1. A locomotive unit is characterized by comprising a control vehicle, a power vehicle and a first connecting mechanism, wherein one end of the control vehicle is connected with the power vehicle through the first connecting mechanism;

the control vehicle comprises a control vehicle body, a non-power bogie and a first container locking device, wherein the non-power bogie is arranged on an underframe of the control vehicle body, and the first container locking device is arranged on the upper end surface of the control vehicle body;

the power vehicle comprises a power vehicle body, a power bogie and a second container locking device, wherein the power bogie is arranged on an underframe of the power vehicle body, and the second container locking device is arranged on the upper end face of the power vehicle body.

2. The locomotive unit of claim 1, wherein said control car body has a plurality of said first container locks fixedly attached to an upper end thereof, and wherein said control car body has a plurality of said second container locks fixedly attached to an upper end thereof.

3. The locomotive unit of claim 2, wherein the number of first container locking devices is 12, evenly and symmetrically distributed on both sides of the upper end surface of the control car body; the number of the second container locking devices is 12, and the second container locking devices are uniformly and symmetrically distributed on two sides of the upper end of the power vehicle body.

4. The locomotive unit of claim 1, wherein the first coupling mechanism is a drawbar through which the control car and the power car are coupled.

5. A freight locomotive, characterized by comprising a locomotive unit according to any one of claims 1 to 4.

6. The freight locomotive according to claim 5, further comprising a trailer, a second coupling mechanism, one end of the trailer being coupled to the vehicle via the second coupling mechanism.

7. The freight locomotive according to claim 6, wherein the second coupling mechanism is an automatic coupler.

8. A freight locomotive management method comprising a freight locomotive according to any one of claims 5 to 7, characterized by comprising the steps of:

s1, obtaining the axle weight information of the transportation line and calculating the self-loading maximum weight of the locomotive unit;

s2, configuring self-loading objects of the locomotive unit, and calculating the maximum traction weight of the locomotive unit according to the actual loading weight condition;

and S3, selecting different transportation modes according to the ratio of the single transportation weight to the maximum traction weight, wherein the transportation modes comprise a single locomotive unit mode, a double locomotive unit mode and a batch transportation mode.

9. The freight locomotive management method according to claim 8, wherein the specific determination of the one-locomotive unit mode, the two-locomotive unit mode, or the batch mode is

S31: calculating the ratio of the single transportation weight to the maximum traction weight, and selecting a single locomotive unit to pull goods if the ratio is less than or equal to 1, wherein the single locomotive unit mode is adopted;

s32, calculating the ratio of the single transportation weight to the maximum traction weight, and if the ratio is greater than 1 and less than or equal to 2, selecting 2 locomotive units to reconnect and traction goods to be in a double locomotive unit mode;

and S33, calculating the ratio of the single transportation weight to the maximum traction weight, and if the ratio is more than 2, selecting the locomotive unit to pull the goods in batches to be in a batch transportation mode.

Background

With the mobile internet consumption covering the world and the vigorous development of the express transportation industry, some express enterprises adopt an air transportation mode, and special freight trains are also carried out on domestic high-speed railway lines, but when the goods are delivered by the existing locomotive, particularly when the goods with high efficiency requirements such as express delivery, food transportation and the like are delivered, the goods are difficult to centralize, the traction capacity and the energy consumption of the existing freight locomotive are high, the axle weight is a fixed design value, the existing freight locomotive cannot adapt to different lines at the same time, and the requirement of quick freight transportation cannot be met.

Disclosure of Invention

The invention aims to provide a locomotive unit, which meets the requirement of rapid cargo transportation on different lines by means of variable axle weight values.

The invention provides a locomotive unit based on the above purpose, which comprises a control vehicle, a power vehicle and a first connecting mechanism, wherein one end of the control vehicle is connected with the power vehicle through the first connecting mechanism, the control vehicle comprises a control vehicle body, a non-power bogie and a first container locking device, the non-power bogie is arranged on an underframe of the control vehicle body, the first container locking device is arranged on the upper end surface of the control vehicle body, the power vehicle comprises a power vehicle body, a power bogie and a second container locking device, the power bogie is arranged on the underframe of the power vehicle body, and the second container locking device is arranged on the upper end surface of the power vehicle body.

