parking brake mechanism 12 is in the engaged parking brake position.

[0047] The locomotive battery swapping protection system disclosed herein includes a battery swapping control switch 10 that is mechanically interlocked with the locomotive's power system switch 20. The battery swapping control switch 10 controls the battery locking mechanism 11, ensuring that the locomotive's high-voltage contactor 21 is disconnected and the locomotive is completely de-energized before the battery swapping operation can be performed, thus avoiding the risks of overcurrent burnout caused by live work.

[0048] The locomotive battery swapping protection system disclosed herein allows the locomotive to move when the battery locking mechanism 11 is in the locked position and the locomotive parking brake mechanism 12 is in the released parking brake position; when the battery locking mechanism 11 is in the unlocked position and the locomotive parking brake mechanism 12 is in the activated parking brake position, ensuring that the locomotive does not move, thereby preventing the locomotive from slipping during the battery swapping process, which could cause the battery being lifted and replaced to collide with other equipment, resulting in mechanical damage or fire.

[0049] In this embodiment, the locomotive battery swapping protection system also includes an interlocking control box 13. The locomotive's power system switch 20 and battery swapping control switch 10 are both located in the interlocking control box 13. When the locomotive's power system switch 20 is locked in the interlocking control box 13, the battery swapping control switch 10 can be disengaged from the interlocking control box 13. When the battery swapping control switch 10 is locked in the interlocking control box 13, the locomotive's power system switch 20 can be disengaged from the interlocking control box 13.

[0050] The interlocking control box 13 disclosed herein interlocks the locomotive's power system switch 20 and the locomotive's battery swapping control switch 10. When the locomotive's power system switch 20 is locked to the interlocking control box 13, the battery swapping control switch 10 can disengage from the interlocking control box 13; conversely, when the battery swapping control switch 10 is locked to the interlocking control box 13, the locomotive's power system switch 20 can disengage from the interlocking control box 13. This interlocking control ensures that when the locomotive is energized, the battery swapping control switch 10 cannot disengage from the interlocking control box 13, thus preventing the locomotive's battery swapping operation from being controlled. This avoids situations where the locomotive's battery connectors may become overcurrent and burn out due to energized disconnection, fully guaranteeing the electrical safety and reliability of the locomotive during battery swapping, facilitating safe battery replacement, improving the overall safety and reliability of the locomotive, and promoting the application of new energy locomotives.

[0051] In this embodiment, the locomotive's power system switch 20 is the first key, the battery swapping control switch 10 is the second key, and the interlocking control box 13 is provided with a first socket 131 and a second socket 132. The first key is inserted into the first socket 131, and the second key is inserted into the second socket 132.

[0052] Two keys are used in conjunction with two sockets on the interlocking control box 13 to achieve mechanical interlocking between the locomotive's power system switch 20 and the battery swapping control switch 10. This design is simple in structure and provides good interlocking performance, preventing battery swapping operations from being performed while the locomotive is under high-voltage conditions due to misoperation. A Kaba lock structure can be used.

[0053] In this embodiment, the locomotive battery swapping protection system also includes a pressure air source 14, which is connected to the battery locking mechanism 11 through a first air passage 100 and to the locomotive parking brake mechanism 12 through a second air passage 200.

[0054] The locomotive's parking brake is achieved using spring force. The spring applies braking force to the locomotive, thus stopping it. The locomotive needs to overcome the spring force to move. Currently, compressed air pressure is used to overcome the spring force, allowing the locomotive to move. The battery swapping protection system disclosed in this paper connects the pressurized air source 14 to the battery locking mechanism 11 and the locomotive parking brake mechanism 12 through two air paths, ensuring that the locomotive is in a braking state during battery swapping; only after the battery swap is completed and the new battery is locked can the locomotive start and move.

