A method and system for energy distribution and conversion control of an electric-hybrid locomotive

Abstract

The present application relates to the field of locomotive control technology, in particular to an energy distribution and conversion control method for electric-hybrid locomotive. The method comprises: S10, judging whether the current mode of the locomotive is a shunting mode or a main line mode, if the current mode is the shunting mode, executing step S20, if the current mode is the main line mode, executing step S30. S20, judging whether the current speed of the locomotive is 0, when the locomotive is at 0 speed, operating the pantograph key switch to allow the locomotive to raise the pantograph, when the pantograph of the locomotive is raised, the power battery system is automatically put into use to charge the power battery and provide the required energy for the auxiliary system, when the pantograph of the locomotive is raised, the traction of the locomotive is blocked to prohibit the output of traction force. S30, judging whether the pantograph of the locomotive is raised, if the pantograph is raised and the locomotive has a traction demand, the energy obtained from the catenary by the high-voltage system is used to preferentially provide the traction power, and the remaining energy is used to charge the power battery.

Description

Technical Field

[0001] This invention relates to the field of locomotive control technology, and in particular to a method and system for energy distribution and conversion control of electric hybrid locomotives. Background Technology

[0002] The electric-electric hybrid locomotive is a recently proposed locomotive configuration scheme. The locomotive is equipped with a pantograph and a power battery, which can adapt to special working conditions such as shunting at non-grid marshalling yards and phased operation on grid-connected main lines, and can also adapt to the normal operating conditions of all electric locomotives.

[0003] As a novel technology, the control of electric hybrid locomotives is currently unable to control the energy distribution and switching between the pantograph and the power battery. To address this technical problem, a method and system for energy distribution and conversion control of electric hybrid locomotives are proposed. Summary of the Invention

[0004] In order to solve the technical problems existing in the prior art, the present invention provides an energy distribution and conversion control method and system for electric hybrid locomotives.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] In a first aspect, in one embodiment of the present invention, an energy distribution and conversion control system for an electric-electric hybrid locomotive is provided. The system includes: a high-voltage control unit, a power battery control unit, a traction control unit, an auxiliary control unit, a chopper control unit, and a central control unit; the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit, and the chopper control unit are all connected to the central control unit.

[0007] The high-voltage control unit is used to control the energy of the high-voltage module consisting of pantograph-transformer-main circuit breaker based on the first control signal from the central control unit.

[0008] The power battery control unit is used to control the charging and discharging energy of the power battery based on the second control signal from the central control unit.

[0009] The traction control unit is used to execute the locomotive's traction and braking forces based on the third control signal from the central control unit;

[0010] The auxiliary control unit is used to execute locomotive auxiliary equipment control based on the fourth control signal from the central control unit;

[0011] The chopper control unit is used to control the energy consumed by the braking resistor based on the fifth control signal from the central control unit.

[0012] The central control unit is used to control the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit, and the chopper control unit.

[0013] As a further aspect of the present invention, the high-voltage control unit controls the energy of the high-voltage module consisting of pantograph-transformer-main circuit breaker by controlling a four-quadrant converter.

[0014] As a further aspect of the present invention, the power battery control unit controls the charging and discharging energy of the power battery through the power battery charge and discharge controller.

[0015] As a further aspect of the present invention, the traction control unit, through the traction converter, executes the exertion of locomotive traction and braking force.

[0016] As a further aspect of the present invention, the auxiliary control unit performs locomotive auxiliary equipment control via the auxiliary converter.

[0017] As a further aspect of the present invention, the chopper control unit controls the energy consumed by the braking resistor through the chopper controller.

[0018] As a further embodiment of the present invention, the central control unit is connected to the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit, and the chopper control unit via the locomotive data bus.

[0019] Secondly, in another embodiment provided by the present invention, an energy distribution and conversion control method for an electric-electric hybrid locomotive is provided, the method comprising:

[0020] S10. Determine whether the locomotive is currently in shunting mode or mainline mode. If it is in the current mode, proceed to step S20; if it is in mainline mode, proceed to step S30.

[0021] S20. Determine if the locomotive's current speed is 0. If the locomotive is at 0 speed, operate the pantograph raising switch to allow the locomotive to raise the pantograph.

[0022] When the locomotive's pantograph is raised, the power battery system automatically engages to charge the power battery and provide the energy required by the auxiliary systems.

