Low constant speed traction system controller based on multi-mode new energy locomotive

Abstract

This invention provides a controller for a low constant-speed traction system of a multi-mode new energy locomotive, comprising: an excitation control module connected to a diesel generator set; an uncontrolled rectifier module connected to both the diesel generator set and a DC-DC converter module; a DC-DC converter module connected to the uncontrolled rectifier module, an energy storage device, and a traction module; a traction module connected to the diesel generator set, the DC-DC converter module, and a load; and a control system connected to the excitation control module, the DC-DC converter module, and the traction module. The control system acquires information on the external power supply type and control mode requirements via hard-wired or network signals. Through internal communication, it regulates the cooperation of each module to dynamically adjust the output torque, output power, and power change rate, achieving optimized selection of the target speed and redundancy and coordinated control of the current axle speed. This addresses the requirements of new energy locomotives for low constant-speed loading / unloading and extremely low-speed loading operations.

Description

Technical Field

[0001] This invention relates to the field of new energy locomotive technology, and more particularly to a controller for a low constant speed traction system of a multi-mode new energy locomotive. Background Technology

[0002] Multi-mode new energy vehicles combine traditional fuel and new energy technologies, including but not limited to power supply forms such as power batteries and hydrogen fuel cells, which can better adapt to different driving scenarios and reduce environmental pollution.

[0003] In view of this, the present invention provides a controller for a low constant speed traction system of a multi-mode new energy locomotive. Summary of the Invention

[0004] To address the technical challenge of achieving smooth, low-constant-speed automatic control in new energy locomotives, this invention provides a multi-mode low-constant-speed traction system controller for new energy locomotives. This invention primarily utilizes integrated hard-wired and network signal acquisition to meet multi-mode command input requirements, including unmanned operation, remote control, and manual control. It enables smooth low-constant-speed control, improving stability and reducing energy consumption during operation. This aims to solve user requirements for low-constant-speed loading / unloading and extremely low-speed loading operations. It achieves high efficiency, stability, and safety during low-speed or constant-speed operation. This not only helps improve locomotive energy efficiency and reduce energy consumption but also enhances locomotive performance and user experience.

[0005] The technical means employed in this invention are as follows:

[0006] This invention provides a controller for a low constant speed traction system of a multi-mode new energy locomotive, comprising:

[0007] The excitation control module is connected to the diesel generator set and is used to control the output power and output voltage of the diesel generator set.

[0008] An uncontrolled rectifier module is connected to the diesel generator set and the DC-DC module respectively, and is used to convert the current output by the diesel generator set into DC power and transmit it to the DC-DC module;

[0009] The DC-DC module is connected to the uncontrolled rectifier module, the energy storage device, and the traction module, respectively, and is used to adjust the voltage of the DC power output by the uncontrolled rectifier module to supply power to the traction module, adjust the voltage of the DC power output by the energy storage device to supply power to the traction module, and adjust the voltage of the DC power output by the uncontrolled rectifier module to charge the energy storage device.

[0010] The traction module is connected to the diesel generator set, the DC-DC module, and the load, respectively, and is used to invert the DC power output by the diesel generator set and / or the DC-DC module into three-phase AC power to supply power to the load.

[0011] The control system is connected to the excitation control module, the DC-DC module, and the traction module respectively, and is used to communicate with the outside world and control the excitation control module, the DC-DC module, and the traction module according to the content of the communication.

[0012] Preferably, it further includes:

[0013] An overvoltage suppression chopper module, connected to the traction module, is used to resistively dissipate the electric braking energy.

[0014] Preferably, the number of loads is at least two.

[0015] Preferably, the number of DC-DC modules is 2, the number of traction modules is 2, and the number of loads is 4;

[0016] The uncontrolled rectifier module is connected to two DC-DC modules respectively, and the energy storage device is connected to two DC-DC modules respectively;

[0017] The traction module is connected to the DC-DC module in a one-to-one correspondence, and each traction module is connected to two loads.

[0018] Preferably, the number of DC-DC modules is 2, the number of traction modules is 4, and the number of loads is 4;

[0019] The uncontrolled rectifier module is connected to two DC-DC modules respectively, the energy storage device is connected to two DC-DC modules respectively, each DC-DC module is connected to four traction modules respectively, and the load is connected to each traction module in a one-to-one correspondence.

