Emergency auxiliary power supply control system of direct-current electric locomotive

Abstract

The invention relates to an emergency auxiliary power supply control system for a direct-current electric locomotive. The system comprises an energy storage unit, a power supply unit, a warehouse moving unit, a power generation unit and a control unit, the energy storage unit is connected with the power supply unit, the garage moving unit and the power generation unit; the power supply unit comprises a bidirectional voltage transformation module, the bidirectional voltage transformation module is connected with the garage moving unit, and the bidirectional voltage transformation module is used for boosting or reducing the voltage of current in a circuit so as to meet the power requirement of locomotive auxiliary load power supply or traction power supply; the control unit is used for controlling all the units so as to achieve coordinated control over locomotive charging energy storage, auxiliary load power supply, traction power supply and self power generation. According to the invention, by arranging the bidirectional transformation module, the current in the circuit can be boosted or reduced according to needs, so that different power requirements of auxiliary load power supply or traction power supply of the locomotive are met; and by arranging the super capacitor bank, instant large current is provided, so that motor starting operation is conveniently realized when the locomotive is moved to the garage.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit power supply control, and in particular to an emergency auxiliary power supply control system for a DC electric locomotive. Background Art

[0002] With the rapid development of railway transportation, DC electric locomotives, as an important part of railway transportation, have attracted wide attention for the reliability, safety and efficiency of their power supply systems. The power supply system of a DC electric locomotive is usually divided into two parts: traction power supply and auxiliary power supply. The traction power supply is responsible for providing power for the locomotive, while the auxiliary power supply provides the necessary power support for the control system, lighting, air conditioning, heater, etc. on the locomotive. In the existing DC electric locomotive power supply system, the auxiliary power supply system often relies on a main-auxiliary integrated traction converter with a splitter to achieve power supply, such as Figure 1 This traditional power supply method is particularly vulnerable when the locomotive main traction system fails, because once the traction converter cannot obtain energy from the power grid, the auxiliary converter circuit cannot work properly, causing the locomotive control system and monitoring system to fail to operate, reducing the operability and maintainability of the train.

[0003] In addition, during the period of fire-free return or maintenance, the auxiliary converter circuit usually relies on the on-board battery for power supply, but the battery capacity is limited and cannot supply power for a long time, especially when it is necessary to maintain the comfort and safety in the car, such as the operation of equipment such as heaters, air conditioners and lighting, and the operation of the compressor of the brake system. This situation is particularly obvious in models such as the Shaoshan 4B DC locomotive, and its technical optimization needs are urgent. At the same time, since there is no overhead contact network in the locomotive preparation plant and maintenance warehouse, short-distance driving and warehouse transfer operations of the locomotive are also problems that need to be solved. The battery capacity is far from meeting the power demand of auxiliary equipment, and it is even more impossible to achieve short-distance locomotive traction and warehouse transfer operations.

[0004] The circuit design of the existing emergency auxiliary converter circuit is too simple and the function is relatively single. There is a lack of effective coordination control strategy for the research on locomotive emergency depot power supply or regeneration circuit. It cannot adapt to the complex auxiliary load requirements and changes in traction power supply, and cannot take into account multiple special working conditions at the same time, such as: realizing the self-power supply of DC electric locomotive self-driving and towing to move the car to the depot, self-powering for skylight maintenance operations, self-powering for battery power loss and pantograph raising, self-powering of locomotive without fire and self-powering of multiple locomotives for traction. Multiple locomotive coupling: In railway terminology, it refers to a train pulled by two or more locomotives. In cases where the train needs to travel on a climbing section, carry a heavy load or arrange more vehicles, "recoupling" is required. Summary of the invention

[0005] The purpose of the present invention is to address the deficiencies in the above-mentioned prior art and provide a DC electric locomotive emergency auxiliary power supply control system to achieve emergency power supply for various working conditions such as locomotive charging and energy storage, auxiliary load power supply, traction power supply and self-generation.