The invention adopts the locomotive unit consisting of the control vehicle and the power vehicle, the container can be placed above the locomotive unit through the container locking device, the self-carrying objects of the locomotive unit are different, the axle weights of the locomotive unit are different, the requirements of different lines and different axle weights are met, and the requirement of rapid cargo transportation is met. The control vehicle and the power vehicle body structure of the invention are flat plate structures, the control vehicle is kept in a cab, the main equipment is mounted under the vehicle, and the container can be mounted on the vehicle through a container lock seat.

As an optional implementation manner, the number of the first container locking devices is a plurality of first container locking devices, and the first container locking devices are symmetrically distributed on two sides of the upper end of the control vehicle body; the number of the second container locking devices is a plurality of second container locking devices which are symmetrically distributed on two sides of the upper end of the power vehicle body. Preferably, the number of the first container locking devices is 12, the first container locking devices are symmetrically distributed on two sides of the upper end of the control vehicle body, and one side of each first container locking device is 6; the number of the second container locking devices is 12, the second container locking devices are symmetrically distributed on two sides of the upper end of the power vehicle body, and one side of each second container locking device is 6.

As an alternative embodiment, the first connecting mechanism includes a draw bar, and the control vehicle and the power vehicle are connected through the draw bar. The traction rod enables the control vehicle to be stably connected with the power vehicle.

Corresponding to the locomotive unit, the freight locomotive comprises the locomotive unit. The freight locomotive comprises the locomotive unit, the axle weight of the locomotive unit is variable, the locomotive unit can adapt to different lines, and the requirement of rapidly transporting cargos can be met.

As an alternative embodiment, the freight locomotive further includes a trailer and a second connecting mechanism, and one end of the trailer is connected with the power vehicle through the second connecting mechanism. The self-loading weight is limited, and the existence of a trailer can be selected according to different cargos, so that the transportation mode is more flexible.

As an alternative embodiment, the second connection mechanism is an automatic coupler. And the connection mode of the automatic car coupler is convenient and simple.

Corresponding to the freight locomotive, the invention also discloses a freight locomotive management method, which is characterized by comprising the following steps:

s1, obtaining the axle weight information of the transportation line and calculating the self-loading maximum weight of the locomotive unit;

as an optional mode, the obtaining of the axle weight information may be to record the number of axles passing through the locomotive unit and the axle distance through a piezoelectric sensor, and simultaneously collect pressure dynamic data when the locomotive unit passes through, so as to calculate the axle weight information of the vehicle.

As an alternative, the calculation expressions of each bogie load, each carriage load and the whole vehicle load are respectively:

Mij＝k·P/g

Qi＝(Mi1+Mi2+…+Mij)-Mi0

wherein, Mij represents the j-th bogie load of the ith carriage, k represents the elastic coefficient, P represents the air spring pressure or the spring compression stroke, g represents the gravity coefficient, Qi represents the ith carriage load, Mi0 represents the self weight of the ith carriage, Q represents the whole vehicle load, and n represents the number of carriages.

S2, configuring self-loading objects of the locomotive unit, and calculating the maximum traction weight of the locomotive unit according to the actual loading weight condition;

and S3, selecting different transportation modes according to the ratio of the single transportation weight to the maximum traction weight, wherein the transportation modes comprise a single locomotive unit mode, a double locomotive unit mode and a batch transportation mode.

Further, the specific determination of the single locomotive unit mode, the double locomotive unit mode, and the batch mode is S31: calculating the ratio of the single transportation weight to the maximum traction weight, and selecting a single locomotive unit to pull goods if the ratio is less than or equal to 1, wherein the single locomotive unit mode is adopted;

s32, calculating the ratio of the single transportation weight to the maximum traction weight, and if the ratio is greater than 1 and less than or equal to 2, selecting 2 locomotive units to reconnect and traction goods to be in a double locomotive unit mode;

and S33, calculating the ratio of the single transportation weight to the maximum traction weight, and if the ratio is more than 2, selecting the locomotive unit to pull the goods in batches to be in a batch transportation mode.

