CN118636741A - Locomotive power replacement method, device, power storage vehicle and electric locomotive - Google Patents

Abstract

In an embodiment of the present application, a locomotive battery replacement method, device, battery storage vehicle and electric locomotive are provided, the locomotive comprising a battery storage vehicle and a traction vehicle, the method comprising: in the case that the traction vehicle is under-powered, sending a signal to separate the battery storage vehicle from the under-powered traction vehicle in a preset battery replacement operation area, so that the battery storage vehicle continues to travel across the switch based on the battery storage module, receiving a signal to enter the dedicated charging line, sending a signal to the battery storage vehicle to enter the preset dedicated charging line and connect with the fully-charged traction vehicle, switching a preset switch, so that the fully-charged traction vehicle supplies power to the battery storage vehicle, and after the battery storage vehicle is connected with the fully-charged traction vehicle, sending a signal to the battery storage vehicle to exit the dedicated charging line and connect with the under-powered traction vehicle, and on the dedicated charging line, sending a signal to separate from the under-powered traction vehicle to the battery storage vehicle, leaving the under-powered traction vehicle on the dedicated charging line for charging, and the locomotive realizes rapid power supply to the locomotive through battery replacement, without the need for a contact network or a charging pile, with low cost and high power supply efficiency.

Description

Locomotive power replacement method, device, power storage vehicle and electric locomotive

Technical Field

The present application relates to the field of new energy technology, and in particular, to a locomotive battery replacement method, device, battery storage vehicle and electric locomotive.

Background Art

Locomotives are divided into steam locomotives, diesel locomotives, gas turbine locomotives, etc. These locomotives carry fuel and water, are self-powered locomotives, and can travel independently. These locomotives all have the problem of polluting the environment. Later, electric locomotives came into being, but the current electric locomotives need to erect overhead contact networks along the railway. The construction of overhead contact networks involves a large amount of infrastructure projects and cable consumables. At the same time, the overhead contact networks also need regular maintenance, which has a high cost of use.

Summary of the invention

The embodiments of the present application provide a locomotive battery replacement method, device, battery storage vehicle and electric locomotive.

In a first aspect of an embodiment of the present application, a locomotive battery replacement method is provided, wherein the locomotive includes a battery storage vehicle and a tractor, the battery storage vehicle includes a battery storage module, the tractor includes a plurality of battery packs, and the tractor is connected to the battery storage vehicle, and the method includes:

In the case of a low-power tractor, a signal is sent to separate the storage vehicle from the low-power tractor in the preset battery replacement operation area, so that the storage vehicle continues to drive through the switch based on the storage module;

Receive the signal of entering the dedicated charging line, send a signal to the battery storage vehicle to enter the preset dedicated charging line and connect with the fully charged tractor, and switch the preset switch so that the fully charged tractor can supply power to the battery storage vehicle;

After the battery storage vehicle is coupled with the fully-charged tractor, a signal is sent to the battery storage vehicle to drive out of the dedicated charging line and couple with the under-charged tractor, so that the battery storage vehicle pulls the fully-charged tractor and the under-charged tractor into the dedicated charging line;

On the dedicated charging line, a signal is sent to the battery storage vehicle to separate from the low-power traction vehicle, leaving the low-power traction vehicle on the dedicated charging line for charging, and waiting for the next battery replacement after it is fully charged.

In an optional embodiment of the present application, the distances between the preset dedicated charging line and the power plant and the locomotive running track are respectively within a first preset distance range and a second preset distance range.

In an optional embodiment of the present application, the step of leaving the under-powered tractor on the dedicated charging line for charging includes:

Monitor the grid load of the power plant in real time. When the grid load is less than or equal to the preset load value, use the under-powered tractor vehicle left on the dedicated charging line as an energy storage device to charge the under-powered tractor vehicle.

When the grid load is greater than the preset load value, the fully charged tractor in the dedicated charging line will be used as a backup battery to adjust the peak and valley of the power plant.

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

Obtain the time periods corresponding to the highest and lowest points of the power grid load curve of the power plant in the historical data in a day;

The highest point and the lowest point of the grid load curve in the corresponding time periods of the day are respectively used as the locomotive battery replacement limit time and the optimal battery replacement time, wherein during the locomotive battery replacement limit time, no less than a preset number of under-powered traction vehicles stay on the dedicated charging line.