[0006] The present invention provides an emergency auxiliary power supply control system for a DC electric locomotive, comprising an energy storage unit, a power supply unit, a warehouse transfer unit, a power generation unit and a control unit; the energy storage unit is connected to the power supply unit, the warehouse transfer unit and the power generation unit; the power supply unit comprises a bidirectional transformer module, the bidirectional transformer module is connected to the warehouse transfer unit, and the bidirectional transformer module is used to step up or step down the current in the circuit to meet the power demand of the locomotive auxiliary load power supply or traction power supply; the control unit is used to control each unit to achieve coordinated control of the locomotive charging energy storage, auxiliary load power supply, traction power supply and self-generation.

[0007] In one embodiment, the energy storage unit includes a three-phase high-voltage switch A, a charging module, and a lithium battery pack. The three-phase high-voltage switch A is connected to the main transformer of the locomotive and the charging module, the charging module is connected to the lithium battery pack, the lithium battery pack is connected to the on-board lead-acid battery pack and the power supply unit, and a charging switch B is provided on the circuit connecting the on-board lead-acid battery pack; the high-frequency transformer in the charging module is provided with multiple groups of different windings.

[0008] In one embodiment, the output terminal voltage of the charging module is DC 110V, and the rated voltage of the lithium battery pack and the on-board lead-acid battery pack is DC 110V.

[0009] In one embodiment, the bidirectional transformer module is a bidirectional DC / DC module B; the power supply unit includes a bidirectional DC / DC module A, a supercapacitor group, a bidirectional DC / DC module B, a three-phase inverter module C, a filter, a three-phase four-wire output transformer, a switch C, a switch D and a library transfer switch E; the bidirectional DC / DC module A is connected to the output end of the energy storage unit and the supercapacitor group, the supercapacitor group is connected to the bidirectional DC / DC module B, the bidirectional DC / DC module B is connected to the three-phase inverter module C, the three-phase inverter module C is connected to the filter, the filter is connected to the three-phase four-wire output transformer, the three-phase four-wire output transformer is connected to the switch C and the switch D, and the library transfer switch E is connected to the two ports of the bidirectional DC / DC module B.

[0010] In one embodiment, the bidirectional DC / DC module B is used to boost voltage when it is used in the forward direction, and the transfer switch E is opened; the bidirectional DC / DC module B is used to reduce voltage when it is used in the reverse direction, and the transfer switch E is closed.

[0011] In one embodiment, the input voltage of the bidirectional DC / DC module A is DC 110V, and the output voltage is DC 270V~300V; when the bidirectional DC / DC module B is used in the forward direction, the input voltage is DC 270V~300V, and the output voltage is DC 600V~660V; when the bidirectional DC / DC module B is used in the reverse direction, the input voltage is DC 270V~300V, and the output voltage is DC 65~255V.

[0012] In one embodiment, the library transfer unit includes a motor switch module and an excitation circuit module; the motor switch module includes a library transfer switch F and a high-voltage switch H, the library transfer switch F is connected to the bidirectional transformer module and the high-voltage switch H, and the high-voltage switch H is connected to the DC motor; the excitation circuit module includes a step-down module and an excitation switch G, the step-down module is connected to the energy storage unit and the excitation switch G, and the excitation switch G is connected to the excitation coil.

[0013] In one embodiment, the step-down module is a three-phase triple step-down chopper module, the input voltage is DC 110V, and the output voltage is DC 45V.

[0014] In one embodiment, the power generation unit includes a power generation switch I, one end of the power generation unit is connected to a DC motor, and the other end is connected to an energy storage unit.

[0015] In one embodiment, the control unit is an ARM+DSP multi-processor control mode, that is, the control unit is composed of a main controller and various module sub-controllers, the main controller is an ARM processor, and each module sub-controller is a DSP processor. Optical fiber communication is used between the main controller and each module sub-controller, and the main controller is connected to the host computer.

[0016] Compared with the prior art, the advantages of the present invention are: by setting a bidirectional transformer module, the system can step up or down the current in the circuit as needed, so as to meet the different power requirements of the locomotive auxiliary load power supply or traction power supply; by setting a supercapacitor group, it can provide instantaneous large current, and by setting a step-down module to power the excitation coil, it is convenient to realize the motor starting operation when the locomotive is moved to the warehouse; by setting a power generation unit connected to a DC motor and an energy storage unit, it is possible to recover the electric energy of the locomotive's fire-free self-generation and the self-generation of multiple locomotives connected to other cars; by adopting the ARM+DSP multi-processor control mode, the control accuracy and response speed of the system are improved, and the DC electric locomotive emergency auxiliary power supply control system provided by the present invention realizes emergency power supply for various working conditions such as locomotive charging and energy storage, auxiliary load power supply, traction power supply and self-generation. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Hereinafter, the present invention will be described in more detail based on embodiments and with reference to the accompanying drawings.