[0055] In this embodiment, a first check valve 101 and a battery swapping control valve 102 are provided on the first gas path 100. The first check valve 101 is close to the pressure gas source 14 and can supply or cut off the gas from the pressure gas source 14. The battery swapping control valve 102 is located between the first check valve 101 and the battery locking mechanism 11. The battery swapping control switch 10 controls the battery locking mechanism 11 by controlling the battery swapping control valve 102.

[0056] The battery swapping control switch 10 controls the battery swapping control valve 102 to control the battery locking mechanism 11. When the battery swapping control switch 10 is turned on, the battery swapping control valve 102 is turned on, and the high-pressure gas from the pressure gas source 14 can be delivered to the battery locking mechanism 11, thereby unlocking the battery locking mechanism 11 and realizing battery replacement.

[0057] The first one-way valve 101, located between the pressure gas source 14 and the battery swapping control valve 102, further ensures that only when the first one-way valve 101 is open, and the battery swapping control switch 10 is toggled to open the battery swapping control valve 102, can the high-pressure gas from the pressure gas source 14 be delivered to the battery locking mechanism 11, thereby unlocking the battery locking mechanism 11 and enabling battery replacement. When the first one-way valve 101 is closed, even if the battery swapping control switch 10 is toggled to open the battery swapping control valve 102, the high-pressure gas from the pressure gas source 14 cannot be delivered to the battery locking mechanism 11, thus preventing the unlocking of the battery locking mechanism 11 and the battery replacement. The first one-way valve 101 further ensures the safety of locomotive battery swapping.

[0058] In this embodiment, the control terminal of the first one-way valve 101 is connected to the second air passage 200 through the third air passage 300, and the change in air pressure in the third air passage 300 is synchronized with the change in air pressure in the second air passage 200.

[0059] The control terminal of the first one-way valve 101 is connected to the second air passage 200 via the third air passage 300. The second air passage 200 is connected to the locomotive parking brake mechanism 12 via the pressurized air source 14. This allows the opening and closing of the first one-way valve 101 to be linked with the state of the locomotive parking brake mechanism 12, ensuring that the locomotive is in a parking brake state during battery swapping. This further ensures the safety of the locomotive during battery swapping, preventing the locomotive from slipping during the process and causing the battery being lifted and replaced to collide with other equipment, resulting in mechanical damage or fire.

[0060] In this embodiment, a precision pressure regulating valve 103 is also provided on the first air passage 100. The precision pressure regulating valve 103 is located between the battery swapping control valve 102 and the battery locking mechanism 11, and is used to precisely adjust the pressure of the first air passage 100 so that the pressure of the first air passage 100 meets the pressure requirements required for the operation of the battery locking mechanism 11. The precision pressure regulating valve 103 on the first air passage 100 can precisely adjust the pressure of the first air passage 100.

[0061] In this embodiment, the locomotive parking brake mechanism 12 includes a parking brake 121, a second one-way valve 122, a parking brake release valve 123, and a parking brake release switch 124; wherein, the second one-way valve 122, the parking brake release valve 123, and the parking brake 121 are sequentially arranged along the second air passage 200 from the pressurized air source 14; the control terminal of the parking brake release valve 123 is connected to the parking brake release switch 124.

[0062] The second one-way valve 122 controls whether the high-pressure gas from the pressure gas source 14 can be delivered to the parking brake 121. When the second one-way valve 122 is open and the parking brake release valve 123 is open, the high-pressure gas from the pressure gas source 14 can be delivered to the parking brake 121, thus overcoming the spring force and releasing the locomotive's brake, allowing the locomotive to start and move. When the second one-way valve 122 is closed, regardless of whether the parking brake release valve 123 is open or closed, the high-pressure gas from the pressure gas source 14 cannot be delivered to the parking brake 121, cannot overcome the spring force, the locomotive's brake cannot be released, and the locomotive cannot start and move. The second one-way valve 122 prevents operators from accidentally opening the parking brake release valve 123, thus releasing the locomotive's brake and avoiding accidents caused by starting the locomotive before the battery swap is completed.