In an optional embodiment of the present application, the obtaining of the time periods 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 includes:

Using the power grid load curves of power plants on each day of multiple preset years as historical data, the power grid load curves for each day in the next year are predicted;

According to the daily grid load forecast curve, determine the time periods corresponding to the highest and lowest points of the daily grid load forecast curve.

In an optional embodiment of the present application, determining the time period corresponding to the highest point and the lowest point of the power grid load forecast curve of each day in a day according to the power grid load forecast curve of each day includes:

In the grid load forecast curve of each day, a first front balance point and a first rear balance point whose absolute value of the time difference with the highest point is the smallest are determined before and after the highest point, and a second front balance point and a second rear balance point whose absolute value of the time difference with the lowest point is the smallest are determined before and after the lowest point, respectively, wherein the balance point is the point where the grid load is the power generation 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 equilibrium point and the second rear equilibrium point is taken as the time period corresponding to the lowest point in a day.

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

The locomotive battery replacement schedule is determined according to the locomotive battery replacement limit time and the optimal battery replacement time, so as to perform peak and valley regulation of the power plant through the traction vehicles that replace the locomotive batteries.

A second aspect of an embodiment of the present application provides a locomotive battery replacement device, comprising:

The first sending module is used to send a signal to separate the battery storage vehicle from the low-power traction vehicle in a preset battery replacement operation area when the traction vehicle is low-power, so that the battery storage vehicle continues to travel through the switch based on the battery storage module;

A switching module is used to receive a signal of entering the dedicated charging line, send a signal to the battery storage vehicle to enter the preset dedicated charging line and connect with the fully charged tractor, and switch the preset switch so that the fully charged tractor can supply power to the battery storage vehicle;

The second sending module is used to send a signal to the electric storage vehicle to drive out of the dedicated charging line and connect with the low-power tractor after the electric storage vehicle is connected with the fully-charged tractor, so that the electric storage vehicle can pull the fully-charged tractor and the low-power tractor into the dedicated charging line;

The third sending module is used to send a separation signal from the low-power traction vehicle to the battery storage vehicle on the dedicated charging line, so that the low-power traction vehicle remains in the dedicated charging line for charging, and waits for the next battery replacement after being fully charged.

A third aspect of an embodiment of the present application provides an electric storage vehicle, including: the electric storage vehicle includes an electric storage module and the above-mentioned locomotive power replacement device.

A fourth aspect of the embodiments of the present application provides an electric locomotive, comprising the above-mentioned battery storage vehicle and a traction vehicle, wherein the traction vehicle comprises a plurality of battery packs, and the traction vehicle is connected to the battery storage vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

FIG1 is a flow chart of a locomotive battery replacement method provided by an embodiment of the present application;

FIG2 is a schematic structural diagram of a locomotive provided by an embodiment of the present application;

FIG3 is a schematic diagram of the separation of the battery storage vehicle and the low-battery traction vehicle provided by one embodiment of the present application;

FIG4 is a schematic diagram of an electric storage vehicle coupled to a fully-charged tractor vehicle according to an embodiment of the present application;

FIG5 is a schematic diagram of an electric storage vehicle towing a fully-charged tractor vehicle and an under-charged tractor vehicle provided by an embodiment of the present application;

FIG6 is a schematic diagram of an electric storage vehicle and a fully-charged tractor vehicle driving out of a charging station according to an embodiment of the present application;

FIG7 is a schematic diagram of the structure of a locomotive battery replacement device provided by an embodiment of the present application;

FIG8 is a bottom view schematically showing a partial structure of an energy storage system in an electric locomotive provided by one embodiment of the present application;

FIG9 is a schematic structural diagram of a hoisting cooperation mechanism provided on a bottom frame of an energy storage system in an electric locomotive according to an embodiment of the present application.

DETAILED DESCRIPTION

In the process of realizing this application, the inventors found that current electric locomotives require overhead contact networks to be installed above the railway. The construction of the overhead contact networks involves a large amount of infrastructure projects and cable consumables. At the same time, the overhead contact networks also require regular maintenance, which has a high cost of use.

