CN214747420U - Electric locomotive waste heat utilization device with heat exchanger and electric locomotive - Google Patents

Abstract

The utility model provides an electric locomotive waste heat utilization equipment and electric locomotive with heat exchanger, wherein, electric locomotive waste heat utilization equipment with heat exchanger, include: a heat generating device; the heat exchanger comprises a second inlet, a second outlet, a third inlet and a third outlet, and the first outlet is communicated with the second inlet; the heat dissipation device comprises a fourth inlet and a fourth outlet, the second outlet is communicated with the fourth inlet, and the fourth outlet is communicated with the third inlet; the cooling tower comprises a fifth inlet and a fifth outlet, and the third outlet is communicated with the fifth inlet; the first pump body comprises a sixth inlet and a sixth outlet, the fifth outlet is communicated with the sixth inlet, and the sixth outlet is communicated with the first inlet. The technical scheme of this application has solved the cab and the mechanical chamber of electric locomotive among the correlation technique effectively and has carried out the electric heating at low temperature weather and lead to the problem of air drying and consume a large amount of electric energy, and then has practiced thrift the energy, and low carbon green is favorable to the environmental protection.

Description

Electric locomotive waste heat utilization device with heat exchanger and electric locomotive

Technical Field

The utility model relates to a heavy load transportation field particularly, relates to an electric locomotive waste heat utilization equipment and electric locomotive that has a heat exchanger with heat exchanger.

Background

At present, the electric locomotive cab adopts an electric heating mode, namely a heating mode taking electric energy as energy, such as a knee furnace, a fan heater, an air conditioner and the like. In winter low-temperature weather and in the running process of the electric locomotive, the warm air furnace, the knee furnace, the air conditioner and the like need to be put into operation completely to ensure that the cab is in a temperature range where the human body feels comfortable, and the driver of the electric locomotive can work normally.

The mechanical room of the electric locomotive has no specially designed heating equipment. The brake system pipeline, the air pipe and the like of the electric locomotive mechanical room running in the northern area in China mostly adopt additional and temporary heat preservation measures, such as an electric tracing pipeline or additional heat preservation cotton and the like. The additional electric heating mode can avoid the freezing of condensed water and the blockage of pipelines.

Electrically driven ac electric locomotives, traction converters and traction transformers are operated with a large amount of heat generated. And the traction converter and the transformer are cooled by a composite cooling tower through a cooling medium. The composite cooling tower dissipates heat in a forced ventilation mode. In an ac electric locomotive in the related art, the heat dissipation power of a traction converter is about 121kW, and the heat dissipation power of a transformer is about 150 kW.

As described above, the cab of the ac electric locomotive adopts a heating method using electric energy as energy, such as a knee heater, a warm air furnace, an air conditioner, and the like. The heating wire heating leads to the indoor air drying of driver, and the comfort level is low is felt to the body. The dry air accelerates the visual fatigue of the driver, accelerates the lassitude of the driver, is not favorable for the driver to keep good mental state for a long time, and is also not favorable for the health of the driver. The dry air easily causes the interior static electricity of space frequently, and static electricity easily causes electronic equipment in the driver's cabin to be punctured, burns out, threatens driving safety.

The cab of the alternating current electric locomotive is about 15 cubic meters, and the temperature in the cab is kept to be more than 16 ℃ in the running process in winter. The knee furnace, the warm air blower, the air conditioner and the like are required to be completely put into operation to provide the thermal power of about 25kW, and the heating energy consumption of a single-section electric locomotive is about 6kW-8 kW. The electric locomotive heating consumes a large amount of electric energy.

In an electric locomotive mechanical room, in order to avoid freezing of a large amount of condensed water generated by temperature difference of brake system pipelines, air pipes and the like, an electric tracing heat preservation measure needs to be adopted, and the electric tracing power is about 3kW-5 kW. The electric tracing consumes a certain amount of electric energy, and potential safety hazards such as ignition, electric leakage and the like are easily generated.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide an electric locomotive waste heat utilization equipment and electric locomotive with heat exchanger to solve the cab and the machine room of the electric locomotive among the correlation technique and carry out the electric heating at low temperature weather and lead to the air drying and consume the problem of a large amount of electric energy, and then practiced thrift the energy, the low carbon is green, is favorable to the environmental protection.

