Control device and method for a locomotive auxiliary power supply system

Abstract

The application discloses a control device of a locomotive auxiliary power supply system and relates to the control field of the locomotive auxiliary power supply system. The control device comprises a plurality of auxiliary inverters and a DC 110V charger. A CAN communication board and a CPU control board are arranged in each auxiliary inverter, and the CAN communication board in the auxiliary inverter is connected with the corresponding CPU control board. A CAN communication board, an analog quantity acquisition board and a CPU control board are arranged in the DC 110V charger, the CAN communication board and the analog quantity acquisition board in the charger are both connected with the corresponding CPU control board, the CPU control board in the DC 110V charger is connected with an Ethernet maintenance port and a CAN communication port, data is transmitted to a traction auxiliary converter cabinet gateway board through the CAN communication port, and the data is transmitted to an upper computer through the Ethernet maintenance port. The application simplifies the function of the auxiliary inverter, makes the auxiliary inverter small and simple, improves the output voltage quality, and improves the working performance and service life of the auxiliary load.

Description

Technical Field

[0001] This invention relates to the field of locomotive auxiliary power supply system control, specifically to a control device and method for a locomotive auxiliary power supply system. Background Technology

[0002] Hybrid locomotives, represented by the "power battery + diesel engine" combination, are gradually replacing pure diesel locomotives. The traction auxiliary converter cabinet, as the "heart" of the hybrid locomotive, is the source of its "green power," while the auxiliary power supply system, as part of the traction auxiliary converter cabinet, plays a crucial role in the energy conservation and emission reduction of hybrid locomotives.

[0003] To achieve energy savings, most vehicles employ a two-stage power conversion system for their auxiliary power supply. The first stage uses a DC-DC converter to chop the high DC voltage at the input of the auxiliary power supply system into a low DC voltage of approximately 700V. The second stage connects multiple auxiliary inverters and one DC 110V charger in parallel to the DC 700V DC bus. The vehicle can achieve energy savings by selectively starting and stopping the auxiliary inverters and using frequency conversion control, based on actual operating conditions.

[0004] In existing technologies, hybrid locomotives use multiple auxiliary inverters at the output stage. Some auxiliary inverters have low power quality requirements on their output side loads and do not require additional LC filters, while others have higher power quality requirements and require additional LC filters. Typically, auxiliary inverters employ open-loop control of their output voltage. The auxiliary inverter controls its output voltage by acquiring its DC voltage and output current. The analog signals from the load side of the auxiliary inverter are usually acquired by the traction auxiliary converter control unit (CCU). The CCU transmits this data to the vehicle network system, which then controls the start-up, shutdown, and frequency conversion operations of the auxiliary inverter.

[0005] However, this structure has the following drawbacks: ① When an LC filter is added to the load side of the auxiliary inverter, a voltage drop occurs on the LC filter itself when the auxiliary system is loaded. Furthermore, the LC parameters used in different projects will vary, and the voltage drop on the LC filter is related to factors such as temperature, load power factor, and load power. Therefore, the auxiliary inverter uses open-loop control of the output voltage, making it difficult to guarantee that its steady-state accuracy of the output voltage is within ±5% across the entire load domain. This will result in poor output voltage quality of the auxiliary inverter, thus affecting the performance and lifespan of the auxiliary load. ② The analog signal on the output side of the auxiliary inverter is generally collected by the traction auxiliary converter control unit. The collected data is then transmitted to the auxiliary inverter via the vehicle network system CCU. This operation introduces a certain time lag, making it difficult to promptly stop the auxiliary inverter in the event of a load failure in the auxiliary power supply system, thereby affecting the load's lifespan or causing load damage. ③ More importantly, hybrid vehicles use a large number of auxiliary inverters, and the analog signals that the load side of the auxiliary inverter needs to collect are different in each project, such as load side current, load side voltage, water pressure signal, water temperature signal, etc. The power supply, sampling signal, signal range and other parameters of different sensors may be different. If the hardware system of multiple auxiliary inverters includes these analog signal acquisition circuits, the development cycle, development cost and product size of the auxiliary inverter will increase, and it will also be detrimental to the simplification and modular design of the auxiliary inverter.