[0063] In this embodiment, the control terminal of the second one-way valve 122 is connected to the first air passage 100 via the fourth air passage 400, and the pressure change in the fourth air passage 400 is synchronized with the pressure change in the first air passage 100. By controlling the second one-way valve 122 through the air pressure of the first air passage 100, the opening and closing of the second one-way valve 122 can be controlled according to the state of the battery locking mechanism 11, thereby ensuring that the locomotive can only start when the battery locking mechanism 11 is in the locked state. For example, the second one-way valve 122 can be opened when the air pressure in the first air passage 100 is lower than a certain value X. At this time, the air pressure in the first air passage 100 is just enough to change the battery locking mechanism 11 from the unlocked position to the locked position. That is to say, the second one-way valve 122 can only be opened after the air pressure in the first air passage 100 drops to the point where the battery locking mechanism 11 locks the new battery.

[0064] The first check valve 101 and the second check valve 122 disclosed herein are both shut off when the control end is under high pressure and open when the control end is under low pressure.

[0065] As shown in Figures 1 to 5, the locomotive battery swapping method disclosed herein employs the locomotive battery swapping protection system described above, and the swapping steps include:

[0066] Step S1: Set the locomotive parking brake mechanism 12 to the parking brake position;

[0067] Step S2: Set the locomotive's power system switch 20 to a position that allows the battery swapping control switch 10 to control the battery locking mechanism 11;

[0068] Step S3: Turn on the battery swapping control switch 10, so that the battery locking mechanism 11 changes from the locked position to the unlocked position;

[0069] Step S4: Replace the battery;

[0070] Step S5: Turn off the battery swapping control switch 10, so that the battery locking mechanism 11 changes from the unlocked position to the locked position;

[0071] Step S6: Set the locomotive parking brake mechanism 12 to the released parking brake position.

[0072] Figure 1 shows the state of the locomotive battery swapping protection system of this disclosure during normal locomotive operation. The high-voltage contactor 21 of the locomotive is closed, and the locomotive is in a high-voltage energized state. Correspondingly, the locomotive's power system switch 20 (i.e., the first key) is inserted into the locomotive's high-voltage controller 22. At this time, the locomotive's power system switch 20 (i.e., the first key) is disengaged from the interlocking control box 13. The locomotive's battery swapping control switch 10 (i.e., the second key) is locked in the second socket 132 on the interlocking control box 13. The battery swapping control valve 102 is closed, preventing battery swapping operations. The battery locking mechanism 11 is in the locked position, and the gas in the fourth gas circuit 400 is in a low-pressure state, thereby allowing the second one-way valve 122 to open.

[0073] When the locomotive's parking brake release switch 124 is closed, the parking brake release valve 123 is open, the second check valve 122 is open, and the pressure gas source 14 delivers high-pressure gas along the second air passage 200 to the parking brake 121. The pressure of the high-pressure gas overcomes the spring force, and the locomotive is in normal driving condition.

[0074] At this time, since the control end of the first check valve 101 is connected to the second gas path 200 through the third gas path 300, the control end of the first check valve 101 is high-pressure gas, and the first check valve 101 is shut off.

[0075] When a battery swap is required, as shown in Figure 2, the locomotive must first be stopped, and the locomotive parking brake mechanism 12 must be set to the parking brake position. At this time, the locomotive parking brake release switch 124 is opened, and the parking brake release valve 123 is cut off. As a result, the airflow from the pressure air source 14 cannot be delivered to the parking brake 121, and the gas pressure in the second air passage 200 decreases, thus failing to overcome the spring force. The locomotive parking brake 121 then fixes the locomotive in its current position, and the locomotive cannot move.

[0076] As the gas pressure in the second air passage 200 decreases, the gas pressure in the third air passage 300 also decreases, causing the control terminal of the first one-way valve 101 to become low pressure and open. When the gas pressure in the second air passage 200 decreases to the point where it cannot overcome the spring force, the locomotive is fixed in its current position, and the first one-way valve 101 opens. In practice, when the gas pressure in the second air passage 200 is less than 100 kPa, the locomotive's parking brake 121 will brake the locomotive, fixing it in its current position. The first one-way valve 101 can be set to open when the gas pressure at its control terminal is below 100 kPa.