[0023] When the locomotive pantograph is raised, the locomotive traction is blocked, and the output of traction force is prohibited.

[0024] If the locomotive moves (i.e., its speed is not zero) after the pantograph is raised, the main circuit breaker will be immediately disconnected and the pantograph will be lowered.

[0025] After the pantograph is lowered, if the power battery has been put into operation, the locomotive traction blockade will be lifted, and normal traction can be carried out.

[0026] When the pantograph is not raised but the power battery is engaged, if there is a traction demand, the energy required for traction will be provided by the power battery.

[0027] When the pantograph is not raised but the power battery is engaged, if there is a need for power braking, the power braking feedback energy will be used to charge the power battery first, and the remaining energy will be consumed through the braking resistor.

[0028] When the pantograph is not raised and the power battery is engaged, if the locomotive has no traction or braking requirements and is in a coasting state, the power battery maintains auxiliary power.

[0029] S30. Determine whether the pantograph of the locomotive is raised;

[0030] If the pantograph is raised, and the locomotive has traction needs, the energy obtained by the high-voltage system from the overhead contact line will be used to provide traction power first, and the remaining energy will be used to charge the power battery.

[0031] If the locomotive has traction needs during the phase transition, the high voltage system is disconnected at this time, and the traction power is switched to be provided by the power battery.

[0032] When the locomotive needs to brake, the locomotive's braking power is used to charge the power battery first, and the remaining energy is fed back to the power grid through the high-voltage system.

[0033] If the locomotive needs power braking during the phase break, since the high voltage system is disconnected at this time, the locomotive's power braking power will first charge the power battery, and the remaining energy will be consumed through the braking resistor.

[0034] If the locomotive has no traction or braking requirements and is in a coasting state, the high-voltage system charges the power battery and maintains auxiliary power at the same time.

[0035] If the pantograph is not raised and only the power battery provides power, the power battery will provide traction power if the locomotive has traction needs.

[0036] When powered only by the power battery, if the locomotive needs power braking, the locomotive's power braking power will first charge the power battery, and the remaining energy will be consumed through the braking resistor.

[0037] When the locomotive is coasting and there is no need for traction or braking, the auxiliary power is maintained by the power battery when only the power battery is powered.

[0038] As a further aspect of the present invention, S20 further includes: under conditions where the locomotive is not at 0 speed, the operation of the pantograph lifting switch is invalid.

[0039] As a further aspect of the present invention, S20 also includes: when the locomotive pantograph is raised and the main circuit breaker is closed, the power battery system is automatically put into operation to charge the power battery and provide the energy required by the auxiliary system.

[0040] The technical solution provided by this invention has the following beneficial effects:

[0041] This invention can rationally allocate and utilize the locomotive's energy system according to different application scenarios and operating conditions, ensuring that the locomotive has the ability to operate normally in areas with grids, areas without grids, and phase-separated areas, thereby maximizing the locomotive's performance.

[0042] These or other aspects of the invention will become more apparent from the following description of embodiments. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a flowchart of step S20 in the energy distribution and conversion control method for an electric-electric hybrid locomotive according to an embodiment of the present invention.

[0045] Figure 2 This is a flowchart of step S30 in the energy distribution and conversion control method for an electric-electric hybrid locomotive according to an embodiment of the present invention.

[0046] Figure 3 This is a schematic diagram of the main circuit of an electric-electric hybrid locomotive according to an embodiment of the present invention.

[0047] Figure 4 This is a structural diagram of an electric-electric hybrid locomotive energy distribution and conversion control system according to an embodiment of the present invention. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0050] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0051] Specifically, the embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0052] Please see Figure 1 and 2 The method for energy distribution and conversion control of the electric hybrid locomotive includes steps S10 to S30.

[0053] S10. Determine whether the locomotive is currently in shunting mode or mainline mode. If it is in the current mode, proceed to step S20; if it is in mainline mode, proceed to step S30.

[0054] Figure 2 This is a flowchart of S20 in the energy distribution and conversion control method for an electric-electric hybrid locomotive according to an embodiment of the present invention, as shown below. Figure 2 As shown, S20: Determine if the current speed of the locomotive is 0. When the locomotive is at 0 speed, operate the pantograph raising switch to allow the locomotive to raise the pantograph.