[0006] Based on the above problems, it is necessary to improve the efficiency and simplification of existing control devices. Summary of the Invention

[0007] This invention addresses the problems in the control of downstream auxiliary inverters, such as untimely intervention, operational delays that may cause load failures in the auxiliary power supply system, and the increased cost of completely upgrading the analog signal acquisition circuit. Furthermore, to meet the power supply quality requirements of various types of loads, this invention provides a control device and method for a locomotive auxiliary power supply system.

[0008] This invention is achieved through the following technical solution: a control device for a locomotive auxiliary power supply system, comprising multiple auxiliary inverters and a DC 110V charger. The multiple auxiliary inverters are all downstream auxiliary inverters. Each auxiliary inverter contains a CAN communication board and a CPU control board. The CAN communication board in the auxiliary inverter is connected to the corresponding CPU control board. The DC 110V charger contains a CAN communication board, an analog signal acquisition board, and a CPU control board. The CAN communication board and analog signal acquisition board in the DC 110V charger are both connected to the corresponding CPU control board. Furthermore, the CPU control board in the DC 110V charger is connected to an Ethernet maintenance port and a CAN communication port, transmitting data to the traction auxiliary converter cabinet gateway board via the CAN communication port and to the host computer via the Ethernet maintenance port. The analog signal acquisition board contains a signal acquisition circuit for acquiring all analog signals from the load side of the auxiliary inverter output. There are n auxiliary inverters. These n auxiliary inverters and one DC 110V charger are connected to the same CAN communication network. The CAN communication wiring between the n auxiliary inverters and the DC 110V charger is as follows: Auxiliary inverter 1 is connected to auxiliary inverter 2, auxiliary inverter 2 is connected to auxiliary inverter 3, ..., auxiliary inverter n-1 is connected to auxiliary inverter n, auxiliary inverter n is connected to the DC 110V charger, and the DC 110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet. This allows the n auxiliary inverters and one DC 110V charger to communicate on the same network. The data from the 110V charger interacts with the vehicle network system CCU via the gateway board in the traction auxiliary converter cabinet. The vehicle network system CCU typically uses Ethernet communication, and Ethernet is used in this invention. The CPU control board of the DC110V charger receives CAN communication data from n auxiliary inverters. The CPU control board of the DC110V charger aggregates the data from the n auxiliary inverters and 1 DC110V charger and stores the data. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverters via the CAN communication network.

[0009] The control method of the control device for the locomotive auxiliary power supply system described above is as follows: 1. The DC110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet, enabling data exchange between the n auxiliary inverters and the DC110V charger and the vehicle network system CCU (which typically uses Ethernet communication). The CPU control board of the DC110V charger receives CAN communication data from the n auxiliary inverters, aggregates the data from the n auxiliary inverters and the DC110V charger, and stores the data. The host computer uses the Ethernet maintenance port of the DC110V charger to perform real-time status information monitoring, fault record downloading, and process data record downloading functions for the DC110V charger and the n auxiliary inverters. 2. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverter via the CAN communication network; after receiving the corresponding data, the corresponding auxiliary inverter realizes the functions of output voltage closed-loop control, water cooling system protection, and load overcurrent protection required by the auxiliary power supply system. Third, the software and hardware of the n auxiliary inverters are completely identical. They achieve self-identification through hard-wired signals of the external interface and match the load to achieve the corresponding voltage and current output and load protection functions.

[0010] Furthermore, the DC110V charger interacts with the host computer via an Ethernet maintenance port to realize data from n auxiliary inverters and 1 DC110V charger, including real-time status information, fault records, and process data records.