[0018] Figure 1 It is the schematic diagram of the existing DC electric locomotive power supply system;

[0019] Figure 2 It is a circuit schematic diagram of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention;

[0020] Figure 3 is a circuit diagram of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention when operating in an energy storage mode;

[0021] Figure 4 is a circuit diagram of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention when operating in a power supply mode;

[0022] Figure 5 It is a circuit diagram of the DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention when it works in the warehouse transfer mode;

[0023] Figure 6 This is a circuit diagram of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention when operating in a self-generation mode;

[0024] Figure 7 It is a system composition diagram of a control unit of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention;

[0025] Figure 8 It is a structural diagram of a DC electric locomotive emergency auxiliary power supply control system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0026] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0027] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0028] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, it can also be the internal connection of two components, it can be a wireless connection, or it can be a wired connection. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0029] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0030] The present invention provides a DC electric locomotive emergency auxiliary power supply control system, such as Figure 2 As shown, it includes an energy storage unit 51, a power supply unit 52, a warehouse transfer unit 53, a power generation unit 54 and a control unit; the energy storage unit 51 is connected to the power supply unit 52, the warehouse transfer unit 53 and the power generation unit 54; the power supply unit 52 includes a bidirectional transformer module, the bidirectional transformer module is connected to the warehouse transfer unit 53, and the bidirectional transformer module is used to step up or down the current in the circuit to meet the power demand of the locomotive auxiliary load power supply or traction power supply; the control unit is used to control each unit to achieve coordinated control of the locomotive charging energy storage, auxiliary load power supply, traction power supply and self-generation. By setting up a bidirectional transformer module, the circuit can easily realize multiple working modes, and realize emergency power supply for various working conditions such as locomotive charging energy storage, auxiliary load power supply, traction power supply and self-generation.

[0031] Specifically, Figure 2 and Figure 3 As shown, the energy storage unit 51 includes a three-phase high-voltage switch A1, a charging module 2, and a lithium battery pack 3. The three-phase high-voltage switch A1 is connected to the main transformer of the locomotive and the charging module 2, the charging module 2 is connected to the lithium battery pack 3, the lithium battery pack 3 is connected to the on-board lead-acid battery pack 14 and the power supply unit 52, and a charging switch B15 is provided on the circuit connecting the on-board lead-acid battery pack 14; the high-frequency transformer in the charging module 2 is provided with multiple groups of different windings. When the energy storage unit 51 works in the energy storage mode, the 3.5:1 winding of the high-frequency transformer in the charging module 2 works; when working in the self-generation mode, the 1:1 winding of the high-frequency transformer in the charging module 2 works.

[0032] The output voltage of the charging module 2 is 110V DC, and the rated voltage of the lithium battery pack 3 and the on-board lead-acid battery pack 14 is 110V DC.

[0033] Specifically, Figure 2 and Figure 4 As shown, the bidirectional transformer module is a bidirectional DC / DC module B6; the power supply unit 52 includes a bidirectional DC / DC module A4, a supercapacitor group 5, a bidirectional DC / DC module B6, a three-phase inverter module C7, a filter 8, a three-phase four-wire output transformer 9, a switch C16, a switch D17 and a library transfer switch E18; the bidirectional DC / DC module A7 is connected to the output end of the energy storage unit 51 and the supercapacitor group 5, the supercapacitor group 5 is connected to the bidirectional DC / DC module B6, the bidirectional DC / DC module B6 is connected to the three-phase inverter module C7, the three-phase inverter module C7 is connected to the filter 8, the filter 8 is connected to the three-phase four-wire output transformer 9, the three-phase four-wire output transformer 9 is connected to the switch C16 and the switch D17, and the library transfer switch E18 is connected to the two ports of the bidirectional DC / DC module B6. The three-phase four-wire output transformer 9 outputs three-phase power of AC380V or AC440V / 50Hz, and single-phase power of AC220V, to realize power supply to auxiliary loads and meet various power requirements of auxiliary loads; when the three-phase four-wire output transformer 9 is connected to the switch C16, it outputs three-phase power of AC380V or AC440V / 50Hz, and when it is connected to the switch D17, it outputs single-phase power of AC220V. By setting up the supercapacitor group 5, it can provide instantaneous large current, and by setting up the step-down module to power the excitation coil 12, it is convenient to realize the starting operation of the DC motor 11 when the locomotive is moved to the warehouse.