[0020] Preferably, the control system includes:

[0021] The traction system main control board is connected to the traction module and is used to send PWM pulse signals to the traction module and receive PWM feedback signals from the traction module.

[0022] The DC system main control board is connected to the DC-DC module and is used to send PWM pulse signals to the DC-DC module and receive PWM feedback signals from the DC-DC module.

[0023] The main control board of the excitation system is connected to the excitation control module and is used to send PWM pulse signals to the excitation control module and receive PWM feedback signals from the excitation control module.

[0024] The digital input / output board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively, and is used to receive or send digital signals to the outside.

[0025] The analog input signal board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively, and is used to receive analog signals from the sensors and send them to the traction system main control board, the DC system main control board, or the excitation system main control board.

[0026] Preferably, the control system further includes:

[0027] The fault recording board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively. It is used to record and store the fault when a fault occurs, or when the traction system main control board, the DC system main control board, or the excitation system main control board detects an abnormality in the analog signal transmitted by the analog input signal board.

[0028] Compared with the prior art, the present invention has the following advantages:

[0029] 1. The multi-mode new energy locomotive low constant speed traction system controller provided by the present invention solves the problem that the output power limit and power change rate limit of the locomotive are different under different power supply forms, so as to enable the locomotive to operate stably in low constant speed mode.

[0030] 2. The controller for low constant speed traction system of multi-mode new energy locomotive provided by the present invention integrates hard-wired signal acquisition and network signal acquisition, meets the requirements of multi-mode command input, and can perform smooth low constant speed control, thereby improving stability during operation and reducing energy consumption.

[0031] 3. The low constant speed traction system controller for multi-mode new energy locomotives provided by this invention optimizes the selection of target speed and performs redundant control of current axle speed through internal communication of the traction controller and Ethernet communication between controllers, thus solving the requirements for low constant speed loading / unloading operation and extremely low speed loading operation. Attached Figure Description

[0032] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of a low constant speed traction controller in the prior art.

[0034] Figure 2 This is a schematic diagram of a multi-motor low constant speed traction control principle in the prior art.

[0035] Figure 3 This is a multi-motor low constant speed traction control connection method in the existing technology.

[0036] Figure 4 This is a schematic diagram of a controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention.

[0037] Figure 5 This is another schematic diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention.

[0038] Figure 6 This invention provides a low constant speed control logic diagram for a controller of a low constant speed traction system for multi-mode new energy locomotives.

[0039] Figure 7 This is another structural schematic diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention.

[0040] Figure 8 This is another structural schematic diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention.

[0041] In the diagram: 1. Diesel generator set; 2. DC-DC module; 3. Energy storage device; 4. Traction module; 5. Load; 6. Control system; 7. Excitation control module; 8. Uncontrolled rectifier module; 9. Overvoltage suppression chopper module; 10. Traction system main control board; 11. DC system main control board; 12. Excitation system main control board; 13. Digital input / output board; 14. Analog input signal board; 15. Fault recording board; 16. Gateway board; 17. Power supply board. Detailed Implementation

[0042] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0043] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0044] Reference Figure 1 , Figure 1 This is a schematic diagram of a low constant speed traction controller in the prior art. The existing low constant speed locomotive controller consists of the following components: a main circuit power supply is used to power the diesel engine, the input mode is the handle in the driver's cab and the traction mode switch, the signal is collected by the internal combustion locomotive controller and output to the exciter, and the exciter controls the excitation of the main generator, that is, controls the output power of the main generator.

[0045] Traction mode: such as Figure 1 As shown, when the traction mode switch is turned to the traction position, the control handle position in the driver's cab is adjusted. Based on the handle position signal, the diesel locomotive controller controls the main generator to operate in traction mode. The locomotive operates according to the corresponding output power of the handle position in the driver's cab. At this time, the locomotive is operating in traction mode.

[0046] Low constant speed mode: such as Figure 1 As shown, when the traction mode switch is set to the low constant speed position, the control handle position in the driver's cab is adjusted. Based on the handle position signal, the diesel locomotive controller controls the main generator to operate in the traction mode. The locomotive speed is set to the corresponding speed limit value according to the position of the driver's cab handle. At this time, the locomotive is operating in the low constant speed mode.