[0011] Preferably, the analog signal acquisition board of the DC110V charger has a built-in analog signal acquisition circuit including the load voltage, load current, water pump temperature, and water pump pressure on the output side of the auxiliary inverter, and the acquired analog signals are the corresponding information mentioned above.

[0012] Furthermore, among the n auxiliary inverters, each auxiliary inverter automatically selects whether to use open-loop or closed-loop output voltage control based on whether there is voltage detection on the load side. When there is no LC filter on the load side of the auxiliary inverter, open-loop output voltage control is used, and when there is an LC filter on the load side of the auxiliary inverter, closed-loop output voltage control is used.

[0013] The control device and method for a locomotive auxiliary power supply system provided by the present invention have the following advantages compared with the prior art: 1) By establishing a CAN communication network between the auxiliary inverters and DC110V chargers in the auxiliary power supply system, each auxiliary inverter can reduce the number of CAN-to-Ethernet communication cards it contains, which is beneficial for miniaturizing the auxiliary inverter design and saving costs. For the traction auxiliary converter cabinet, n auxiliary inverters + 1 DC110V charger only have one Ethernet maintenance port. Compared to each auxiliary inverter having a CAN-to-Ethernet communication card, this reduces the number of Ethernet ports, saving the number of Ethernet connection ports on the switch in the traction auxiliary converter cabinet.

[0014] 2) The analog signals that need to be collected at the load end of the downstream auxiliary inverter are realized through a DC110V charger. This simplifies the function of the auxiliary inverter, reduces its cost, and facilitates the miniaturization, simplification and modular design of the auxiliary inverter.

[0015] 3) The output voltage is automatically selected to open-loop or closed-loop control based on whether the load side of the auxiliary inverter includes voltage detection, which ensures that the output voltage quality can be improved, thereby improving the working performance and lifespan of the auxiliary load. Attached Figure Description

[0016] Figure 1 This is a network topology diagram of the auxiliary inverter and DC110V charger of the present invention.

[0017] Figure 2 This is a schematic diagram of the analog signal acquisition and control principle of the present invention.

[0018] Figure 3 This is a front structural diagram of the traction auxiliary converter cabinet according to a specific embodiment of the present invention.

[0019] Figure 4 This is a schematic diagram of the reverse side structure of the traction auxiliary converter cabinet according to a specific embodiment of the present invention.

[0020] Figure 5 This is a network topology diagram of the auxiliary inverter and DC110V charger in a specific embodiment of the present invention.

[0021] Figure 6 This is a schematic diagram of the analog signal acquisition and control principle in a specific embodiment of the present invention.

[0022] Figure 7 This is a schematic diagram of the auxiliary inverter of the present invention.

[0023] Figure 8 This is a schematic diagram of the DC110V charger of the present invention. Detailed Implementation

[0024] The present invention will be further described below with reference to specific embodiments.

[0025] Figure 3 and Figure 4 This is a schematic diagram of the front and back structures of a traction auxiliary converter cabinet, which contains four auxiliary inverters and one DC 110V charger. Figure 7 and Figure 8 These are schematic diagrams of the auxiliary inverter and the DC 110V charger, respectively.

