So even today when electrified railways are so developed, diesel locomotives still occupy an important position in domestic and international railway networks. Even in such a well-developed electrified railway network in China, there are still many non-electrified railway networks playing an important role, such as the famous plateau railway, some desert railways, frozen soil railways, etc.

In the world's railway network, in fact, electrified railways only account for a small part, and most of them are relatively primitive drop-off systems, using internal combustion locomotives.

Even the United States, the world's most powerful country, has a huge railway network, but its electrified railways only account for a small part of all railways, and most of them are traditional trains that rely on internal combustion locomotives.

For example, many heavy-duty trains use internal combustion locomotives, mainly because they can provide more powerful continuous power output.

Although the front of the diesel locomotive has many advantages, it does not need to rely on the electrification network, can continue to drive, and can adapt to many complex climate and terrain environments.

However, the front of the diesel locomotive also has many shortcomings or shortcomings, and it has become increasingly unable to keep up with the development of the times. First of all, diesel locomotives need fuel, and all they use are diesel.

And to move the whole train, the power of the head of this kind of diesel locomotive is very large, so it is basically a gas tiger, and the consumption of fuel is very huge.

This brings it problems such as not being economical enough, not being environmentally friendly, and being noisy. In fact, the use of fuel drive is its advantage and its disadvantage.

Moreover, 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 the high-speed trains and electric locomotives on electrified railways.

The current diesel locomotives can be divided into two types: hydraulic transmission and electric transmission according to different output modes. The first is the more traditional hydraulic transmission method. It is very simple to directly transmit the power of the internal combustion engine to the wheels of the locomotive to drive the locomotive forward. The traditional way of electric power is actually very simple. The internal combustion engine no longer directly acts on the power, and the kinetic energy of the internal combustion engine is used to drive the generator to generate electricity, and then the electricity generated is used to drive the entire locomotive forward.

Most of the current diesel locomotives have started to adopt the electric transmission method, mainly because this method is more economical, has a strong acceleration capability, and has a simple mechanical structure and is easy to maintain.

Either way, the internal combustion engine seems to be falling behind the times. Especially today when electrification is popular, diesel locomotives seem to have begun to gradually roll out of the historical stage, and can only appear in some special needs scenarios as a duty.

Today, with emphasis on green and environmental protection, the issue of emissions has become an issue of widespread concern to the public and the society, and this kind of diesel 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 locomotives work? This is a question many people ask.

However, diesel locomotives have advantages that other electrified trains cannot match in some environments, so as an emergency force, the backbone force must not be replaced.

So people began to study a new generation of diesel locomotives, hoping that it could keep up with the development of the times, so a new electric locomotive powered by batteries appeared before the eyes of technical experts.

However, limited by the cost, service life, safety, and charging time of the battery, this battery-driven electric locomotive head has not been used on a large scale.

It was not until Haoyu Technology released the super industrial solid-state battery and the super long-range wireless charging technology that the battery-driven electric locomotive locomotive locomotive reappeared in the public's field of vision, and it was soon applied to some non-electrified railways.

The front of this battery-driven electric locomotive usually consists of two parts, which are the driving unit of the front of the electric locomotive and the battery module compartment suspended behind the front of the locomotive.

There is a battery pack built into the front of the electric locomotive, but this battery pack is only used for some short-distance routes. If you want to achieve long-distance driving, you must mount a battery module.

The entire battery module is actually a carriage, and the carriage is filled with battery packs. The whole train can choose the number of suspension power modules according to the distance of the line.

These power modules can be individually connected to the grid of the electrified railway for charging, and can also be charged by the head of the electric locomotive. The entire charging speed is very fast. It only takes 40 minutes for a single-cell power module to be fully charged, and the charging time for multiple-cell power modules is similar to that of a single-cell power module.

Although this time is not as good as the refueling time of a diesel locomotive, it is already very fast. And it can also charge while driving. Through the alternate work of multiple groups of batteries in a single battery module, the machine can realize charging and discharging at the same time.

In this way, it is only necessary to set up a section of electrified railway at each calculated distance of the electrified railway, and when the train driven by the head of the electric locomotive is running on the non-electrified railway, it can pass this section of electrified railway without stopping. When driving, it can be charged while driving.

In this way, the aircraft can achieve wireless battery life on non-electrified railways.

Electrification is difficult in many countries, mainly because electrification is too costly and laborious. Just like building this electrified high-speed rail, it’s not that I don’t want to~lightnovelpub.net~ but I don’t have money.

Using this technology, these countries can completely realize the operation of electrified trains on top of their own country's non-electrified railways.

EMUs in many countries cannot run on these non-electrified railways. Using this kind of power module carriages, they are incorporated into the EMUs, so that the EMUs that usually run on electrified railways can run on waste electrical appliances and railways. up.

A major benefit of this is that the boundaries between electrified railways and waste electrical appliances and railways will be greatly reduced. Moreover, many countries can have comfortable and beautiful electrified EMUs without too high a price, so as to further modernize their own country's railway network.

So thanks to the super industrial solid-state battery technology produced by Wu Hao and the others, the business of several major domestic locomotive manufacturers has boomed again, and the order volume has surged for a while.

In order to seize these orders, the major locomotive manufacturers even sent their own delegations to guard directly at the gate of the battery factory and Linghu. There is only one main job for them, to get as many super industrial solid-state batteries as possible for their respective companies.

Even in order to **** these batteries, the major motorcycle manufacturers often fight with each other. Of course, after encountering a common enemy or competitor, the huge locomotive manufacturers turned around and united again, unanimously speaking.