In view of the above problems, a locomotive battery replacement method is provided in an embodiment of the present application, wherein the locomotive includes a battery storage car and a traction car, the battery storage car includes a battery storage module, the traction car includes multiple battery packs, and the traction car is connected to the battery storage car. When the traction car is under-powered, a separation signal between the battery storage car and the under-powered traction car is sent in a preset battery replacement operation area, so that the battery storage car continues to travel through the switch based on the battery storage module, receives a signal to enter the dedicated charging line, sends a signal to the battery storage car to enter the preset dedicated charging line and connect with the fully charged traction car, and cuts off the battery. Switch the preset switch to make the fully-charged traction vehicle supply power to the battery storage vehicle. After the battery storage vehicle is connected to the fully-charged traction vehicle, a signal is sent to the battery storage vehicle to exit the dedicated charging line and connect with the under-charged traction vehicle, so that the battery storage vehicle pulls the fully-charged traction vehicle and the under-charged traction vehicle into the dedicated charging line. On the dedicated charging line, a signal is sent to the battery storage vehicle to separate from the under-charged traction vehicle, leaving the under-charged traction vehicle on the dedicated charging line for charging. After it is fully charged, it waits for the next battery replacement. The locomotive can quickly power the locomotive through battery replacement, without the need for a contact network or a charging pile, with low cost and high power supply efficiency.

In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of 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.

Referring to FIG. 1 , the locomotive battery replacement method provided in the embodiment of the present application includes the following steps S1 to S4, wherein, referring to FIG. 2 , the locomotive 120 includes a battery storage vehicle 1201 and a tractor 1202, the battery storage vehicle includes a battery storage module, the tractor includes a plurality of battery packs, and the tractor is connected to the battery storage vehicle:

S1, when the traction vehicle is under-powered, a signal is sent to separate the battery storage vehicle from the under-powered traction vehicle in a preset battery replacement operation area, so that the battery storage vehicle continues to travel through the switch based on the battery storage module.

In an optional embodiment of the present application, referring to FIG3 , after a signal is sent in the preset battery replacement operation area to separate the battery storage vehicle and the low-battery traction vehicle, the low-battery traction vehicle remains in place as a battery vehicle 1, and the battery storage vehicle continues to travel across the switch as a locomotive.

S2, receiving a signal to enter the dedicated charging line, sending a signal to the battery storage vehicle to enter the preset dedicated charging line and connect with the fully-charged tractor, switching a preset switch so that the fully-charged tractor can supply power to the battery storage vehicle.

In an optional embodiment of the present application, referring to FIG. 4 , the battery storage vehicle serves as a preset dedicated charging line for locomotives to enter the charging station, and is coupled to a fully charged traction vehicle serving as the battery vehicle 2 .

In an optional embodiment of the present application, in the above step S2, the distances between the preset dedicated charging line and the power plant and the locomotive running track are respectively within a first preset distance range and a second preset distance range.

S3, after the battery storage vehicle is coupled with the fully-charged tractor, a signal is sent to the battery storage vehicle to drive out of the dedicated charging line and couple with the under-charged tractor, so that the battery storage vehicle pulls the fully-charged tractor and the under-charged tractor into the dedicated charging line.

In an optional embodiment of the present application, referring to FIG. 5 , the battery storage vehicle as a locomotive is coupled together with the battery vehicle 2 and the low-power traction vehicle as the battery vehicle 1 , and then they drive together into the preset dedicated charging line of the charging station.

S4, on the dedicated charging line, sends a separation signal to the battery storage vehicle from the low-power tractor vehicle, leaving the low-power tractor vehicle on the dedicated charging line for charging, and waits for the next battery replacement after it is fully charged.

In an optional embodiment of the present application, referring to FIG. 2 , the battery storage vehicle 1201 can also be charged at the charging station 110 via a pantograph, and the locomotive 120 can also include a cargo vehicle 1203 .

In an optional embodiment of the present application, referring to FIG. 6 , the low-power traction vehicle serving as the battery vehicle 1 is left on the dedicated charging line for charging, and the battery storage vehicle serves as the locomotive and drives out of the charging station together with the battery vehicle 2 .