[0077] Then, set the locomotive's power system switch 20 to a position that allows the battery swapping control switch 10 to control the battery locking mechanism 11. Remove the locomotive's power system switch 20 from the high-voltage controller 22 and insert it into the second socket 132 on the interlocking control box 13, locking it in place. At this point, the battery swapping control switch 10 can be released from the interlocking control box 13. Remove the battery swapping control switch 10 from the interlocking control box 13, and then insert the battery swapping control switch 10 (i.e., the second key) into the battery swapping control box 15.

[0078] Referring to Figure 3, flipping the battery swapping control switch 10 turns on the battery swapping control valve 102. At this time, the pressure gas source 14 delivers high-pressure gas to the battery locking mechanism 11 along the first gas path 100. The high-pressure gas overcomes the spring force of the battery locking mechanism 11, causing the battery locking mechanism 11 to change from the locked position to the unlocked position, so that the battery can be replaced.

[0079] At this time, the gas pressure in the fourth gas line 400, which is connected to the first gas line 100, increases, and the gas pressure at the control end of the second one-way valve 122 increases, causing the second one-way valve 122 to close. This avoids the safety risk that might arise during battery swapping if the parking brake release switch 124 is accidentally activated, opening the parking brake release valve 123. With the second one-way valve 122 closed, even if the operator accidentally operates it, the gas from the pressure gas source 14 cannot reach the parking brake 121.

[0080] Referring to Figure 4, after the battery swap is completed, the battery swap control switch 10 is turned off, and the battery swap control valve 102 is cut off. The high-pressure gas from the pressure gas source 14 cannot be delivered to the battery locking mechanism 11, thus failing to overcome the spring force of the battery locking mechanism 11, causing the battery locking mechanism 11 to change from the unlocked position to the locked position, locking the newly replaced battery. The air pressure in the fourth air passage 400 decreases, controlling the second one-way valve 122 to open. For example, it can be set that the second one-way valve 122 opens when the air pressure in the first air passage 100 connected to the fourth air passage 400 falls below a certain value X. At this time, the air pressure in the first air passage 100 drops just enough to cause the battery locking mechanism 11 to change from the unlocked position to the locked position. That is, the second one-way valve 122 can only open after the air pressure in the first air passage 100 drops to the point where the battery locking mechanism 11 locks the battery.

[0081] Referring to Figure 5, after the battery swap is completed, when preparing to start the locomotive, the locomotive parking brake mechanism 12 should be set to the parking brake release position, and the parking brake release switch 124 should be closed. Then the parking brake release valve 123 will be opened, and the pressure air source 14 will deliver high-pressure gas to the parking brake 121 along the second air passage 200. The high-pressure gas overcomes the spring force and releases the locomotive parking brake, and the locomotive can be started.

[0082] At this time, since the gas in the second air passage 200 is under high pressure, the control end of the first one-way valve 101 is also under high pressure, thus the first one-way valve 101 is shut off. This prevents the safety risk caused by operator error in opening the battery swapping control valve 102 when the locomotive can be started. After the first one-way valve 101 is shut off, even if the operator operates it incorrectly, the gas from the pressure gas source 14 cannot reach the battery locking mechanism 11, thus ensuring battery locking.

[0083] Pull the battery swapping control switch 10 out of the battery swapping controller 15, insert it into the second socket 132 locked on the interlocking control box 13 and lock it. At this time, the locomotive's power system switch 20 can be unlocked from the interlocking control box 13 and pulled out. Insert the power system switch 20 into the locomotive's high-voltage controller 22.

[0084] Subsequently, the power system switch 20 controls the high-voltage contactor 21 to operate, and the locomotive's high-voltage system is activated.