In order to achieve the above object, according to an aspect of the present invention, there is provided an electric locomotive waste heat utilization device having a heat exchanger, comprising: the heating device comprises a converter or a transformer and is provided with a liquid tank, and the liquid tank comprises a first inlet and a first outlet; the heat exchanger comprises a second inlet, a second outlet, a third inlet and a third outlet, wherein the first outlet is communicated with the second inlet; the heat dissipation device comprises a fourth inlet and a fourth outlet, wherein the second outlet is communicated with the fourth inlet, and the fourth outlet is communicated with the third inlet; the cooling tower comprises a fifth inlet and a fifth outlet, wherein the third outlet is communicated with the fifth inlet; and the first pump body comprises a sixth inlet and a sixth outlet, wherein the fifth outlet is communicated with the sixth inlet, and the sixth outlet is communicated with the first inlet.

Furthermore, the electric locomotive waste heat utilization device with the heat exchanger further comprises a second pump body, the second pump body comprises a seventh inlet and a seventh outlet, the seventh inlet is communicated with the second outlet, and the seventh outlet is communicated with the fourth inlet.

Further, when the heating device comprises a converter, water cooling liquid is contained in the liquid tank, and the first pump body and the second pump body are both water pumps.

Further, the heat dissipation device comprises a plurality of heating radiators which are sequentially connected in series, a fourth inlet and a seventh outlet of the heating radiator at the most upstream of the plurality of heating radiators are communicated, and a fourth outlet and a third inlet of the heating radiator at the most downstream of the plurality of heating radiators are communicated.

Further, when the heating device comprises a transformer, oil is contained in the liquid tank, and the first pump body and the second pump body are both oil pumps.

Further, the heat dissipation device comprises a plurality of radiators which are sequentially connected in series, a fourth inlet of the radiator at the most upstream of the radiators is communicated with the seventh outlet, and a fourth outlet of the radiator at the most downstream of the radiators is communicated with the third inlet.

Further, the heat exchanger comprises a plate heat exchanger; the second inlet, the second outlet, the third inlet and the third outlet are respectively provided with a valve; the sixth outlet is communicated with the first inlet through a first communication pipeline, and a first pressure detector is arranged on the first communication pipeline; the seventh outlet is communicated with the fourth inlet through a second communicating pipeline, and a second pressure detector is arranged on the second communicating pipeline; the third outlet is communicated with the fifth inlet through a third communicating pipeline, and a first temperature detector is arranged on the third communicating pipeline; the fourth outlet is communicated with the third inlet through a fourth communicating pipeline, and a second temperature detector is arranged on the fourth communicating pipeline.

According to another aspect of the present invention, there is provided an electric locomotive, comprising a cab, a machine room, an electric control cabinet and an electric locomotive waste heat utilization device with a heat exchanger, wherein the electric locomotive waste heat utilization device with the heat exchanger is the electric locomotive waste heat utilization device with the heat exchanger, and a heat dissipation device in the electric locomotive waste heat utilization device with the heat exchanger is located in the cab and/or the machine room; the electric control cabinet comprises a power supply and a controller, the electric locomotive waste heat utilization device with the heat exchanger comprises a first pressure detector, a second pressure detector, a first temperature detector and a second temperature detector, and the first pressure detector, the second pressure detector, the first temperature detector and the second temperature detector are all connected with the controller.

Further, the electric locomotive also comprises a first fan and a third temperature detector, wherein the first fan and the third temperature detector are both installed in the cab, the first fan is positioned at the bottom or outside the side part of the heat dissipation device, and the third temperature detector is connected with the controller.

Further, the electric locomotive also comprises a second fan and a fourth temperature detector, the second fan and the fourth temperature detector are both installed in the mechanical chamber, the second fan is located outside the bottom or the side of the heat dissipation device, and the fourth temperature detector is connected with the controller.