In an optional embodiment of the present application, in the above step S4, the step of leaving the low-power tractor on the dedicated charging line for charging includes:

Monitor the grid load of the power plant in real time. When the grid load is less than or equal to the preset load value, use the under-powered tractor vehicle left on the dedicated charging line as an energy storage device to charge the under-powered tractor vehicle.

When the grid load is greater than the preset load value, the fully charged tractor in the dedicated charging line will be used as a backup battery to adjust the peak and valley of the power plant.

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

Obtain the time periods corresponding to the highest and lowest points of the power grid load curve of the power plant in the historical data in a day;

The highest point and the lowest point of the grid load curve in the corresponding time periods of the day are respectively used as the locomotive battery replacement limit time and the optimal battery replacement time, wherein during the locomotive battery replacement limit time, no less than a preset number of under-powered traction vehicles stay on the dedicated charging line.

In an optional embodiment of the present application, the obtaining of the time periods 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 includes:

Using the power grid load curves of power plants on each day of multiple preset years as historical data, the power grid load curves for each day in the next year are predicted;

According to the daily grid load forecast curve, determine the time periods corresponding to the highest and lowest points of the daily grid load forecast curve.

In an optional embodiment of the present application, determining the time period corresponding to the highest point and the lowest point of the power grid load forecast curve of each day in a day according to the power grid load forecast curve of each day includes:

In the grid load forecast curve of each day, a first front balance point and a first rear balance point whose absolute value of the time difference with the highest point is the smallest are determined before and after the highest point, and a second front balance point and a second rear balance point whose absolute value of the time difference with the lowest point is the smallest are determined before and after the lowest point, respectively, wherein the balance point is the point where the grid load is the power generation 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 equilibrium point and the second rear equilibrium point is taken as the time period corresponding to the lowest point in a day.

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

The locomotive battery replacement schedule is determined according to the locomotive battery replacement limit time and the optimal battery replacement time, so as to perform peak and valley regulation of the power plant through the traction vehicles that replace the locomotive batteries.

An embodiment of the present application provides a locomotive control method, which, in addition to the locomotive battery replacement method described above, further includes the following steps:

The power-on and power-off control environment data and high-voltage system status data are acquired through the sensor network, and the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis. Based on the battery abnormal interference index of the battery swapping locomotive, the battery cluster abnormality assessment threshold is obtained through processing.

Monitor the abnormal status data of each battery unit of the battery swapping locomotive, and comprehensively analyze to obtain the abnormal degree assessment value of the battery cluster of the battery swapping locomotive;

The battery cluster abnormality evaluation value of the battery swapping locomotive is compared with the battery cluster abnormality evaluation threshold. If the battery cluster abnormality evaluation value of the battery swapping locomotive is greater than the battery cluster abnormality evaluation threshold, the battery swapping locomotive is powered off.

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

Deploy several environmental monitoring points, collect the ambient temperature, ambient humidity and ambient air pressure at each environmental monitoring point, and obtain the reference suitable ambient temperature, reference suitable ambient humidity and reference suitable ambient air pressure from the electric locomotive database, and obtain the abnormal assessment value of the power-on and power-off control environment after processing;

Deploy several time monitoring points to collect the actual voltage and current of the high-voltage system at each time monitoring point, and obtain the reference standard current of the high-voltage system from the electric locomotive database, and obtain the abnormal status assessment value of the high-voltage system after processing;

According to the abnormal evaluation values of the upper and lower power control environment and the abnormal evaluation values of the high-voltage system status, the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis.

In an optional embodiment of the present application, the processing obtains the battery cluster abnormality evaluation threshold, and the specific process is:

Compare the battery abnormal interference index of the electric-swap locomotive with the battery cluster abnormality evaluation threshold compensation parameters corresponding to each battery abnormal interference index interval stored in the electric-swap locomotive database to obtain the battery cluster abnormality evaluation threshold compensation parameters of the electric-swap locomotive;

The set reference battery cluster abnormality assessment threshold is obtained from the battery swapping locomotive database, and the battery cluster abnormality assessment threshold compensation parameter of the battery swapping locomotive is summed with the reference battery cluster abnormality assessment threshold to obtain the battery cluster abnormality assessment threshold.