[0026] A control device for a locomotive auxiliary power supply system, such as Figure 1 and Figure 2 The system includes multiple auxiliary inverters and one DC 110V charger. The auxiliary inverters are all downstream auxiliary inverters. Each auxiliary inverter contains a CAN communication board and a CPU control board. The CAN communication board in each auxiliary inverter is connected to the corresponding CPU control board. The DC 110V charger contains a CAN communication board, an analog signal acquisition board, and a CPU control board. The CAN communication board and analog signal acquisition board in the DC 110V charger are both connected to the corresponding CPU control board. The CPU control board in the DC 110V charger is connected to both an Ethernet maintenance port and a CAN communication port. It transmits data to the traction auxiliary converter cabinet gateway board via the CAN communication port and to the host computer via the Ethernet maintenance port. The analog signal acquisition board contains a signal acquisition circuit for acquiring all analog signals from the load side of the auxiliary inverter output. There are n auxiliary inverters, and all n auxiliary inverters and one DC 110V charger are on the same CAN communication network. In this configuration, the CAN communication wiring between the n auxiliary inverters and the DC110V charger is as follows: auxiliary inverter 1 is connected to auxiliary inverter 2, auxiliary inverter 2 is connected to auxiliary inverter 3, ..., auxiliary inverter n-1 is connected to auxiliary inverter n, auxiliary inverter n is connected to the DC110V charger, and the DC110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet. This allows data exchange between the n auxiliary inverters and the DC110V charger with the vehicle network system (CCU) via the gateway board in the traction auxiliary converter cabinet. The CCU uses Ethernet communication. The CPU control board of the DC110V charger receives the CAN communication data from the n auxiliary inverters, aggregates the data from the n auxiliary inverters and the DC110V charger, and stores the data. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverters via the CAN communication network.

[0027] In this embodiment, four auxiliary inverters are provided, i.e., n=4. Figure 3 and Figure 4The traction auxiliary converter cabinet in this embodiment is used as an example for explanation; the data of the four auxiliary inverters and one DC110V charger in this embodiment include real-time status information, fault records and process data records.

[0028] In this embodiment, the analog signal acquisition board of the DC110V charger has a built-in analog signal acquisition circuit that includes the load voltage, load current, water pump temperature, and water pump pressure on the output side of the auxiliary inverter.

[0029] The network topology diagram of this embodiment is as follows: Figure 5 As shown, analog signal acquisition is as follows Figure 6 As shown, the control method of the control device for the locomotive auxiliary power supply system includes the following: 1. The DC110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet, enabling data exchange between the four auxiliary inverters and the DC110V charger and the vehicle network system CCU via the gateway board. The CPU control board of the DC110V charger receives CAN communication data from the four auxiliary inverters, aggregates the data from the four auxiliary inverters and the DC110V charger, and stores the data. The host computer performs real-time status information monitoring, fault record downloading, and process data record downloading functions for the DC110V charger and the four auxiliary inverters through the Ethernet maintenance port of the DC110V charger. 2. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverter via a CAN communication network. The analog signals collected by the analog acquisition board of the DC110V charger include the load voltage, load current, water pump temperature, and water pump pressure on the output side of the auxiliary inverter. In this embodiment, the load current collected by the load current sensor 1 is transmitted to the auxiliary inverter 1, the load current collected by the load current sensor 2 is transmitted to the auxiliary inverter 2, and the load voltage, water temperature, and water pressure data collected by the voltage sensor, water temperature sensor, and water pressure sensor are transmitted to the auxiliary inverter 4. After receiving the corresponding data, the corresponding auxiliary inverter realizes the output voltage closed-loop control, water cooling system protection, and load overcurrent protection functions required by the auxiliary power supply system. 3. The four auxiliary inverters are identical in both hardware and software. They achieve self-identification through hard-wired signals on their external interfaces, matching the load to provide corresponding voltage and current outputs and load protection functions. Each auxiliary inverter automatically selects between open-loop and closed-loop output voltage control based on whether there is voltage detection on the load side. When there is no LC filter on the load side of the auxiliary inverter, open-loop output voltage control is used; when there is an LC filter on the load side of the auxiliary inverter, closed-loop output voltage control is used. That is, auxiliary inverter 4 uses closed-loop voltage control.