Use the technical scheme of the utility model, the electric locomotive waste heat utilization equipment that has the heat exchanger includes: heating device, heat exchanger, heat abstractor, cooling tower and first pump body. The heat generating device comprises a current transformer or a transformer. The heat generating device has a liquid tank including a first inlet and a first outlet. The heat exchanger includes a second inlet, a second outlet, a third inlet, and a third outlet. Wherein the first outlet is in communication with the second inlet. The heat sink includes a fourth inlet and a fourth outlet. Wherein the second outlet is communicated with the fourth inlet, and the fourth outlet is communicated with the third inlet. The cooling tower includes a fifth inlet and a fifth outlet. Wherein the third outlet is in communication with the fifth inlet. The first pump body includes a sixth inlet and a sixth outlet. Wherein the fifth outlet is communicated with the sixth inlet, and the sixth outlet is communicated with the first inlet. Install heat abstractor in electric locomotive's cab and the machine room, the first pump body makes the liquid that gets into from the sixth import have kinetic energy, becomes the heat source after the liquid in the liquid case of the device that generates heat produces the heat, introduces liquid to the heat abstractor in the cab through the heat exchanger for low temperature weather is the cab heating, realizes that waste heat utilization heating replaces electric heating, avoids cab air drying. Liquid is introduced into the heat dissipation device in the mechanical chamber through the heat exchanger, the heat dissipation device can be used for heating the space of the mechanical chamber, the waste heat utilization heating is realized to replace the electric heating, the temperature of the space where a brake system pipeline, an air pipe and the like are located can be kept above 5 ℃, and the separation of condensed water and the freezing of the pipeline are avoided. The electric locomotive energy consumption is saved, the electric locomotive energy efficiency is improved, the ton kilometer energy consumption is reduced, and the clean and efficient utilization of energy in the heavy-load transportation field is facilitated. Therefore, the technical scheme of the application effectively solves the problems that the air is dry and a large amount of electric energy is consumed when the cab and the mechanical room of the electric locomotive in the related art are electrically heated in low-temperature weather. And, when the cooling tower and the heat exchanger of this application worked together, can consume the heat of heat source in the liquid case for the heat of cooling tower is by make full use of, has alleviateed the radiator fan's of cooling tower load, thereby has reduced the power consumption of fan, has practiced thrift the energy. And the heat exchanger in this application is as converter or transformer and the interface that is located driver's cabin and indoor heat abstractor of machinery, can accomplish the isolation and the coupling of heat source and waste heat utilization.

Drawings

The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 shows a schematic diagram of an embodiment of a waste heat utilization device of an electric locomotive with a heat exchanger according to the present invention for utilizing converter waste heat;

FIG. 2 is a schematic partial cross-sectional view of a cooling tower of the electric locomotive waste heat utilization device with a heat exchanger of FIG. 1;

FIG. 3 is a schematic diagram of an embodiment of the waste heat utilization device of an electric locomotive with a heat exchanger according to the present invention; and

fig. 4 shows a schematic top view of an embodiment of an electric locomotive according to the present invention.

Wherein the figures include the following reference numerals:

10. a current transformer; 20. a transformer; 30. a heat exchanger; 31. a second inlet; 32. a second outlet; 33. a third inlet; 34. a third outlet; 41. heating radiators; 42. a heat sink; 50. a cooling tower; 51. a fifth inlet; 52. a fifth outlet; 53. a third communication line; 54. a first temperature detector; 55. a fourth communication line; 56. a second temperature detector; 61. a first pump body; 611. a sixth inlet; 612. a sixth outlet; 62. a second pump body; 621. a seventh inlet; 622. a seventh outlet; 63. a first communicating pipe; 64. a first pressure detector; 65. a second communication line; 66. a second pressure detector; 70. a machine room; 80. a driver cab.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

Unless specifically stated otherwise, the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present invention. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

As shown in fig. 1 to 4, the waste heat utilization device of an electric locomotive with a heat exchanger according to a first embodiment includes: a heat generating device, a heat exchanger 30, a heat sink, a cooling tower 50, and a first pump body 61. The heat generating device includes a current transformer 10 or a transformer 20. The heat generating device has a liquid tank including a first inlet and a first outlet. The heat exchanger 30 includes a second inlet 31, a second outlet 32, a third inlet 33, and a third outlet 34. Wherein the first outlet communicates with the second inlet 31. The heat sink includes a fourth inlet and a fourth outlet. Wherein the second outlet 32 communicates with the fourth inlet, which communicates with the third inlet 33. The cooling tower 50 includes a fifth inlet 51 and a fifth outlet 52. Wherein the third outlet 34 communicates with the fifth inlet 51. The first pump body 61 comprises a sixth inlet 611 and a sixth outlet 612. Wherein the fifth outlet 52 communicates with the sixth inlet 611 and the sixth outlet 612 communicates with the first inlet.