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

The voltage of each battery cell in the battery cluster of the electric vehicle is monitored, and the voltage variation curve of each battery cell over time is obtained after processing, which is marked as the voltage time series curve of each battery cell;

The length of the voltage time series curve of each battery cell is obtained, and the voltage time series curves of each battery cell are overlapped and compared with each other, the overlap length between the voltage time series curves of each battery cell is extracted, and the overlap length matrix D of the voltage change curve over time is constructed. The mathematical expression of the matrix D is:

In the formula, represents the overlap length between the voltage time series curve of the rth battery cell and the voltage time series curve of the tth battery cell, 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, s represents the total number of battery cells;

The temperature of each battery cell is collected and comprehensively analyzed to obtain the abnormality assessment value of the battery cluster of the battery-swap locomotive.

In an optional embodiment of the present application, the battery abnormal interference index of the battery-swap locomotive is a quantitative indicator obtained by analyzing the abnormal evaluation values of the upper and lower power control environments and the abnormal evaluation values of the high-voltage system status, and is used to quantify the degree of interference of the upper and lower power control environment data and the high-voltage system status data on the abnormal evaluation of the battery cluster.

In an optional embodiment of the present application, the battery abnormal interference index of the battery-swapping locomotive is specifically expressed as:

In the formula, It represents the battery abnormal interference index of the battery replacement locomotive, e represents the natural constant, Indicates the abnormal evaluation value of the power-on and power-off control environment. Indicates the abnormal evaluation value of the high-voltage system status. Indicates the battery abnormal interference degree impact factor corresponding to the set power-on and power-off control environment abnormal evaluation value. Indicates the battery abnormal interference degree impact factor corresponding to the set high-voltage system state abnormal evaluation value.

In an optional embodiment of the present application, the abnormal evaluation value of the high-voltage system state is specifically expressed as follows:

In the formula, Indicates the abnormal evaluation value of the high-voltage system status. represents the actual voltage at the i-th time monitoring point, represents the actual current at the i-th time monitoring point, Indicates the reference standard current of the high voltage system. Indicates the allowable deviation current of the high voltage system. Indicates the abnormal impact factor of the high voltage system state corresponding to the set voltage, It represents the abnormal impact factor of the high voltage system state 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.

In an optional embodiment of the present application, the power-off control of the electric locomotive includes power-off control when only the auxiliary equipment of the front of the locomotive is powered on. The specific process is:

The battery management system sends a power-off request command to the front of the vehicle. If the front auxiliary equipment sends a power-off signal three times in a row or the wake-up signal is lost, the secondary master control will receive these signals and immediately send a water cooling shutdown command;

The battery management system detects the total current of the loop, powers off the high voltage according to the current size, and disconnects the total positive relay and the total negative relay in the battery cluster in turn. All battery clusters complete the high voltage power-off synchronously.

In an optional embodiment of the present application, the power-off control of the electric locomotive further includes power-off control when the locomotive head system is in a high-voltage state, and the specific process is as follows:

The battery management system sends a request to power off the front of the vehicle and prepares to send a high-voltage power-off signal for the front of the vehicle. If the power-off command for the front of the vehicle and the auxiliary power supply is received more than three times in succession or the third-level wake-up signal disappears, the battery management system detects the total current of the loop and performs high-voltage power-off according to the current size;

The third-level master control gradually disconnects the load end and the DC side circuit breaker, the second-level battery management system enables high-voltage power-off, and disconnects the total positive relay and the total negative relay in the battery cluster in turn, and all battery clusters complete high-voltage power-off synchronously.

In an optional embodiment of the present application, the locomotive control method further includes powering on the power-changing locomotive, and the specific process is as follows:

The locomotive system enters the self-check state. After receiving the wake-up command, the battery management system enters the wake-up mode in coordination, performs safety checks and establishes system communications. When the locomotive controller instructs the auxiliary facilities to power on, the battery management system checks the health status and pressure difference of the battery cluster and gradually powers on high voltage.

The third-level master control operates the main circuit circuit breaker. After successful closure, the entire vehicle high-voltage system is powered on. The process is completed through message confirmation, ensuring the safety and orderliness of the locomotive power-on operation.