[0030] The scope of protection claimed by this invention is not limited to the specific embodiments described above. Moreover, for those skilled in the art, this invention can have various modifications and alterations. Any modifications, improvements, and equivalent substitutions made within the concept and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A control device for a locomotive auxiliary power supply system, characterized in that: The system includes multiple auxiliary inverters and a DC 110V charger. The auxiliary inverters are all downstream auxiliary inverters. Each auxiliary inverter contains a CAN communication board and a CPU control board. The CAN communication board in the auxiliary inverter is connected to the corresponding CPU control board. The DC 110V charger contains a CAN communication board, an analog signal acquisition board, and a CPU control board. The CAN communication board and analog signal acquisition board in the DC 110V charger are both connected to the corresponding CPU control board. Furthermore, the CPU control board in the DC 110V charger is connected to both an Ethernet maintenance port and a CAN communication port. It transmits data to the traction auxiliary converter cabinet gateway board via the CAN communication port and to the host computer via the Ethernet maintenance port. The analog signal acquisition board contains a signal acquisition circuit for acquiring all analog signals from the load side of the auxiliary inverter output. There are n auxiliary inverters. These n auxiliary inverters and one DC 110V charger are connected to the same CAN communication network. The CAN communication wiring between the n auxiliary inverters and the DC 110V charger is as follows: Auxiliary inverter 1 is connected to auxiliary inverter 2, auxiliary inverter 2 is connected to auxiliary inverter 3, ..., auxiliary inverter n-1 is connected to auxiliary inverter n, auxiliary inverter n is connected to the DC 110V charger, and the DC 110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet. This allows the n auxiliary inverters to communicate with each other. The data from the inverter and one DC110V charger interacts with the vehicle network system CCU via the gateway board in the traction auxiliary converter cabinet. The vehicle network system CCU uses Ethernet communication. The CPU control board of the DC110V charger receives CAN communication data from n auxiliary inverters. The CPU control board of the DC110V charger aggregates the data from the n auxiliary inverters and one DC110V charger and stores the data. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverters via the CAN communication network.

2. The control device for a locomotive auxiliary power supply system according to claim 1, characterized in that: The DC110V charger interacts with the host computer via an Ethernet maintenance port, enabling data from n auxiliary inverters and one DC110V charger, including real-time status information, fault records, and process data records.

3. The control device for a locomotive auxiliary power supply system according to claim 1, characterized in that: The analog signal acquisition board of the DC110V charger has a built-in analog signal acquisition circuit that includes the load voltage, load current, water pump temperature, and water pump pressure on the output side of the auxiliary inverter.

4. The control method of the control device for a locomotive auxiliary power supply system according to claim 1, characterized in that: Includes the following:

1. The DC110V charger is connected to the gateway board (CAN-to-Ethernet communication board) in the traction auxiliary converter cabinet, enabling data exchange between n auxiliary inverters and one DC110V charger with the vehicle network system CCU through the gateway board in the traction auxiliary converter cabinet. The CPU control board of the DC110V charger receives CAN communication data from the n auxiliary inverters, aggregates the data from the n auxiliary inverters and one DC110V charger, and stores the data. The host computer completes the real-time status information monitoring, fault record downloading, and process data record downloading functions of one DC110V charger and n auxiliary inverters through the Ethernet maintenance port of the DC110V charger.

2. The DC110V charger transmits the collected analog signals to the corresponding auxiliary inverter via the CAN communication network; after receiving the corresponding data, the corresponding auxiliary inverter realizes the functions of output voltage closed-loop control, water cooling system protection, and load overcurrent protection required by the auxiliary power supply system. Third, the software and hardware of the n auxiliary inverters are completely identical. They achieve self-identification through hard-wired signals of the external interface and match the load to achieve the corresponding voltage and current output and load protection functions.

5. The control method of the control device for a locomotive auxiliary power supply system according to claim 4, characterized in that: In the third part, each auxiliary inverter automatically selects whether to use open-loop or closed-loop output voltage control based on whether there is voltage detection on the load side. When there is no LC filter on the load side of the auxiliary inverter, open-loop output voltage control is used, and when there is an LC filter on the load side of the auxiliary inverter, closed-loop output voltage control is used.

6. The control method of the control device for a locomotive auxiliary power supply system according to claim 4, characterized in that: In the second part, the analog signals acquired by the analog signal acquisition board of the DC110V charger include load voltage, load current, water pump temperature, and water pump pressure.

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