Chapter 2552 The Development and Rebirth of Diesel Locomotives
So even today, when electrified railways are so developed, diesel locomotives still occupy an important position in domestic and international railway networks. Even among such a developed domestic electrified railway network, there are still many non-electrified railway networks that play a major role.
, such as the famous plateau railway, as well as some desert railways, frozen soil railways, etc.
In the world's railway network, electrified railways actually account for only a small part, and most of them are relatively primitive drop-rail systems, using internal combustion engines.
Even though the United States, the world's most powerful country, has a huge railway network, its electrified railways only account for a small part of all railways, and most of them rely on traditional trains pulled by diesel locomotives.
For example, many heavy-haul trains use internal combustion locomotives, mainly because they can provide more powerful continuous power output.
Although the diesel locomotive locomotive has many advantages, it does not need to rely on the electrification network, can drive continuously, and can adapt to many complex climate and terrain environments.
However, the front end of the diesel locomotive also has many deficiencies or shortcomings, and it has become increasingly unable to keep up with the development of the times. First of all, the diesel locomotive needs fuel, and all it uses is diesel.
Moreover, to move the entire train, the power of the front end of this kind of diesel locomotive is very high, so it is basically a gas tiger, and its consumption of fuel is very huge.
This has brought it problems such as not being economical enough, not environmentally friendly enough, and being noisy. In fact, using fuel to drive is both its advantage and its disadvantage.
And because it is driven by a diesel locomotive, its kinetic energy acceleration is limited, and its acceleration and deceleration capabilities are relatively poor. In this regard, it is far inferior to high-speed rail and electric locomotives on electrified railways.
Today's internal combustion locomotives can be divided into two types: hydraulic transmission and electric transmission based on different output methods. The first is the more traditional hydraulic transmission method, which is very simple. It directly transmits the power of the internal combustion engine to the wheels of the locomotive, thereby driving the locomotive.
Forward. The traditional method of electricity is actually very simple. The internal combustion engine no longer directly acts on power, but uses the kinetic energy of the internal combustion engine to drive the generator to generate electricity, and then the generated electricity drives the entire locomotive forward.
Most of the current diesel locomotives are beginning to use electric transmission. This is mainly because this method is more economical, has strong acceleration capabilities, has a simple mechanical structure, and is easy to maintain.
No matter which way it is, diesel locomotives seem to be increasingly unable to keep up with the development of the times. Especially today with the popularity of electrification, diesel locomotives seem to have begun to gradually roll out of the historical stage, and can only appear in some special needs scenes as part of their duties.
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In today's world that pays attention to green environmental protection, the emission problem has become a widespread concern among the people and society, and this kind of internal combustion locomotive that relies on fuel has also become a target that many people want to eliminate.
Even the cars on the street have become electric. Why can't these internal combustion vehicles? This is a question many people have.
However, diesel locomotives have advantages that other electrified trains cannot match in some environments, so they cannot be replaced as an emergency force and backbone.
Therefore, people began to study a new generation of diesel locomotive locomotives, hoping that it could keep up with the development of the times, so a new battery-driven electric locomotive locomotive appeared in front of technical experts.
However, due to battery cost, lifespan, safety, and charging time, this type of battery-driven electric locomotive has not been widely used.
It was not until Haoyu Technology released its super industrial solid-state battery and super long-range wireless charging technology that this battery-driven electric locomotive reappeared in the public eye and was soon used in some non-electrified railways.
This type of battery-driven electric locomotive usually consists of two parts, namely the drive unit of the electric locomotive and the battery module compartment suspended behind the front.
There is a battery pack built into the front of the electric locomotive, but this battery pack is only used for some short-distance lines. If you want to achieve long-distance travel, you must mount a battery module.
The entire battery module is actually a carriage, which is filled with battery packs. The entire train can choose the number of power modules to hang based on the distance of the line.
These power modules can be individually connected to the electrified railway grid for charging, or can be charged by the head of the electric locomotive. The entire charging speed is very fast. A single power module only takes 40 minutes to be fully charged, and multiple power modules can be charged at the same time.
, the time is almost the same as the charging time of a single power module.
Although this time is not as good as the refueling time of a diesel locomotive, it is still very fast. Moreover, it can be charged while driving. By using multiple sets of cells in a single battery module to work alternately, the engine can charge and discharge at the same time.
In this way, you only need to set up a section of electrified railway at each calculated distance of the electrified railway. When the train driven by the electric locomotive runs on the non-electrified railway, it does not need to stop and can pass by this section of electrified railway.
It can be charged while driving.
In this way, the machine can achieve wireless endurance on non-electrified railways.
It is difficult for many countries to carry out electrification transformation, mainly because electrification transformation is too expensive and laborious. Just like building this kind of electrified high-speed railway, it is not that they don’t want to, but that they don’t have the money.
Using this technology, these countries can implement electrified train operations on their own non-electrified railways.
EMUs in many countries cannot run on these non-electrified railways. Use this kind of power module carriages and integrate them into the EMUs, so that the EMUs that usually run on electrified railways can run on waste electrical appliances and railways.
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One of the major benefits of this is that the boundaries between electrified railways, waste electrical appliances and railways will be greatly narrowed. Moreover, many countries will be able to own comfortable and beautiful electrified train sets without paying too high a price.
Step by step to modernize your country's railway network.
Therefore, thanks to the super industrial solid-state battery technology produced by Wu Hao and others, the business of several major domestic motorcycle manufacturers has become booming again, and the number of orders has surged for a while.
In order to seize these orders, major motorcycle manufacturers even sent their own delegations to guard directly at the entrance of the battery factory and Linghu. Their main job is to get as many super motorcycles as possible for their respective companies.
Industrial solid-state batteries.
Even in order to snatch these batteries, the major motorcycle manufacturers often fight with each other. Of course, after encountering a common enemy or competitor, these major motorcycle manufacturers turned around and united together again, and unanimously faced the outside world.