It should be understood that, although the various steps in the flow chart are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the figure may include multiple sub-steps or multiple stages, and these sub-steps or stages 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 to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

Referring to FIG. 7 , an embodiment of the present application provides a locomotive battery replacement device, including:

The first sending module 11 is used to send a separation signal between the battery storage vehicle and the under-powered traction vehicle in a preset battery replacement operation area when the traction vehicle is under-powered, so that the battery storage vehicle continues to travel through the switch based on the battery storage module;

The switching module 12 is used to receive a signal of entering the dedicated charging line, send a signal to the battery storage vehicle to enter the preset dedicated charging line and connect with the fully charged tractor, and switch the preset switch so that the fully charged tractor can supply power to the battery storage vehicle;

The second sending module 13 is used to send a signal to the storage vehicle to drive out of the dedicated charging line and connect with the under-charged tractor after the storage vehicle is connected with the fully-charged tractor, so that the storage vehicle can pull the fully-charged tractor and the under-charged tractor into the dedicated charging line;

The third sending module 14 is used to send a separation signal from the low-power tractor to the battery storage vehicle on the dedicated charging line, so that the low-power tractor remains in the dedicated charging line for charging and waits for the next battery replacement after being fully charged.

For the specific limitations of the above-mentioned locomotive battery replacement device, please refer to the limitations of the locomotive battery replacement method above, which will not be repeated here. Each module in the above-mentioned locomotive battery replacement device can be implemented in whole or in part through software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

An embodiment of the present application provides an electric storage vehicle, including: the electric storage vehicle includes an electric storage module and the above-mentioned locomotive power replacement device.

An embodiment of the present application provides an electric locomotive, characterized in that it includes the above-mentioned battery storage vehicle and a traction vehicle, the traction vehicle includes a plurality of battery packs, and the traction vehicle is connected to the battery storage vehicle.

As shown in FIG8 and FIG9, the embodiment of the present application provides a tractor for convenient lifting, which includes: a container 211 and a lifting matching mechanism 219. The container 211 has a cavity, in which a battery pack, a high-voltage box, a DC-DC converter and a junction box are arranged, 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 junction box is electrically connected to the DC-DC converter. The lifting matching mechanism 219 includes 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 can be movably connected to the fixed part 2191. The lifting matching 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 the lifting equipment. In the storage state, the movable part 2192 retracts into the fixed part 2191 to avoid interference between the movable part 2192 and the external structure.

The tractor for convenient lifting of the present application is provided with a lifting matching mechanism 219, which can be connected and matched with the lifting equipment, so as to facilitate the overall disassembly and assembly of the container 211 and improve the assembly efficiency. The lifting equipment can have a collar, which is sleeved on the extended movable part 2192.

In some possible implementations, the container 211 includes a top frame and a bottom frame 2111 , a cavity is formed between the top frame and the bottom frame 2111 , and the fixing portion 2191 of the lifting and fitting mechanism 219 is disposed on the bottom frame 2111 .

The hoisting cooperation mechanism 219 is arranged on the bottom frame 2111, and the hoisting equipment is directly connected to the hoisting cooperation mechanism 219 on the bottom frame 2111, which improves the stability and safety of the hoisting operation.

In some possible implementations, the movable part 2192 is movable in a direction parallel to the width direction of the bottom frame 2111. In the use state, the movable part 2192 extends out of the bottom frame 2111 along the width direction of the bottom frame 2111. In the storage state, the movable part 2192 retracts to one side of the bottom frame 2111. The movable part 2192 extends along the width direction of the bottom frame 2111, and can be conveniently connected to the corresponding structure on the lifting equipment. A plurality of lifting matching mechanisms 219 can be provided on the bottom frame 2111, and each lifting matching mechanism 219 is respectively provided on both sides of the bottom frame 2111 along the width direction, and each lifting matching mechanism 219 on the same side of the bottom frame 2111 is sequentially provided along the length direction of the bottom frame 2111. By setting up a plurality of lifting cooperation mechanisms 219, the connection parts between the bottom frame 2111 and the lifting equipment can be increased, thereby improving the stability of the connection structure between the lifting equipment and the bottom frame 2111. The setting of a plurality of lifting cooperation mechanisms 219 is beneficial to uniform force on the container 211, and the posture of the container 211 remains stable and is not easy to tilt.