[0047] However, regarding Figure 1 The existing technology shown has a single power supply method, only suitable for diesel engine mode. It limits the locomotive speed by changing the output power of the main generator, thereby limiting the motor output power. However, because this method changes the generator output power by altering the excitation voltage, it is not a closed-loop adaptive control, resulting in low control accuracy, numerous intermediate links, and high delays. When loading or unloading cargo during operation, the locomotive cannot respond promptly, causing speed fluctuations. Furthermore, speed limiting control via handle level and mode selection signals only provides a stepped speed limiting signal, failing to achieve precise speed limiting or unmanned locomotive operation. Figure 1The existing technology shown does not explain the target speed optimization process. When the locomotive has multiple powered axles working together or when it is coasting in idle mode, it has a significant impact on the stability and safety of the locomotive's low constant speed control.

[0048] Reference Figure 2 and Figure 3 , Figure 2 This is a schematic diagram of a multi-motor low constant speed traction control principle in the prior art. Figure 3 This is a common multi-motor low constant speed traction control connection method in the prior art, such as... Figure 2 As shown, the existing locomotive low constant speed device consists of the following principle: This scheme provides a method and device for low constant speed control of multiple locomotives in coupled operation, aiming to solve the problem of low constant speed control between locomotives in the case of multiple locomotives coupled together. The basic principle is master-slave control, that is, setting up a master locomotive and a slave locomotive. When the master locomotive performs low constant speed control according to the speed limit value, it transmits the power limit value obtained by the PID control algorithm to the slave locomotive. The slave locomotive then performs traction output based on the traction output power and the power value transmitted by the master locomotive.

[0049] However, regarding Figure 2 The prior art shown is by Figure 2 It can be seen that this is a single power supply method based on the overhead contact line, employing a master-slave control system. The master locomotive performs low-speed constant-speed control, while the slave locomotives output power based on the processed power value from the master locomotive. This scheme is unreliable in the field of new energy locomotives because the driving axle of each locomotive cannot fully utilize adhesion, thus failing to achieve maximum traction. In contrast, each driving axle of each locomotive in a new energy locomotive train is independently controlled, allowing for full utilization of traction. At low-speed constant-speed control, the control precision is higher, resulting in greater stability during freight transport. [The last sentence appears to be incomplete and possibly refers to a separate issue.] Figure 2 The existing technology shown uses handle level and mode selection signals for speed limiting control. This method can only provide stepped speed limiting signals, which cannot achieve precise speed limiting or unmanned locomotive operation. Furthermore, the solution does not explain the target speed optimization process. Although it describes the control method for multiple locomotives coupled together, when wheel spin or coasting occurs, the slave locomotive is forced to reduce its output power when not spinning or coasting, affecting the reliable operation of the locomotive.

[0050] To address the issue of smooth low-constant-speed automatic control in new energy locomotives, this invention provides a controller for a low-constant-speed traction system of new energy locomotives based on a multi-mode system.

[0051] Reference Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 , Figure 4This is a schematic diagram of a controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention. Figure 5 This is another structural schematic diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention. Figure 6 This invention provides a low constant speed control logic diagram based on a multi-mode new energy locomotive low constant speed traction system controller. Figure 7 This is another structural schematic diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention. Figure 8 This is another structural diagram of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention, illustrating a specific embodiment of the controller for a low constant speed traction system of a multi-mode new energy locomotive provided by the present invention, including:

[0052] The excitation control module 7 is connected to the diesel generator set 1 and is used to control the output power and output voltage of the diesel generator set 1.

[0053] The uncontrolled rectifier module 8 is connected to the diesel generator set 1 and the DC-DC module 2 respectively, and is used to convert the current output by the diesel generator set 1 into DC power and transmit it to the DC-DC module 2.

[0054] The DC-DC module 2 is connected to the uncontrolled rectifier module 8, the energy storage device 3, and the traction module 4 respectively. It is used to adjust the voltage of the DC power output by the uncontrolled rectifier module 8 to supply power to the traction module 4, adjust the voltage of the DC power output by the energy storage device 3 to supply power to the traction module 4, and adjust the voltage of the DC power output by the uncontrolled rectifier module 8 to charge the energy storage device 3.

[0055] The traction module 4 is connected to the diesel generator set 1, the DC-DC module 2, and the load 5 respectively. It is used to invert the DC power output from the diesel generator set 1 and / or the DC-DC module 2 into three-phase AC power to supply power to the load 5.