By applying the technical scheme of the first embodiment, the heat dissipation device is installed in the cab 80 and the machinery room 70 of the electric locomotive, the first pump body 61 enables the liquid entering from the sixth inlet 611 to have kinetic energy, the liquid in the liquid tank of the converter 10 generates heat and then becomes a heat source, the liquid is introduced into the heat dissipation device in the cab 80 through the heat exchanger 30, and the heat dissipation device is used for heating the cab 80 in low-temperature weather, so that waste heat utilization heating is realized to replace electric heating, and the air drying of the cab is avoided. The liquid is introduced into the heat dissipation device in the mechanical chamber 70 through the heat exchanger 30, and the heat dissipation device can be used for heating the space of the mechanical chamber, so that the space heating by utilizing the waste heat is realized to replace the electric heating, the temperature of the space where a braking system pipeline, an air pipe and the like are located can be kept above 5 ℃, and the separation of condensed water and the freezing of the pipeline are avoided. The electric locomotive energy consumption is saved, the electric locomotive energy efficiency is improved, the ton kilometer energy consumption is reduced, and the clean and efficient utilization of energy in the heavy-load transportation field is facilitated. Therefore, the technical scheme of the first embodiment effectively solves the problems that the air is dry and a large amount of electric energy is consumed when the cab and the mechanical room of the electric locomotive in the related art are electrically heated in low-temperature weather. Moreover, when the cooling tower 50 and the heat exchanger 30 of the first embodiment work together, the heat of the heat source in the liquid tank can be consumed, so that the heat of the cooling tower 50 is fully utilized, and the load of the cooling fan of the cooling tower 50 is reduced, thereby reducing the energy consumption of the fan and saving the energy. And the heat exchanger 30 in the first embodiment is used as an interface between the converter 10 and the heat dissipation devices located in the cab and the machinery room 70, so that the isolation and coupling between the heat source and the waste heat utilization can be completed. The converter 10 is preferably a traction converter.

As shown in fig. 1 and 2, the electric locomotive waste heat utilization device with a heat exchanger further comprises a second pump body 62. The second pump body 62 includes a seventh inlet 621 and a seventh outlet 622, the seventh inlet 621 communicating with the second outlet 32, and the seventh outlet 622 communicating with the fourth inlet. Thus, the liquid entering from the seventh inlet 621 has high kinetic energy, and the liquid flowing out from the seventh outlet 622 has sufficient flowing pressure.

As shown in fig. 1 and 2, when the heat generating device includes the inverter 10, the liquid tank contains water cooling liquid. The first pump body 61 and the second pump body 62 are both water pumps. The water cooling liquid is preferably glycol water cooling liquid. In this way, both the first pump 61 and the second pump 62 are able to pump glycol water coolant. The power of the first pump body 61 is 3kW, and the lift is 10 m; the power of the second pump body 62 is 2kW, the lift is 10m, and the frequency converter is adopted for control.

In the first embodiment, a large amount of heat is generated in the operation process of a traction converter of an alternating current electric locomotive, the heat generated by the traction converter of the alternating current electric locomotive is about 121kW, and the traction converter is cooled by glycol waterThe liquid is cooled by a composite cooling tower. The flow of the glycol water cooling liquid of the traction converter is 20m³/h。

As shown in fig. 1 and 2, the heat dissipating device includes two heat dissipating fins 41, and the two heat dissipating fins 41 are connected in series. The fourth inlet of the most upstream radiator 41 of the two radiators 41 is communicated with the seventh outlet 622, and the fourth outlet of the most downstream radiator 41 of the two radiators 41 is communicated with the third inlet 33. Of course, in the embodiment not shown in the drawings, the number of radiators can be not limited to two, but can also be one, three or more. The radiator 41 can sufficiently use the heat generated by the liquid in the liquid tank of the converter 10 to heat the driver's cab and the machine room.

The most upstream radiator 41 is a radiator 41 directly connected to the seventh outlet 622. The most downstream radiator 41 refers to a radiator 41 in direct communication with the third inlet 33.

As shown in fig. 1 and 2, the heat exchanger 30 comprises a plate heat exchanger.

As shown in fig. 1 to 4, the glycol water cooling liquid of the traction converter enters the plate heat exchanger through the second inlet 31, then flows into the fifth inlet 51 of the cooling tower 50 through the third outlet 34, is cooled by the cooling tower 50, then is connected to the first pump body 61 through the fifth outlet 52, and flows into the liquid tank of the traction converter through the first pump body 61, so as to form a heat supply circulation pipeline. The second outlet 32 of the plate heat exchanger is communicated with the radiator 41 of the cab 80, namely the radiator flows into the two radiators 41 of the cab through the second outlet 32 of the plate heat exchanger and the second pump body 62, and then the radiator flows back to the plate heat exchanger through the third inlet 33, so that a waste heat utilization circulation pipeline is formed. Wherein the temperature of the glycol water coolant at the third outlet 34 is about 63 ℃; the temperature of the glycol water coolant at the fifth outlet 52 is about 60 ℃; the temperature of the glycol water coolant at the first outlet of the converter 10 is about 66 ℃; the temperature of the glycol water coolant at the second outlet 32 is about 58 ℃; the temperature of the glycol water coolant at the third inlet 33 is about 52 ℃. The thermal power of each radiator 41 is 15 kW.