In some possible embodiments, the bottom frame 2111 includes a plurality of structural beams 21111, each structural beam 21111 is sequentially arranged along the length direction of the bottom frame 2111, each structural beam 21111 extends along the width direction of the frame, and the fixing portion 2191 is located between each structural beam 21111 and fixedly connected to the structural beam 21111.

Each hoisting and matching mechanism 219 is respectively arranged in the space formed between two adjacent structural beams 21111, and does not occupy the extra space of the bottom frame 2111. The embodiment of the present application makes full use of the bottom frame 2111, and the assembly structure of the hoisting and matching mechanism 219 is adaptively designed according to the structural characteristics of the bottom frame 2111. The structural beam 21111 has high structural strength, and the fixing portion 2191 is directly connected to the structural beam 21111, so the structural strength is high, and the hoisting and matching mechanism 219 has a long service life.

In some possible implementations, the bottom frame 2111 includes a plurality of connectors 21112, the connectors 21112 are located between two adjacent structural beams 21111, and the connectors 21112 are respectively welded to the two structural beams 21111 and the fixing portion 2191 located between the two structural beams 21111. The connectors 21112 may be metal structures, such as metal plates or metal blocks, and the connectors 21112 are respectively welded to the structural beams 21111 on both sides and the fixing portion 2191 in the middle, connecting the three into an integrated structure.

When the fixing portion 2191 is cylindrical, the connecting piece 21112 may be provided with a circular avoidance hole, the avoidance hole may be sleeved on the fixing portion 2191 , and the inner end surface of the avoidance hole may be fitted and welded to the surface of the fixing portion 2191 .

In some possible implementations, the bottom frame 2111 may include two side main beams 21113, the two side main beams 21113 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 respectively connected to the two side main beams 21113, the side main beams 21113 have a through hole extending along the width direction of the bottom frame 2111, and the fixing portion 2191 is penetrated through the through hole. The fixing portion 2191 can be a cylindrical body, and the fixing portion 2191 has a slide groove, which extends in a direction perpendicular to the side main beams 21113, and the slide groove defines the movable direction of the movable portion 2192.

In some possible implementations, the fixed portion 2191 has a through slide groove, the movable portion 2192 is arranged through the slide groove, and flange portions 21921 are respectively arranged at both ends of the movable portion 2192, and the outer diameter of the flange portion 21921 is larger than the inner diameter of the slide groove. The flange portions 21921 are arranged at both ends of the movable portion 2192, thereby limiting the sliding range of the movable portion 2192 and preventing the movable portion 2192 from sliding off the fixed portion 2191 as a whole.

In some possible implementation schemes, the movable portion 2192 is provided with a connection hole on the flange portion 21921 located outside the bottom frame 2111, and one end of the stopper can pass through the connection hole to be connected to the fixed portion 2191 or the bottom frame 2111 of the container 211, and the other end is limited to the flange portion 21921. The stopper may include a cap body and a screw rod, the screw rod passes through the connection hole and is threadedly connected to a thread groove provided on the fixed portion 2191 or the container 211, and the cap body is limited to the flange portion 21921, thereby fixing the position of the movable portion 2192 to prevent the movable portion 2192 from accidentally sliding out and colliding with the external structure.

Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. 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.

Obviously, those skilled in the art can make various changes and modifications 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 equivalents, the present application is also intended to include these modifications and variations.

Claims (10)

1. A locomotive power conversion method, wherein the locomotive comprises a power storage car and a tractor, the power storage car comprises a power storage module, the tractor comprises a plurality of battery packs, the tractor is connected to the power storage car, the method comprises:

under the condition that the tractor is under electricity, a separation signal of the electric storage vehicle and the under-electricity tractor is sent in a preset electricity changing operation area, so that the electric storage vehicle continuously runs through the turnout based on the electric storage module;

Receiving a charging special line entering signal, sending a connecting signal for entering a preset charging special line and a full-power tractor to a power storage vehicle, and switching a preset switch to enable the full-power tractor to supply power to the power storage vehicle;

After the electric storage car is connected with the full-electric traction car, a signal for connecting the special charging wire and the under-electric traction car is sent to the electric storage car, so that the full-electric traction car and the under-electric traction car are driven into the special charging wire by the electric storage car;

And sending a signal for separating the underrun tractor from the electric storage car to the electric storage car on the special charging wire, and keeping the underrun tractor on the special charging wire for charging, and waiting for the next electricity change after full charge.