The invention has the following beneficial effects:

1. the invention adopts the locomotive unit consisting of 1 section of control vehicle and 1 section of power vehicle, reduces the self axle weight of the locomotive, can adjust the axle weight and the traction performance of the locomotive through the self-loading cargo weight, and can widely meet the transportation requirements of different lines;

2. the control vehicle and the power vehicle of the locomotive unit can load containers or other goods, can pull other types of rail vehicles, can be used as a quick freight locomotive, a shunting locomotive, a rescue locomotive and the like, and have wide application range;

3. the invention discloses a management method of a self-loading freight locomotive, which comprises the steps of firstly obtaining axle load information of a transportation line, calculating the maximum traction weight of a locomotive unit, then obtaining the required traction weight according to the difference between the total cargo transportation amount and the self-loading weight, and finally selecting different transportation modes according to the maximum load weight and the required traction weight of the locomotive unit, thereby realizing flexible and rapid cargo transportation and having wide application range.

Drawings

FIG. 1 is a schematic illustration of the composition of a locomotive unit of the present invention;

FIG. 2 is a schematic illustration of the composition of a locomotive unit with a trailer of the present invention;

FIG. 3 is a front view of the control cart of the present invention;

FIG. 4 is a top plan view of the control cart of the present invention;

fig. 5 is a front view of the power vehicle of the invention;

fig. 6 is a plan view of the power vehicle of the invention;

fig. 7 is a flow chart illustrating a method for managing a self-loading freight locomotive according to the present invention.

Wherein: 100. the system comprises a locomotive unit, a control locomotive, an automatic coupler, a control system, a current receiving system, a control locomotive body, a non-power steering system, a control locomotive body, 15, a storage battery, 16, a transformer, 17, a brake air cylinder, 18, a brake module, 19 and an air compressor, wherein the control locomotive body is connected with the control locomotive; 20. the system comprises a power vehicle, 21, a traction rod, 22, a brake air cylinder, 23, a power steering device, 24, a power vehicle body, 25, a main air cylinder, 26, an automatic coupler, 27, a brake module, 28, a converter, 29 and a storage battery; 30. a first connecting mechanism; 40. a first container locking arrangement; 50. a second container locking arrangement; 200. a trailer, 210, a second connection mechanism.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to specific embodiments and the accompanying drawings.

As shown in fig. 1, the locomotive unit 100 is formed by connecting a 1-segment control vehicle 10 and a 1-segment power vehicle 20 through a first connecting mechanism (or drawbar) 30, and an automatic coupler is configured at the front end of the control vehicle 10 and the tail end of the power vehicle 20 to meet the coupling requirements of other vehicles.

As shown in fig. 3 to 4, the control vehicle comprises 2-shaft non-power bogies 12, 1 control vehicle body 13 and vehicle-mounted equipment; a cab is arranged at the head of a control vehicle body 13, a cab framework and the vehicle body are welded into an integral structure, and high-voltage current receiving equipment such as a pantograph, a main circuit breaker and the like are arranged on the roof of the cab; the middle parts of the control vehicle 10 and the power vehicle 20 both adopt an edge beam bearing frame mechanism, and equipment such as a transformer 16, a storage battery 15, a brake module 18, a brake air cylinder 17, an air compressor 19, a sewage tank and the like are arranged in the middle of the edge beam; the first container lock seat 40 which is fixed and can be hidden is arranged on the upper plane of the control vehicle body 13, so that containers can be arranged, and the control vehicle can adapt to the size specifications of different containers.

As shown in fig. 5 to 6, the power vehicle 20 includes 2-axle power trucks 23, 1 power vehicle body 24, and on-vehicle equipment; the middle part of the vehicle body adopts a boundary beam bearing frame mechanism, and a converter 28, a charger, a storage battery 29 (the storage battery can supply power to the container) and a brake module 27 are arranged in the middle of the boundary beam; the main air reservoir 25 is arranged at the end part of the upper plane of the power vehicle body 24, and the middle part of the upper plane is provided with a fixed and hidden second container lock seat 50, so that containers can be arranged and the size specification of different containers can be adapted.