As shown in fig. 1 and 2, a valve is disposed at each of the second inlet 31, the second outlet 32, the third inlet 33, and the third outlet 34. The valve is preferably a DN50 manual butterfly valve. Thus, the second inlet 31, the second outlet 32, the third inlet 33 and the third outlet 34 can be shut off when maintenance and heating are not required in hot weather.

As shown in fig. 1 and 2, the sixth outlet 612 communicates with the first inlet through the first communication pipe 63, and the first pressure detector 64 is disposed on the first communication pipe 63. The first pressure detector 64 is used to monitor the pressure of the fluid in the first communication line 63, and prevent the first pump body 61 from being overloaded and the first communication line 63 from leaking. The pressure measurement range of the first pressure detector 64 is 0-10 bar. The seventh outlet 622 and the fourth inlet are communicated with each other through a second communication pipe 65, and a second pressure detector 66 is disposed on the second communication pipe 65. The second pressure detector 66 is used to monitor the pressure of the fluid in the second communication line 65, preventing overloading of the second pump body 62 and leakage of the second communication line 65. The pressure measurement range of the second pressure detector 66 is 0-10 bar.

The first pressure detector 64 and the second pressure detector 66 are each preferably a pressure transmitter.

As shown in fig. 1 and 2, the third outlet 34 communicates with the fifth inlet 51 through a third communication pipe 53, and the third communication pipe 53 is provided with a first temperature detector 54. The first temperature detector 54 is used for detecting the temperature of the liquid in the third communication pipe 53, and has a high temperature alarm function. The temperature measurement range of the first temperature detector 54 is 0-100 deg.c. The fourth outlet is communicated with the third inlet 33 through a fourth communication pipeline 55, and a second temperature detector 56 is arranged on the fourth communication pipeline 55. The second temperature detector 56 is used for detecting the temperature of the liquid in the fourth communication pipe 55, and has a high temperature alarm function. The temperature measurement range of the second temperature detector 56 is 0-100 deg.c. The first temperature detector 54 and the second temperature detector 56 are each preferably temperature transmitters.

In the first embodiment, the first communication line 63, the second communication line 65, the third communication line 53, and the fourth communication line 55 are preferably tubes of DN 50.

In the second embodiment of the electric locomotive waste heat utilization device with the heat exchanger, the difference from the first embodiment is that the heat generating device comprises a transformer. As shown in fig. 3 and 4, in the second embodiment, when the heat generating device includes the transformer 20, oil is contained in the liquid tank, and both the first pump body 61 and the second pump body 62 are oil pumps. The transformer is preferably a traction transformer.

In the second embodiment, a large amount of heat is generated during the operation of the traction transformer of the ac electric locomotive, the heat generated by the traction transformer of the ac electric locomotive is about 150kW, the traction transformer is cooled by oil cooling through the composite cooling tower, and the oil flow rate is 45m³/h。

By applying the technical scheme of the second embodiment, the heat dissipation device is installed in the cab 80 and the machinery room 70 of the electric locomotive, the first pump body 61 enables the liquid entering from the sixth inlet 611 to have kinetic energy, the liquid in the liquid tank of the transformer 20 generates heat and then becomes a heat source, the liquid is introduced into the heat dissipation device in the cab 80 through the heat exchanger 30 and is used for heating the cab 80 in low-temperature weather, the purpose of utilizing waste heat to heat instead of electric heating is achieved, and the air drying of the cab is avoided. The liquid is introduced into the heat dissipation device in the mechanical chamber 70 through the heat exchanger 30, and the heat dissipation device can be used for heating the space of the mechanical chamber, so that the space heating by utilizing the waste heat is realized to replace the electric heating, the temperature of the space where a braking system pipeline, an air pipe and the like are located can be kept above 5 ℃, and the separation of condensed water and the freezing of the pipeline are avoided. The electric locomotive energy consumption is saved, the electric locomotive energy efficiency is improved, the ton kilometer energy consumption is reduced, and the clean and efficient utilization of energy in the heavy-load transportation field is facilitated. Therefore, the second technical solution effectively solves the problems of dry air and large consumption of electric energy caused by electric heating in low-temperature weather in the cab and the mechanical room of the electric locomotive in the related art. Moreover, when the cooling tower 50 and the heat exchanger 30 of the second embodiment work together, the heat of the heat source in the liquid tank can be consumed, so that the heat of the cooling tower 50 is fully utilized, and the load of the cooling fan of the cooling tower 50 is reduced, thereby reducing the energy consumption of the fan and saving the energy. And the heat exchanger 30 in the second embodiment is used as an interface between the transformer 20 and the heat dissipation devices located in the cab 80 and the machine room 70, so that the heat source and the waste heat can be isolated and coupled. The transformer 20 is preferably a traction transformer.