[0055] When the locomotive's pantograph is raised, the power battery system automatically engages to charge the power battery and provide the energy required by the auxiliary systems.

[0056] When the locomotive pantograph is raised, the locomotive traction is blocked, and the output of traction force is prohibited.

[0057] If the locomotive moves (i.e., its speed is not zero) after the pantograph is raised, the main circuit breaker will be immediately disconnected and the pantograph will be lowered.

[0058] After the pantograph is lowered, if the power battery has been put into operation, the locomotive traction blockade will be lifted, and normal traction can be carried out.

[0059] The power battery can be manually engaged at any time.

[0060] When the pantograph is not raised but the power battery is engaged, if there is a traction demand, the energy required for traction will be provided by the power battery.

[0061] When the pantograph is not raised but the power battery is engaged, if there is a need for power braking, the power braking feedback energy will first charge the power battery, and the remaining energy will be consumed through the braking resistor.

[0062] When the pantograph is not raised and the power battery is engaged, if the locomotive has no traction or braking requirements and is in a coasting state, the power battery maintains auxiliary power.

[0063] In an embodiment of the present invention, S20 further includes: under conditions where the locomotive is not at 0 speed, the operation of the pantograph lifting switch is invalid.

[0064] In an embodiment of the present invention, S20 further includes: when the locomotive pantograph is raised and the main circuit breaker is closed, the power battery system is automatically put into operation to charge the power battery and provide the energy required by the auxiliary system.

[0065] Figure 2 This is a flowchart of S30 in the energy distribution and conversion control method for an electric-electric hybrid locomotive according to an embodiment of the present invention, as shown below. Figure 3 As shown, S30: Determine whether the pantograph of the locomotive is raised;

[0066] If the pantograph is raised, and the locomotive has traction needs, the energy obtained by the high-voltage system from the overhead contact line will be used to provide traction power first, and the remaining energy will be used to charge the power battery.

[0067] If the locomotive has traction needs during the phase transition, the high voltage system is disconnected at this time, and the traction power is switched to be provided by the power battery.

[0068] When the locomotive needs to brake, the locomotive's braking power is used to charge the power battery first, and the remaining energy is fed back to the power grid through the high-voltage system.

[0069] If the locomotive needs power braking during the phase break, since the high voltage system is disconnected at this time, the locomotive's power braking power will first charge the power battery, and the remaining energy will be consumed through the braking resistor.

[0070] If the locomotive has no traction or braking requirements and is in a coasting state, the high-voltage system charges the power battery and maintains auxiliary power at the same time.

[0071] If the pantograph is not raised and only the power battery provides power, the power battery will provide traction power if the locomotive has traction needs.

[0072] When powered only by the power battery, if the locomotive needs power braking, the locomotive's power braking power will first charge the power battery, and the remaining energy will be consumed through the braking resistor.

[0073] When the locomotive is coasting and there is no need for traction or braking, the auxiliary power is maintained by the power battery when only the power battery is powered.

[0074] This invention provides an energy distribution and conversion control method for electric hybrid locomotives, which can rationally allocate and utilize the locomotive's energy system according to different application scenarios and operating conditions, ensuring that the locomotive has the ability to operate normally in areas with grids, areas without grids, and phase-separated areas, and maximizing the locomotive's performance.

[0075] It should be noted that, apart from the shunting mode and mainline mode mentioned in the text, any similar or related application scenarios of the locomotive that can be implemented with only minor modifications to the control method should also be considered as alternatives to the control method in this invention and protected accordingly.

[0076] It should be understood that although the above description follows a certain order, these steps are not necessarily executed in that order. Unless otherwise expressly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, some steps in this embodiment may include multiple steps or multiple stages, which are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the steps or stages in other steps.

[0077] In one embodiment, see Figure 3 As shown, an electric-electric hybrid locomotive is also provided in an embodiment of the present invention. The electric-electric hybrid locomotive includes an electric-electric hybrid locomotive energy distribution and conversion control system. See [link to relevant documentation]. Figure 4 As shown, the system includes a high-voltage control unit, a power battery control unit, a traction control unit, an auxiliary control unit, a chopper control unit, and a central control unit. The high-voltage control unit, power battery control unit, traction control unit, auxiliary control unit, and chopper control unit are all connected to the central control unit.