[0056] The control system 6 is connected to the excitation control module 7, the DC-DC module 2, and the traction module 4 respectively, and is used to communicate with the outside world and control the excitation control module 7, the DC-DC module 2, and the traction module 4 according to the content of the communication.

[0057] It is understood that when the new energy locomotive is running, the control system 6 of the traction controller provided in this embodiment receives the current "operating mode" and "power supply mode" information through hard-wired commands or Ethernet signals. The operating mode can be the driver's handle operating mode, remote control operating mode, unmanned operating mode, etc., and the power supply mode can be the diesel engine power supply mode, the energy storage device power supply mode, and the hybrid power supply mode. The energy storage device 3 can be a power battery, a hydrogen fuel cell, a supercapacitor, etc. The "operating mode" includes the speed limit value when running at a low constant speed. The speed limit value can be given by the handle gear or by network communication. This embodiment does not impose specific restrictions on this.

[0058] Reference Figure 6 The control system 6 selects the optimal offline power limiting curve and power change rate value based on relevant mode information and speed limit values. During locomotive operation, the current DC bus voltage value and power limit value of the power supply mode are detected in real time. Based on the comparison between the real-time value and the system target value, the corrected output power value and power change rate value are output through low constant speed PI control, bus voltage PI control, and power PI control. Based on the corrected output power value and power change rate value, the traction system main control board 10, DC system main control board 11, and excitation system main control board 12 output PWM pulse signals to control the turn-on and turn-off times of the corresponding power module switching transistors, thereby controlling the load 5 and ensuring stable system operation.

[0059] This embodiment provides a multi-mode new energy locomotive low constant speed traction system controller, which solves the problem of different output power limits and power change rate limits under different power supply forms, enabling the locomotive to operate stably in low constant speed mode. By integrating hard-wired signal acquisition and network signal acquisition, it meets the requirements of multi-mode command input, enabling smooth low constant speed control, improving stability during operation and reducing energy consumption. Through internal communication within the traction controller and Ethernet communication between controllers, it performs target speed optimization selection and current axle speed redundancy control, addressing the requirements for low constant speed loading / unloading operation and extremely low speed loading operation.

[0060] In some alternative embodiments, reference continues to be made to... Figure 8 The controller for the low constant speed traction system of multi-mode new energy locomotives provided in this embodiment also includes:

[0061] The overvoltage suppression chopper module 9 is connected to the traction module 4 and is used to resistively dissipate the electric braking energy.

[0062] The overvoltage suppression chopper module 9 dissipates the electric braking energy that the energy storage device 3 cannot absorb through resistance.

[0063] In some alternative embodiments, reference continues to be made to... Figure 4 The number of load 5 is at least 2.

[0064] It is understandable that when there is only one traction module 4, at least two loads 5 are connected in parallel at the output of the traction module 4. If an overvoltage suppression chopper module 9 is present, the overvoltage suppression chopper module 9 is connected to the traction module 4.

[0065] In some alternative embodiments, reference continues to be made to... Figure 7 There are 2 DC-DC modules 2, 2 traction modules 4, and 4 load modules 5;

[0066] The uncontrolled rectifier module 8 is connected to two DC-DC modules 2 respectively, and the energy storage device 3 is connected to two DC-DC modules 2 respectively;

[0067] The traction module 4 is connected to the DC-DC module 2 in a one-to-one correspondence, and each traction module 4 is connected to 2 loads 5.

[0068] It is understandable that if there are two more overvoltage suppression chopper modules 9, the two overvoltage suppression chopper modules 9 are connected one-to-one with any two traction modules 4.

[0069] In some alternative embodiments, reference continues to be made to... Figure 8 There are 2 DC-DC modules 2, 4 traction modules 4, and 4 load modules 5;

[0070] The uncontrolled rectifier module 8 is connected to two DC-DC modules 2 respectively, the energy storage device 3 is connected to two DC-DC modules 2 respectively, each DC-DC module 2 is connected to four traction modules 4 respectively, and the load 5 is connected to the traction modules 4 in a one-to-one correspondence.

[0071] Understandably, referring to Figure 8 The number of overvoltage suppression chopper modules 9 is 2, and the two overvoltage suppression chopper modules 9 are connected one-to-one with any two traction modules 4. The number of DCDC module 2, traction module 4, and overvoltage suppression chopper modules 9 can be increased or decreased according to the specific project application requirements, and this embodiment does not impose specific limitations on this.