As shown in fig. 3 and 4, oil of the traction transformer enters the plate heat exchanger through the second inlet 31, then flows into the fifth inlet 51 of the cooling tower through the third outlet 34, is cooled by the cooling tower, is connected to the first pump body 61 through the fifth outlet 52, and flows into the liquid tank of the traction transformer through the first pump body 61, so as to form a heat supply circulation pipeline. The second outlet 32 of the plate heat exchanger is communicated with the radiator 41 of the cab 80, namely the radiator flows into the two radiators 41 of the cab 80 through the second outlet 32 of the plate heat exchanger and the second pump body 62, and then flows back to the plate heat exchanger through the third inlet 33, so that a waste heat utilization circulation pipeline is formed. Wherein the temperature of the oil at the third outlet 34 is about 81 ℃; the temperature of the oil at the fifth outlet 52 is about 78 ℃; the temperature of the oil at the first outlet of the transformer 20 is about 85 ℃; the temperature of the oil at the second outlet 32 is about 80 ℃; the temperature of the oil at the third inlet 33 is around 72 c. The thermal power of each radiator 42 is 20 kW.

In the second embodiment, the first communication line 63, the second communication line 65, the third communication line 53, and the fourth communication line 55 are preferably tubes of DN 80.

As shown in fig. 3, the heat dissipating apparatus includes two radiators 42, the two radiators 42 are connected in series in sequence, the fourth inlet of the most upstream radiator 42 of the two radiators 42 communicates with the seventh outlet 622, and the fourth outlet of the most downstream radiator 42 of the two radiators 42 communicates with the third inlet 33. Of course, in the embodiment not shown in the drawings, the number of the heat sinks may not be limited to two, but may be one, three, or more. The radiator 42 can sufficiently use heat generated by the liquid in the liquid tank of the inverter 10 to heat the driver's cab and the machine room.

The most upstream radiator 42 refers to the radiator 42 directly communicating with the seventh outlet 622. The most downstream radiator 42 refers to one radiator 42 that is in direct communication with the third inlet 33.

In the present application, the cooling tower 50 is preferably a compound cooling tower. The composite cooling tower is used for cooling the traction transformer and the traction converter, and is connected with the traction converter or the traction transformer through pipelines, a first pump body and a second pump body. The cooling tower 50 is of a composite structure, the upper layer is used for cooling liquid of the traction converter, and the lower layer is used for cooling oil of the traction transformer. And forced ventilation and a double-layer radiator are adopted for heat exchange. The composite cooling tower fan is provided with a variable-frequency variable-voltage power supply by a variable-frequency variable-voltage converter (VVVF). 3AC 440V (80-440V, 10-60 Hz), the voltage and frequency of the motor are determined by the control system according to the water temperature of the traction converter, the oil temperature of the traction transformer and other factors.

In the related art, the cab space volume of the ac electric locomotive is about 15m³It is composed of front wind-shield glass, two side doors, side windows, roof and side iron sheet. 2 electric heating rear wall electric fan heaters of 2kW, 2 knee stoves are installed to the driver's cabin, and power is 0.8kW, and the thermal power that the air conditioner can output is 6 kW.

In the related art, the rear wall fan heater and the knee warmer use the heating wire to accelerate the air flow by a small fan. The air conditioner heats in a manner similar to a fan heater. The heating mode easily causes air drying in the cab, and the dry air easily causes frequent static electricity and threatens the safety of electronic devices.

In the related art, an ac electric locomotive machine room is used for installing all mechanical devices in a vehicle body, such as a traction converter, a compound cooling tower, a power supply cabinet, a low voltage cabinet, a signal cabinet, a brake cabinet, an air compressor, an air reservoir and the like. For compressed air pipelines such as a brake cabinet and an air compressor which are positioned at the tail part of a single electric locomotive, in order to prevent condensed water from separating out and freezing to block the pipelines due to the difference of temperature between the inside and the outside of the pipelines, electric tracing is adopted for the pipelines, joints, valves and the like. Typical power of the heat tracing band is around 3 kW. Except electric heat tracing, heat insulation cotton and the like, no other heating equipment is arranged in the mechanical room.