[0034] Among them, when the bidirectional DC / DC module B6 is used in the forward direction, it is for boosting, and the library transfer switch E18 is disconnected; when the bidirectional DC / DC module B6 is used in the reverse direction, it is for reducing the voltage, and the library transfer switch E18 is closed.

[0035] Furthermore, the input voltage of the bidirectional DC / DC module A4 is DC 110V, and the output voltage is DC 270V~300V; when the bidirectional DC / DC module B6 is used in the forward direction, the input voltage is DC 270V~300V, and the output voltage is DC 600V~660V, and the DC power is subsequently inverted into three-phase AC power by the three-phase inverter module C7; when the bidirectional DC / DC module B6 is used in the reverse direction, the input voltage is DC 270V~300V, and the output voltage is DC 65~255V, and the DC power is guided to the DC motor 11 for traction power supply of the DC motor 11.

[0036] Specifically, Figure 2 and Figure 5As shown, the warehouse transfer unit 53 includes a motor switch module and an excitation circuit module; the motor switch module includes a warehouse transfer switch F19 and a high-voltage switch H20, the warehouse transfer switch F19 is connected to the bidirectional transformer module and the high-voltage switch H20, and the high-voltage switch H20 is connected to the DC motor 11; the excitation circuit module includes a step-down module and an excitation switch G21, the step-down module is connected to the energy storage unit 51 and the excitation switch G21, and the excitation switch G21 is connected to the excitation coil 12. When the control system is in the warehouse transfer working mode, 65-255V DC is transmitted to the excitation coil 12 to make the DC motor 11 work, thereby completing the warehouse transfer.

[0037] The step-down module is a three-phase triple step-down chopper module 13, the input voltage is DC 110V, and the output voltage is DC 45V.

[0038] Furthermore, the charging module 2, the bidirectional DC / DC module A4, the bidirectional DC / DC module B6, the three-phase inverter module C7 and the three-phase triple buck chopper module 13 are each integrated with independent switches for easy control.

[0039] Specifically, Figure 2 and Figure 6 As shown, the power generation unit 54 includes a power generation switch I22, one end of the power generation unit 54 is connected to the DC motor 11, and the other end is connected to the energy storage unit 51. A high-voltage switch is also provided on the circuit between the power generation switch I22 and the DC motor 11, and the high-voltage switch can be the high-voltage switch H20 of the warehouse transfer unit 53. By setting the high-voltage switch, when the locomotive is in normal working state and the locomotive traction inverter 10 provides high-voltage DC power to drive the DC motor to travel, the high-voltage switch is disconnected to protect the emergency auxiliary power supply circuit. When the power generation unit 54 is connected to the energy storage unit 51 and works in the self-generation mode, the 1:1 winding of the high-frequency transformer in the charging module 2 works.

[0040] Specifically, Figure 7 and Figure 8As shown, the control unit is a multi-processor control mode of ARM+DSP, that is, the control unit is composed of a master controller and various module sub-controllers, each sub-controller includes a charging module sub-controller, a bidirectional DC / DC module A sub-controller, a bidirectional DC / DC module B sub-controller, a three-phase inverter module C sub-controller and a three-phase triple buck chopper module sub-controller, the master controller is an ARM processor (Advanced RISC Machines processor produced by ARM in the UK), each module sub-controller is a DSP (digital signal processing) processor, optical fiber communication is adopted between the master controller and each module sub-controller, CAN in the figure is the abbreviation of controller area network bus (CAN, Controller Area Network), RS485 is a balanced transmission standard for serial communication approved by the American Electronics Industry Association (EIA) in 1983, and the master controller is connected to the host computer.