[0072] In some alternative embodiments, reference continues to be made to... Figure 5 and Figure 8 The control system 6 includes:

[0073] The main control board 10 of the traction system is connected to the traction module 4 and is used to send PWM pulse signals to the traction module 4 and receive PWM feedback signals from the traction module 4.

[0074] The DC system main control board 11 is connected to the DC-DC module 2 and is used to send PWM pulse signals to the DC-DC module 2 and receive PWM feedback signals from the DC-DC module 2.

[0075] The main control board 12 of the excitation system is connected to the excitation control module 7 and is used to send PWM pulse signals to the excitation control module 7 and receive PWM feedback signals from the excitation control module 7.

[0076] The digital input / output board 13 is connected to the traction system main control board 10, the DC system main control board 11, and the excitation system main control board 12 respectively, and is used to receive or send digital signals to the outside.

[0077] The analog input signal board 14 is connected to the traction system main control board 10, the DC system main control board 11, and the excitation system main control board 12, respectively, and is used to receive analog signals from the sensors and send them to the traction system main control board 10, the DC system main control board 11, or the excitation system main control board 12.

[0078] Understandably, referring to Figure 8 The main control board 10 of the traction system sends PWM pulse signals to the traction module 4 (VT13~VT18, VT21~VT26, VT31~VT36, VT43~VT48) and receives PWM feedback signals from the receiving module.

[0079] The DC system main control board 11 sends PWM pulse signals to the DC-DC module 2 (VT11~VT12, VT41~VT42) and receives PWM feedback signals from the module.

[0080] The main control board 12 of the excitation system sends PWM pulse signals to the excitation control module 7 (VT51) and receives PWM feedback signals from the module, or sends PWM pulse signals to the overvoltage suppression chopper module 9 (VT27~VT28, VT37~VT38) and receives PWM feedback signals from the module.

[0081] The digital input / output board 13 receives or sends digital signals to the outside to realize related logic control functions.

[0082] The analog input signal board 14 receives analog signals from the sensor to achieve data detection and control functions. The internal detection data is shown below:

[0083] SGCU and SGCV are current sensors used to acquire the U-phase and V-phase input current sampling values ​​of the diesel generator set 1. After being processed by the analog input signal board 14, they are transmitted to the excitation system main control board 12 through the control system 6. Based on the numerical values, closed-loop control is performed, and a PWM signal is output to control the back-end excitation control module 7.

[0084] DCSV11 is a voltage sensor used to acquire DC bus voltage sampling values. After being processed by analog input signal board 14, it is transmitted to traction system main control board 10, DC system main control board 11, and excitation system main control board 12 through control system 6. Each system performs closed-loop control according to the numerical conditions, outputs PWM signals, and controls the corresponding system modules at the back end.

[0085] SV11 is a voltage sensor used to acquire ground voltage sampling values. After being processed by the analog input signal board 14, it is transmitted to the traction system main control board 10, the DC-DC system main control board 11, and the excitation system main control board 12 through the control system 6. Each system determines whether ground protection has occurred based on the value and executes system protection actions, blocking the PWM pulse output signal.

[0086] The traction module 4 includes an SMCU and an SMCV, which are current sensors used to acquire the U-phase and V-phase current sampling values ​​of the corresponding traction module 4. After being processed by the analog input signal board 14, the values ​​are transmitted to the main control board 10 of the corresponding traction system through the control system 6. Based on the numerical values, closed-loop control is performed, and a PWM signal is output to control the traction module 4 at the back end.

[0087] SV15 and SV25 are voltage sensors used to acquire DC side voltage sampling values ​​of energy storage device 3. After being processed by analog input signal board 14, they are transmitted to DC system main control board 11 through control system 6. Based on the numerical values, closed-loop control is performed, and PWM signals are output to control the back-end DC-DC module 2.

[0088] In some alternative embodiments, reference continues to be made to... Figure 5 The control system 6 also includes:

[0089] The fault recording board 15 is connected to the traction system main control board 10, the DC system main control board 11, and the excitation system main control board 12 respectively. It is used to record and store the fault when a fault occurs, or when the traction system main control board 10, the DC system main control board 11, or the excitation system main control board 12 detects an abnormality in the analog signal transmitted by the analog input signal board 14.