The present application further provides an electric locomotive, as shown in fig. 1 to 4, the electric locomotive of the present embodiment includes a driver's cab 80, a machine room 70, an electric control cabinet, and an electric locomotive waste heat utilization device with a heat exchanger. The heat dissipation device of the electric locomotive waste heat utilization device with the heat exchanger is positioned in the cab 80 and the machinery room 70, and the electric locomotive waste heat utilization device with the heat exchanger is the electric locomotive waste heat utilization device with the heat exchanger. The waste heat utilization device of the electric locomotive with the heat exchanger can solve the problems that the air is dry and a large amount of electric energy is consumed due to the fact that the cab and the mechanical room of the electric locomotive in the related art are electrically heated in low-temperature weather, and the electric locomotive comprising the waste heat utilization device of the electric locomotive with the heat exchanger can solve the same technical problems. And a series of problems of the cab, energy for heating the mechanical room, air drying of the cab and the like are solved by recycling heat generated in the running process of the traction converter and the traction transformer. The electric locomotive energy consumption is saved, the electric locomotive energy efficiency is improved, the ton kilometer energy consumption is reduced, and the energy cleanness and efficient utilization of heavy-load transportation enterprises are improved. The electric control cabinet comprises a power supply and a controller. The electric locomotive waste heat utilization device with the heat exchanger comprises a first pressure detector 64, a second pressure detector 66, a first temperature detector 54 and a second temperature detector 56, wherein the first pressure detector 64, the second pressure detector 66, the first temperature detector 54 and the second temperature detector 56 are all connected with a controller. The electric locomotive of the present embodiment is preferably an ac electric locomotive.

The electric control cabinet is used for supplying power and controlling the waste heat utilization device of the electric locomotive with the heat exchanger, the power of the power supply is 10kW, the controller is controlled by the PLC, and a small-sized human-computer interface is configured for information display and operation. The electric control cabinet is provided with an upper computer interface and is easy to integrate into the electric locomotive control system.

As shown in fig. 1 and 4, the electric locomotive further includes a first fan and a third temperature detector, and both the first fan and the third temperature detector are installed in the cab 80. The first fan is positioned outside the bottom or the side of the heat dissipation device, and the third temperature detector is connected with the controller. The first fan can accelerate air flow, diffuse heat of the heat dissipation device and increase heat exchange efficiency of the heat dissipation device. The third temperature detector is used for measuring the air temperature in the cab 80, and the controller automatically starts and stops the heat supply circulation pipeline according to the temperature data measured by the third temperature detector, and automatically adjusts the flow of the first pump body 61, so that the temperature in the cab is controlled. The third temperature detector is preferably a temperature transmitter.

As shown in fig. 1 and 4, the electric locomotive further includes a second fan and a fourth temperature detector, both of which are installed in the machinery room 70. The second fan is positioned outside the bottom or the side of the heat dissipation device, and the fourth temperature detector is connected with the controller. The second fan can accelerate the air flow, diffuse the heat of the heat dissipation device and increase the heat exchange efficiency of the heat dissipation device. The fourth temperature detector is used for measuring the air temperature in the mechanical chamber 70, and the controller automatically starts and stops the heat supply circulation pipeline according to the temperature data measured by the fourth temperature detector, and automatically adjusts the flow rate of the first pump body 61, so as to control the temperature in the mechanical chamber 70. The fourth temperature detector is preferably a temperature transmitter. The mechanical chamber 70 is provided with a heat-insulating fireproof partition board which is used for independently isolating the space where the mechanical chamber 70 is positioned to form a closed space, and the volume of the space is about 25m³。

In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the orientation words such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" etc. are usually based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of description, and in the case of not making a contrary explanation, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore, should not be interpreted as limiting the scope of the present invention; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and if not stated otherwise, the terms have no special meaning, and therefore, the scope of the present invention should not be construed as being limited.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. The utility model provides an electric locomotive waste heat utilization equipment with heat exchanger which characterized in that includes:

a heat generating device comprising a current transformer (10) or a transformer (20), the heat generating device having a liquid tank comprising a first inlet and a first outlet;

a heat exchanger (30) comprising a second inlet (31), a second outlet (32), a third inlet (33) and a third outlet (34), wherein the first outlet communicates with the second inlet (31);

a heat sink comprising a fourth inlet and a fourth outlet, wherein the second outlet (32) is in communication with the fourth inlet and the fourth outlet is in communication with the third inlet (33);

a cooling tower (50) comprising a fifth inlet (51) and a fifth outlet (52), wherein the third outlet (34) is in communication with the fifth inlet (51);

a first pump body (61) comprising a sixth inlet (611) and a sixth outlet (612), wherein the fifth outlet (52) communicates with the sixth inlet (611) and the sixth outlet (612) communicates with the first inlet.