2. The method of claim 1, wherein the distance between the pre-set charging dedicated line and the power plant and locomotive operating track is within a first pre-set distance range and a second pre-set distance range, respectively.

3. The method of claim 2, wherein the leaving the under-powered tractor on the charging dedicated line for charging comprises:

monitoring the power grid load of a power plant in real time, and charging the under-electric traction vehicle with the under-electric traction vehicle left on a charging special line as energy storage equipment under the condition that the power grid load is smaller than or equal to a preset load value;

And under the condition that the power grid load is larger than a preset load value, using the full-electric tractor in the special charging line as a standby battery to carry out peak and valley regulation on the power plant.

4. A method according to claim 3, characterized in that the method further comprises:

acquiring a corresponding time period of the highest point and the lowest point of a power grid load curve of a power plant in historical data in one day;

and respectively taking the time periods corresponding to the highest point and the lowest point of the power grid load curve in one day as locomotive power change limiting time and optimal power change time, wherein the power change limiting time of the locomotive is that the number of the power-shortage tractors in the special charging line is not less than a preset number.

5. The method of claim 4, wherein the obtaining the time period corresponding to the highest point and the lowest point of the power plant load curve in the power plant in the history data comprises:

Predicting the power grid load curve of each day in the next year by taking the power grid load curves of the power plants of each day in a plurality of preset years as historical data;

and determining the corresponding time period of the highest point and the lowest point of the power grid load prediction curve in one day according to the power grid load prediction curve in one day.

6. The method of claim 5, wherein determining a time period corresponding to a highest point and a lowest point of the power grid load prediction curve in each day according to the power grid load prediction curve in each day comprises:

in a power grid load prediction curve of each day, respectively determining a first front balance point and a first rear balance point with the minimum absolute value of the moment difference between the first front balance point and the highest point before and after the highest point, and respectively determining a second front balance point and a second rear balance point with the minimum absolute value of the moment difference between the first front balance point and the lowest point before and after the lowest point, wherein the balance points are points of the power grid load which is generated by a power plant;

Taking the time period between the first front balance point and the first rear balance point as the corresponding time period of the highest point in the day;

the time period between the second front balance point and the second rear balance point is taken as the corresponding time period of the lowest point in the day.

7. The method according to claim 4, wherein the method further comprises:

And determining a locomotive power change schedule according to the locomotive power change limit time and the optimal power change time so as to carry out peak and valley regulation on the power plant through a locomotive power change tractor.

8. A locomotive power conversion device, comprising:

the first sending module is used for sending a separation signal of the electric storage vehicle and the underpowered tractor in a preset power exchange operation area under the condition that the tractor is underpowered, so that the electric storage vehicle continuously runs through the turnout based on the electric storage module;

The switching module is used for receiving a charging special line entering signal, sending a connecting signal of a preset charging special line and the full-power tractor to the electric storage car, and switching a preset switch to enable the full-power tractor to supply power to the electric storage car;

the second sending module is used for sending a connecting signal of the outgoing charging special line and the under-electric traction vehicle to the electric storage vehicle after the electric storage vehicle is connected with the full-electric traction vehicle, so that the electric storage vehicle pulls the full-electric traction vehicle and the under-electric traction vehicle into the charging special line;

And the third sending module is used for sending a signal for separating the underelectric traction vehicle from the electric storage vehicle to the electric storage vehicle when the special charging line is charged, and keeping the underelectric traction vehicle on the special charging line for charging, and waiting for the next power change after the electric storage vehicle is fully charged.

9. A trolley bus, comprising: the electric storage vehicle comprising an electric storage module and a locomotive power conversion device according to claim 8.

10. An electric locomotive comprising the electric storage vehicle of claim 9 and a tractor comprising a plurality of battery packs, the tractor being connected to the electric storage vehicle.