[0090] Understandably, the fault record board 15 records controller-related faults. When the traction system main control board 10, DC system main control board 11, and excitation system main control board 12 detect that the sampled value transmitted from the analog signal board exceeds the set threshold, indicating a software or hardware fault, they transmit the fault code to the fault record board 15 via the control backplane bus for storage. Maintenance personnel can download and analyze the fault data using an external computer.

[0091] In some alternative embodiments, reference continues to be made to... Figure 5 The control system 6 also includes:

[0092] Gateway board 16: Performs network data transmission for the entire vehicle. The relevant network communication protocol can be changed according to the network configuration requirements of the entire vehicle. The communication method can be CAN, MVB, Ethernet, etc.

[0093] Power board 17: Provides reliable power to the control unit and the drive circuits of each system module.

[0094] The traction output of the multi-mode new energy locomotive low constant speed traction controller provided by this invention covers axle control, frame control, and vehicle control. It selects the optimal offline power limiting curve and power change rate value according to different power supply and operation modes. Through speed PI control, voltage PI control, and power PI control, it outputs dynamically corrected three-phase voltage, enabling stable and reliable low constant speed operation of the locomotive in different modes, thus addressing user requirements for low constant speed loading / unloading operation and extremely low speed loading operation.

[0095] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0096] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0097] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A low constant speed traction system controller based on multi-mode new energy locomotive, characterized in that, include: The excitation control module is connected to the diesel generator set and is used to control the output power and output voltage of the diesel generator set. An uncontrolled rectifier module is connected to the diesel generator set and the DC-DC module respectively, and is used to convert the current output by the diesel generator set into DC power and transmit it to the DC-DC module; The DC-DC module is connected to the uncontrolled rectifier module, the energy storage device, and the traction module, respectively, and is used to adjust the voltage of the DC power output by the uncontrolled rectifier module to supply power to the traction module, adjust the voltage of the DC power output by the energy storage device to supply power to the traction module, and adjust the voltage of the DC power output by the uncontrolled rectifier module to charge the energy storage device. The traction module is connected to the diesel generator set, the DC-DC module, and the load, respectively, and is used to invert the DC power output by the diesel generator set and / or the DC-DC module into three-phase AC power to supply power to the load. The control system is connected to the excitation control module, the DC-DC module, and the traction module respectively, and is used to communicate with the outside world and control the excitation control module, the DC-DC module, and the traction module according to the content of the communication.

2. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 1, characterized in that, Also includes: An overvoltage suppression chopper module, connected to the traction module, is used to resistively dissipate the electric braking energy.

3. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 1 or 2, characterized in that, The number of loads is at least two.

4. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 1 or 2, characterized in that, The number of DC-DC modules is 2, the number of traction modules is 2, and the number of loads is 4; The uncontrolled rectifier module is connected to two DC-DC modules respectively, and the energy storage device is connected to two DC-DC modules respectively; The traction module is connected to the DC-DC module in a one-to-one correspondence, and each traction module is connected to two loads.

5. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 1 or 2, characterized in that, The number of DC-DC modules is 2, the number of traction modules is 4, and the number of loads is 4; The uncontrolled rectifier module is connected to two DC-DC modules respectively, the energy storage device is connected to two DC-DC modules respectively, each DC-DC module is connected to four traction modules respectively, and the load is connected to each traction module in a one-to-one correspondence.

6. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 1, characterized in that, The control system includes: The traction system main control board is connected to the traction module and is used to send PWM pulse signals to the traction module and receive PWM feedback signals from the traction module. The DC system main control board is connected to the DC-DC module and is used to send PWM pulse signals to the DC-DC module and receive PWM feedback signals from the DC-DC module. The main control board of the excitation system is connected to the excitation control module and is used to send PWM pulse signals to the excitation control module and receive PWM feedback signals from the excitation control module. The digital input / output board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively, and is used to receive or send digital signals to the outside. The analog input signal board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively, and is used to receive analog signals from the sensors and send them to the traction system main control board, the DC system main control board, or the excitation system main control board.

7. The controller for a low constant speed traction system of a multi-mode new energy locomotive according to claim 6, characterized in that, The control system further includes: The fault recording board is connected to the traction system main control board, the DC system main control board, and the excitation system main control board, respectively. It is used to record and store the fault when a fault occurs, or when the traction system main control board, the DC system main control board, or the excitation system main control board detects an abnormality in the analog signal transmitted by the analog input signal board.

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