2. The electric locomotive waste heat utilization device with the heat exchanger as claimed in claim 1, characterized in that the electric locomotive waste heat utilization device with the heat exchanger further comprises a second pump body (62), the second pump body (62) comprises a seventh inlet (621) and a seventh outlet (622), the seventh inlet (621) is communicated with the second outlet (32), and the seventh outlet (622) is communicated with the fourth inlet.

3. The electric locomotive waste heat utilization device with the heat exchanger according to claim 2, characterized in that when the heat generating device comprises the converter (10), the liquid tank contains water cooling liquid, and the first pump body (61) and the second pump body (62) are both water pumps.

4. The electric locomotive waste heat utilization device with the heat exchanger as claimed in claim 3, wherein the heat dissipating device comprises a plurality of heating radiators (41), the plurality of heating radiators (41) are sequentially connected in series, a fourth inlet of the most upstream heating radiator (41) in the plurality of heating radiators (41) is communicated with the seventh outlet (622), and a fourth outlet of the most downstream heating radiator (41) in the plurality of heating radiators (41) is communicated with the third inlet (33).

5. The electric locomotive waste heat utilization device with the heat exchanger according to claim 2, characterized in that when the heat generating device comprises the transformer (20), the liquid tank contains oil, and the first pump body (61) and the second pump body (62) are both oil pumps.

6. The electric locomotive waste heat utilization device with the heat exchanger as claimed in claim 5, characterized in that the heat dissipation device comprises a plurality of radiators (42), the plurality of radiators (42) are connected in series in sequence, a fourth inlet of the radiator (42) at the most upstream of the plurality of radiators (42) is communicated with the seventh outlet (622), and a fourth outlet of the radiator (42) at the most downstream of the plurality of radiators (42) is communicated with the third inlet (33).

7. The electric locomotive waste heat utilization device with the heat exchanger as claimed in claim 2,

the heat exchanger (30) comprises a plate heat exchanger;

a valve is arranged at each of the second inlet (31), the second outlet (32), the third inlet (33) and the third outlet (34);

the sixth outlet (612) is communicated with the first inlet through a first communication pipeline (63), and a first pressure detector (64) is arranged on the first communication pipeline (63);

the seventh outlet (622) is communicated with the fourth inlet through a second communication pipeline (65), and a second pressure detector (66) is arranged on the second communication pipeline (65);

the third outlet (34) is communicated with the fifth inlet (51) through a third communication pipeline (53), and a first temperature detector (54) is arranged on the third communication pipeline (53);

the fourth outlet is communicated with the third inlet (33) through a fourth communication pipeline (55), and a second temperature detector (56) is arranged on the fourth communication pipeline (55).

8. An electric locomotive comprising a driver cab (80), a machinery room (70), an electric control cabinet and an electric locomotive waste heat utilization device with a heat exchanger, characterized in that the electric locomotive waste heat utilization device with the heat exchanger is the electric locomotive waste heat utilization device with the heat exchanger of any one of claims 1 to 7,

the heat dissipation device in the electric locomotive waste heat utilization device with the heat exchanger is positioned in the cab (80) and/or the machinery room (70);

the electric locomotive waste heat utilization device with the heat exchanger comprises a first pressure detector (64), a second pressure detector (66), a first temperature detector (54) and a second temperature detector (56), wherein the first pressure detector (64), the second pressure detector (66), the first temperature detector (54) and the second temperature detector (56) are all connected with the controller.

9. The electric locomotive according to claim 8, further comprising a first fan and a third temperature detector, both mounted within the cab (80), the first fan being located outside a bottom or side portion of the heat sink, the third temperature detector being connected to the controller.

10. The electric locomotive according to claim 8, further comprising a second fan and a fourth temperature detector, both mounted within the machine compartment (70), the second fan located outside a bottom or side of the heat sink, the fourth temperature detector connected to the controller.

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