[0085] The above configuration means that when the parking brake release switch 124 is closed, the parking brake release valve 123 is open; when the parking brake release switch 124 is open, the parking brake release valve 123 is closed. In other embodiments, the parking brake release switch 124 can also be configured to be open, allowing the parking brake release valve 123 to conduct; when the parking brake release switch 124 is closed, the parking brake release valve 123 is closed.

[0086] As can be seen from the above locomotive battery swapping method, the locomotive battery swapping protection system disclosed herein, with its battery swapping control switch mechanically interlocked with the locomotive's power system switch, ensures that the locomotive's high-voltage contactor is disconnected and the locomotive is completely de-energized before battery swapping can proceed, thus avoiding risks such as overcurrent burnout caused by live-line work. The battery swapping control switch controls the battery locking mechanism. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the released parking brake position, allowing the locomotive to move. When the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the engaged parking brake position, ensuring the locomotive remains stationary. This prevents the locomotive from slipping during the battery swapping process, which could lead to collisions between the lifted battery and other equipment, causing mechanical damage or fire.

[0087] In summary, the locomotive battery swapping protection system proposed in this disclosure includes a battery swapping control switch, a battery locking mechanism, and a locomotive parking brake mechanism. The battery swapping control switch controls the opening and closing of the battery swapping operation and is mechanically interlocked with the locomotive's power system switch. The battery locking mechanism can switch between a locked position and an unlocked position, and the battery swapping control switch controls the switching of the battery locking mechanism. The battery swapping control switch, which is mechanically interlocked with the locomotive's power system switch, ensures that the locomotive's high-voltage contactor is disconnected and the locomotive is completely de-energized before battery swapping can proceed, avoiding risks such as overcurrent burnout from live work. The locomotive parking brake mechanism is connected to the battery locking mechanism and can switch between an unlocked parking brake position and an engaged parking brake position. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the unlocked parking brake position; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the engaged parking brake position. This prevents the locomotive from slipping during the battery swapping process, which could lead to collisions between the lifted battery and other equipment, causing mechanical damage or fire. This fully ensures the electrical safety and reliability of locomotives during battery swapping, facilitates safe battery replacement, improves the overall safety and reliability of locomotives, and is conducive to promoting the application of new energy locomotives.

[0088] The locomotive battery swapping method disclosed herein employs the above-mentioned locomotive battery swapping protection system, ensuring safe and reliable battery replacement, preventing misoperation, and avoiding accidents during the battery swapping process.

[0089] It is understood that the various embodiments / implementations provided in this disclosure can be combined with each other without creating contradictions, and will not be described in detail here.

[0090] In the exemplary embodiments described above, the locomotive battery swapping protection system proposed in this disclosure is illustrated using an application to a rail locomotive as an example. It will be readily understood by those skilled in the art that various modifications, additions, substitutions, deletions, or other changes may be made to the specific embodiments to apply the relevant designs of this disclosure to other types of locomotives, and these changes are still within the scope of the principles of the locomotive battery swapping protection system proposed in this disclosure.

[0091] It should be noted that the locomotive battery swapping protection system shown in the accompanying drawings and described in this specification is merely a few examples of many locomotive battery swapping protection systems capable of employing the principles of this disclosure. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the locomotive battery swapping protection system shown in the accompanying drawings or described in this specification.

[0092] In the embodiments, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise expressly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments according to the specific circumstances.

[0093] The exemplary embodiments of the locomotive battery swapping protection system proposed in this disclosure have been described and / or illustrated in detail above. However, the embodiments of this disclosure are not limited to the specific embodiments described herein; rather, components and / or steps of each embodiment may be used independently and separately from other components and / or steps described herein. Each component and / or step of one embodiment may also be used in combination with other components and / or steps of other embodiments. In describing the elements / components / etc. described and / or illustrated herein, the terms "a," "an," and "the above" are used to indicate the presence of one or more elements / components / etc.