[0078] The high-voltage control unit is used to control the energy of the high-voltage module consisting of pantograph-transformer-main circuit breaker based on the first control signal from the central control unit.

[0079] The power battery control unit is used to control the charging and discharging energy of the power battery based on the second control signal from the central control unit.

[0080] The traction control unit is used to execute the locomotive's traction and braking forces based on the third control signal from the central control unit.

[0081] The auxiliary control unit is used to execute locomotive auxiliary equipment control based on the fourth control signal from the central control unit.

[0082] The chopper control unit is used to control the energy consumed by the braking resistor based on the fifth control signal from the central control unit.

[0083] The central control unit is used to control the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit, and the chopper control unit.

[0084] In an embodiment of the present invention, the high-voltage control unit controls the energy of the high-voltage module consisting of pantograph-transformer-main circuit breaker by controlling a four-quadrant converter.

[0085] The power battery control unit controls the charging and discharging energy of the power battery through the power battery charge and discharge controller.

[0086] The traction control unit executes the locomotive's traction and braking forces through the traction converter.

[0087] The auxiliary control unit performs locomotive auxiliary equipment control through the auxiliary converter.

[0088] The chopper control unit controls the energy consumed by the braking resistor through the chopper controller.

[0089] In an embodiment of the present invention, the central control unit is connected to the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit, and the chopper control unit via the locomotive data bus.

[0090] It should be noted that the central control unit can acquire locomotive speed signals, locomotive pantograph status signals, traction handle status signals, battery engagement button status signals, and power battery charging status signals through sensor components.

[0091] The sensor components may include a speed sensor, a first position sensor, a second position sensor, a third position sensor, and a current sensor.

[0092] The speed sensor is used to detect the locomotive speed and send out the locomotive speed signal.

[0093] The first position sensor is used to detect the status of the locomotive's pantograph and send out a pantograph status signal.

[0094] The second position sensor is used to detect the status of the traction handle and send a traction handle status signal.

[0095] The third position sensor is used to detect the status of the battery insertion button and send a battery insertion button status signal.

[0096] The current sensor is used to detect the charging status of the power battery and send a power battery charging status signal.

[0097] In shunting mode, the central control unit determines whether the locomotive's current speed is 0 based on the locomotive speed sensor signal. When the locomotive is at 0 speed, the pantograph raising switch is operated to allow the locomotive to raise the pantograph, and the central control unit issues a pantograph raising command. Otherwise, if the locomotive is not at 0 speed, the pantograph raising switch operation is invalid, and the central control unit does not issue a pantograph raising command.

[0098] In shunting mode, when the central control unit detects that the locomotive pantograph has been raised and the main circuit breaker has been closed, the central control unit sends a battery activation command to the power battery control unit, controls the power battery system to automatically activate and start charging, and controls the high-voltage system to provide energy to charge the power battery, while also providing the energy required by the auxiliary system.

[0099] In shunting mode, when the locomotive pantograph is raised, if the central control unit detects that the locomotive traction handle is in the traction position, it will trigger the locomotive traction blockade, prevent the traction control unit from sending traction commands, and prohibit the output of traction force.

[0100] In shunting mode, if the central control unit detects that the locomotive has moved (i.e., its speed is not zero) after the pantograph is raised, it will immediately output a command to disconnect the main circuit breaker and lower the pantograph.

[0101] In shunting mode, once the pantograph is lowered, if the power battery is already engaged, the locomotive traction blockade is lifted, and normal traction can proceed.

[0102] In shunting mode, the power battery can be manually engaged at any time via the battery engagement button. Upon detecting the battery engagement button, the central control unit sends a battery engagement command to the power battery control unit, which then executes the command and engages the battery.

[0103] In shunting mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive's traction handle is in the traction position, it sends a traction command to the traction control unit. The traction unit executes the command and exerts traction force. The central control unit sends a discharge command to the power battery control unit to control the battery discharge and provide the energy required for traction.

[0104] In shunting mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive traction handle is in the power braking position, it sends a power braking command to the traction control unit. The traction unit executes the command and applies power braking force. The central control unit sends a charging command to the power battery control unit, controlling the battery to charge using the power braking regenerative energy. If the central control unit detects that the power battery charging power has reached its limit, but there is still remaining power braking regenerative energy, the central control unit sends a chopper enable to the chopper control unit, causing the remaining energy to be consumed through the braking resistor.