As shown in fig. 1 to 6, a locomotive unit 100 disclosed in the present invention includes a control vehicle 10, a power vehicle 20, and a first connecting mechanism 30, wherein one end of the control vehicle 10 is connected to the power vehicle 20 through the first connecting mechanism 30, for example, through a drawbar 21; the middle of the control vehicle body 13 and the power vehicle body 24 are both of an edge beam bearing frame structure, the control vehicle 10 comprises a control vehicle body 13, a non-power bogie 14 and a first container locking device 40, the non-power bogie 14 is arranged on the bottom frame of the control vehicle body 13, and the first container locking device 40 is arranged on the upper end surface of the control vehicle body 13; the power vehicle 20 includes a power vehicle body 24, a power bogie 23, and a second container locking device 50, the power bogie 23 is provided on an underframe of the power vehicle body 24, and the second container locking device 50 is provided on an upper end surface of the power vehicle body 24.

As an alternative embodiment, the number of the first container locking devices 40 is several, and the first container locking devices are symmetrically distributed on two sides of the upper end of the control vehicle body 13; the number of the second container locking devices 50 is several and symmetrically distributed on both sides of the upper end of the power vehicle body 24. The number of the first container locking devices 40 can be 12, and the first container locking devices are symmetrically distributed on two sides of the upper end of the control vehicle body 13, and one side of the first container locking devices is 6; the number of the second container locking devices 50 may be 12, and are symmetrically distributed at both sides of the upper end of the vehicle body 24, and one side thereof is 6.

Corresponding to the locomotive unit, the freight locomotive comprises the locomotive unit. As an alternative embodiment, the freight locomotive further includes a trailer 200 and a second connecting mechanism 210, and one end of the trailer 200 is connected to the power vehicle 20 through the second connecting mechanism 210. The second coupling mechanism may be an automatic coupler 26.

Corresponding to the freight locomotive, the invention also discloses a freight locomotive management method, which comprises the freight locomotive and further comprises the following steps:

s1, obtaining the axle weight information of the transportation line and calculating the self-loading maximum weight of the locomotive unit;

s2, configuring self-loading objects of the locomotive unit, and calculating the maximum traction weight of the locomotive unit according to the actual loading weight condition;

and S3, selecting different transportation modes according to the ratio K of the single transportation weight to the maximum traction weight, wherein the transportation modes comprise a single locomotive unit mode, a double locomotive unit mode and a batch transportation mode.

Further, the specific judgment of the non-trailer mode, the single locomotive unit mode, the double locomotive unit mode and the batch mode is

S31, calculating the ratio K of the single transportation weight to the maximum traction weight, and selecting a single locomotive unit to draw goods if the ratio K is less than or equal to 1, wherein the single locomotive unit mode is adopted;

to illustrate, the deadweight of the locomotive unit mode is equal to the deadweight of the locomotive unit.

S32, calculating the ratio K of the single transportation weight to the maximum traction weight, and if the ratio K is larger than 1 and the ratio K is smaller than or equal to 2, selecting 2 locomotive units to reconnect and traction goods to be in a double locomotive unit mode;

it is noted that the self-carrying capacity of the two-locomotive unit mode is twice the self-carrying capacity of the locomotive unit.

And S33, calculating the ratio K of the single transportation weight to the maximum traction weight, and if the ratio K is more than 2, selecting the locomotive unit to pull the goods in batches to be in a batch transportation mode.

Illustratively, the batch mode of transportation may be split into a single locomotive unit mode or a dual locomotive unit mode.

Finally, it should be noted that the above-mentioned embodiments illustrate rather than limit the scope of the invention, and that those skilled in the art will be able to modify the invention in its various equivalent forms without departing from the scope of the invention as defined in the appended claims.