[0094] The embodiments disclosed herein are not limited to the specific embodiments described herein; rather, components of each embodiment may be used independently and separately from other components described herein. Each component of one embodiment may also be used in combination with other components of other embodiments. In the description of this specification, the terms "one embodiment," "some embodiments," "other embodiments," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the disclosed embodiments. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0095] The above are merely preferred embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to these embodiments by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A locomotive battery swapping protection system, characterized in that, include: A battery swapping control switch controls the opening and closing of the battery swapping operation, and the battery swapping control switch is mechanically interlocked with the locomotive's power system switch; A battery locking mechanism is provided, which can switch between a locked position and an unlocked position, and the battery swapping control switch controls the switching of the battery locking mechanism. The locomotive parking brake mechanism is connected to the battery locking mechanism and can switch between a released parking brake position and a parked brake position. When the battery locking mechanism is in the locked position, the locomotive parking brake mechanism is in the released parking brake position; when the battery locking mechanism is in the unlocked position, the locomotive parking brake mechanism is in the parked brake position.

2. The locomotive battery swapping protection system as described in claim 1, characterized in that, It also includes an interlocking control box, in which the locomotive's power system switch and the battery swapping control switch are both located. When the locomotive's power system switch is locked to the interlocking control box, the battery swapping control switch can be disengaged from the interlocking control box; when the battery swapping control switch is locked to the interlocking control box, the locomotive's power system switch can be disengaged from the interlocking control box.

3. The locomotive battery swapping protection system as described in claim 2, characterized in that, The locomotive's power system switch is the first key, the battery swapping control switch is the second key, and the interlocking control box is provided with a first socket and a second socket. The first key is inserted into the first socket, and the second key is inserted into the second socket.

4. The locomotive battery swapping protection system as described in claim 1, characterized in that, It also includes a pressure air source, which is connected to the battery locking mechanism through a first air passage and to the locomotive parking brake mechanism through a second air passage.

5. The locomotive battery swapping protection system as described in claim 4, characterized in that, The first gas line is provided with a first one-way valve and a battery swapping control valve. The first one-way valve is close to the pressure gas source and can supply or cut off the gas from the pressure gas source. The battery swapping control valve is located between the first one-way valve and the battery locking mechanism. The battery swapping control switch controls the battery locking mechanism by controlling the battery swapping control valve.

6. The locomotive battery swapping protection system as described in claim 5, characterized in that, The control terminal of the first one-way valve is connected to the second air path through the third air path, and the change in air pressure in the third air path is synchronized with the change in air pressure in the second air path.

7. The locomotive battery swapping protection system as described in claim 5, characterized in that, The first air path is also equipped with a precision pressure regulating valve, which is located between the battery swapping control valve and the battery locking mechanism, and is used to precisely adjust the pressure of the first air path.

8. The locomotive battery swapping protection system as described in claim 4, characterized in that, The locomotive parking braking mechanism includes a parking brake, a second one-way valve, a parking brake release valve, and a parking brake release switch; The second one-way valve, the parking brake release valve, and the parking brake are sequentially arranged along the second air path from the pressure air source. The control terminal of the parking brake release valve is connected to the parking brake release switch.

9. The locomotive battery swapping protection system as described in claim 8, characterized in that, The control terminal of the second one-way valve is connected to the first air path through the fourth air path, and the change in air pressure in the fourth air path is synchronized with the change in air pressure in the first air path.

10. A method for swapping batteries in locomotives, characterized in that, The locomotive battery swapping protection system as described in any one of claims 1-9 includes: Step S1: Set the locomotive parking brake mechanism to the parking brake position; Step S2: Set the locomotive's power system switch to a position that allows the battery swapping control switch to control the battery locking mechanism; Step S3: Turn on the battery swapping control switch to change the battery locking mechanism from the locked position to the unlocked position; Step S4: Replace the battery; Step S5: Turn off the battery swapping control switch, so that the battery locking mechanism changes from the unlocked position to the locked position; Step S6: Set the locomotive parking brake mechanism to the released parking brake position.

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