[0105] In shunting mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive traction handle is in the neutral position, the auxiliary system will be maintained by the power battery discharging while the locomotive is coasting.

[0106] In mainline mode, the central control unit determines whether the pantograph of the locomotive is raised.

[0107] In mainline mode, when the pantograph is raised, if the central control unit detects that the locomotive traction handle is in the traction position, it issues a command to enable the high-voltage system to obtain energy from the overhead contact line, and at the same time controls the traction unit to exert traction power. The central control unit subtracts the traction energy consumption and auxiliary energy consumption from the energy obtained by the high-voltage system from the overhead contact line, and sends the remaining energy calculated to the power battery control unit for charging the power battery.

[0108] In mainline mode, when the pantograph is raised, if the locomotive traction handle is detected to be in the traction position, a traction command is sent to the traction system. After the locomotive enters the phase transition process, a stop output command is sent to the high-voltage system, and a discharge command is sent to the battery control unit to control the energy source to switch from power supply from the high-voltage system to traction power provided by the power battery. This can maintain traction force throughout the entire phase transition process. After the phase transition process is completed, the central control unit sends a working command to the high-voltage control unit and a charging command to the battery control unit, and the energy source switches back to the high-voltage system.

[0109] In mainline mode, with the pantograph raised, if the central control unit detects that the locomotive traction handle is in the power braking position, it sends a power braking command to the traction control unit. The traction unit executes the command and applies power braking force. The central control unit sends a charging command to the power battery control unit, controlling the battery to charge using the power braking regenerative energy. If the central control unit detects that the power battery charging power has reached its limit, but there is still remaining power braking regenerative energy, the central control unit sends a feedback enable to the high-voltage control unit, allowing the remaining energy to be fed back to the grid through the high-voltage system.

[0110] In mainline mode, when the pantograph is raised, if the central control unit detects that the locomotive traction handle is in the power braking position, it sends a power braking command to the traction control unit. The traction unit executes the command and applies power braking force. The central control unit sends a charging command to the power battery control unit, controlling the battery to charge using power braking regenerative energy. After the locomotive enters the phase-crossing process, if the central control unit detects that the power battery charging power has reached its limit, but there is still remaining power braking regenerative energy, the high-voltage system is disconnected at this time and cannot regenerate energy. The central control unit sends a chopping enable to the chopper control unit, causing the remaining energy to be consumed through the braking resistor. In this way, power braking force can be maintained throughout the phase-crossing process. After the phase-crossing process is completed, the high-voltage system function is restored, and the remaining energy is fed back to the grid through the high-voltage system.

[0111] In mainline mode, when the pantograph is raised, if the locomotive traction handle is in the neutral position and the locomotive is coasting, the central control unit sends a command to the high-voltage control unit to enable the high-voltage system to provide battery charging power and maintain auxiliary power at the same time. Simultaneously, it sends a charging command to the power battery control unit to charge the power battery.

[0112] In mainline mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive's traction handle is in the traction position, it sends a traction command to the traction control unit. The traction unit executes the command and exerts traction force. The central control unit sends a discharge command to the power battery control unit to control the battery discharge and provide the energy required for traction.

[0113] In mainline mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive traction handle is in the power braking position, it sends a power braking command to the traction control unit. The traction unit executes the command and applies power braking force. The central control unit sends a charging command to the power battery control unit, controlling the battery to charge using the power braking regenerative energy. If the central control unit detects that the power battery charging power has reached its limit, but there is still remaining power braking regenerative energy, the central control unit sends a chopper enable to the chopper control unit, causing the remaining energy to be consumed through the braking resistor.

[0114] In mainline mode, when the pantograph is not raised and the power battery is engaged, if the central control unit detects that the locomotive traction handle is in the neutral position, the auxiliary system will be maintained by the power battery discharging while the locomotive is coasting.

[0115] It should also be understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0116] It should be understood that, as used herein, the singular form "a" is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations of one or more of the associatedly listed items. The embodiment numbers disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0117] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of different aspects of the invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A method for energy distribution and conversion control of an electric-electric hybrid locomotive, the method being applied to an energy distribution and conversion control system of an electric-electric hybrid locomotive, characterized in that, The method comprises: S10, judging whether the current mode of the locomotive is a shunting mode or a main line mode, if the current mode is the shunting mode, executing step S20, and if the current mode is the main line mode, executing step S30; S20, judging whether the current speed of the locomotive is 0, when the locomotive is at 0 speed, operating a pantograph key switch to allow the locomotive to raise the pantograph; When the pantograph of the locomotive is raised, the power battery system charges the power battery and provides energy required by the auxiliary system at the same time; S30, judging whether the current pantograph of the locomotive is raised; If the pantograph is raised and the locomotive has traction demand, the energy obtained from the catenary by the high-voltage system is used to provide traction power preferentially, and the remaining energy is charged to the power battery; If the locomotive has traction demand during the passing of the neutral section, the high-voltage system is in the disconnected state, and the traction power is provided by the power battery; If the locomotive has power braking demand, the power braking power of the locomotive is preferentially charged to the power battery, and the remaining energy is fed back to the power grid through the high-voltage system; Step S20 further comprises: When the pantograph of the locomotive is raised, the traction of the locomotive is blocked, and the output of traction force is prohibited; When the pantograph of the locomotive is raised, if it is detected that the locomotive moves, i.e. the speed is not 0, the main circuit breaker is immediately disconnected, and the pantograph is lowered; After the pantograph is lowered, if the power battery is put into use, the traction block of the locomotive is released, and the locomotive can normally be tractioned; When the pantograph is not raised and the power battery is put into use, if there is traction demand, the energy required by traction is provided by the power battery; When the pantograph is not raised and the power battery is put into use, if there is power braking demand, the power braking feedback energy is preferentially charged to the power battery, and the remaining energy is consumed through the braking resistor; When the pantograph is not raised and the power battery is put into use, if the locomotive has no traction or braking demand, and is in the state of inertia, the auxiliary power is maintained by the power battery.

2. The method of claim 1, wherein the method further comprises: Step S30 further comprises: If the locomotive has power braking demand during the passing of the neutral section, the high-voltage system is in the disconnected state, the power braking power of the locomotive is preferentially charged to the power battery, and the remaining energy is consumed through the braking resistor; If the locomotive has no traction or braking demand, and is in the state of inertia, the high-voltage system charges the power battery and maintains the auxiliary power at the same time; If the pantograph is not raised and only the power battery is powered, if the locomotive has traction demand, the traction power is provided by the power battery; If only the power battery is powered, if the locomotive has power braking demand, the power braking power of the locomotive is preferentially charged to the power battery, and the remaining energy is consumed through the braking resistor; If only the power battery is powered, if the locomotive has no traction or braking demand, and is in the state of inertia, the auxiliary power is maintained by the power battery.

3. An electric-electric hybrid locomotive energy distribution and conversion control system using the electric-electric hybrid locomotive energy distribution and conversion control method of claim 1, the system comprising: A high-voltage control unit, a power battery control unit, a traction control unit, an auxiliary control unit, a chopper control unit and a central control unit; the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit and the chopper control unit are connected with the central control unit; The high-voltage control unit is used for controlling the energy of a high-voltage module composed of a pantograph, a transformer and a main circuit breaker based on a first control signal of the central control unit; The power battery control unit is used for controlling the charging and discharging energy of the power battery based on a second control signal of the central control unit; The traction control unit is configured to execute locomotive traction force and braking force based on a third control signal of the central control unit. The auxiliary control unit is configured to execute locomotive auxiliary equipment control based on a fourth control signal of the central control unit. The chopper control unit is configured to control energy consumed by the braking resistor based on a fifth control signal of the central control unit. The central control unit is configured to control the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit and the chopper control unit.

4. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The high-voltage control unit controls the energy of the high-voltage module composed of the pantograph, the transformer and the main circuit breaker through the four-quadrant converter.

5. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The power battery control unit controls the charging and discharging energy of the power battery through the power battery charging and discharging controller.

6. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The traction control unit controls the application of the locomotive traction force and braking force through the traction converter.

7. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The auxiliary control unit executes the locomotive auxiliary equipment control through the auxiliary converter.

8. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The chopper control unit controls the energy consumed by the braking resistor through the chopper controller.

9. The electro-hybrid locomotive energy distribution and conversion control system of claim 3, wherein, The central control unit is connected with the high-voltage control unit, the power battery control unit, the traction control unit, the auxiliary control unit and the chopper control unit through the locomotive data bus respectively.

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