[0041] In this embodiment, the control unit specifically includes the following parts:

[0042] ①Master controller;

[0043] ②Sub-controllers of each power conversion module in the device;

[0044] ③CAN to optical fiber communication module;

[0045] ④RS485 to fiber optic communication module;

[0046] ⑤ Host computer, including driver's room monitoring and local display unit.

[0047] In order to facilitate the drivers and passengers on the locomotive to observe the various operating parameters of the emergency auxiliary power supply control system in time when driving the locomotive, a monitoring screen is specially installed in the driver's cab of the locomotive (i.e., driver's cab monitoring). At the same time, the various data information of the system operation also needs to be displayed and operated locally in the system (i.e., local display). The two are responsible for issuing task commands and displaying data information as the upper computer. The main controller is responsible for the communication task of data information and is responsible for fault protection and other functions. Each sub-controller realizes signal acquisition, execution of control algorithms, drive pulse output and other functions.

[0048] Working principle:

[0049] The DC electric locomotive emergency auxiliary power supply control system provided by the present invention has four working states: energy storage mode, power supply mode, warehouse transfer mode and self-generation mode, which can meet the requirements of the following six special working conditions: self-power supply for DC electric locomotive self-driving and towing to move to the warehouse, self-power supply for skylight maintenance operation, self-power supply for pantograph raising when the battery is low, self-generation of multiple locomotives coupled to other locomotives for traction, and automatic fanning to meet the air braking of the locomotive when the pantograph is not raised, which meets the emergency power supply for various working conditions such as locomotive charging and energy storage, auxiliary load power supply, traction power supply and self-generation.

[0050] (1) Figure 3 As shown, when the control system is in energy storage mode, when the contact network is energized, the three-phase high-voltage switch A1 is in a closed state. At this time, the BMS (battery management system) of the DC110V lithium battery pack 3 works in coordination with the charging module 2 to control the 3.5:1 winding of the high-frequency transformer in the charging module 2 to close, thereby charging the lithium battery pack 3 to complete the energy storage process.

[0051] (2) When the onboard lead-acid battery pack 14 of the DC locomotive fails, the DC110V lithium battery pack 3 serves as a backup;

[0052] (3) Figure 4 As shown, when the DC locomotive is in a power-free area and the control system is in power supply mode, the bidirectional DC / DC module A4 boosts the current output by the DC110V lithium battery pack 3 to DC270V~300V, and provides it to the bidirectional DC / DC module B6, boosts it to DC600V~660V, and then provides it to the three-phase inverter module C7, which outputs AC380V or AC440V / 50Hz three-phase power supply and AC220V single-phase power supply through the filter 8 and the three-phase four-wire output transformer 9 to realize power supply;

[0053] (4) Figure 5As shown, when the control system is in the warehouse transfer mode, when the Q5 switch of the lithium battery pack 3 is closed, the system provides 110V DC through the lithium battery pack 3, and the current enters the bidirectional DC / DC module A4. In this module, the DC power is increased from 110V to 270V~300V. Then the current passes through the supercapacitor group 5, and then the warehouse transfer switch E18 is closed to transmit the 270V~300V DC power to the bidirectional DC / DC module B6. The bidirectional DC / DC module B6 reduces the 270V~300V DC power to the range of 65V to 225V. At the same time, the warehouse transfer switch F19 and the high-voltage switch H20 are closed, so that the 65V to 225V DC output by the bidirectional DC / DC module B6 is connected to the DC motor 11. In addition, 110V DC is also provided to the three-phase triple buck chopper module 13. The three-phase triple buck chopper module 13 is started to reduce the 110V DC power to 45 volts. Afterwards, the excitation switch G21 is closed, and the current is transmitted to the excitation coil 12 through the excitation switch G21, so that the DC motor 11 works, thereby completing the warehouse transfer work.

[0054] (5) Figure 6 As shown, when the control system is in the self-generation mode, if the DC motor 11 is a self-excited motor, the excitation switch G21 is disconnected, and the excitation coil 12 does not need to work; if the DC motor 11 is an externally excited motor, the excitation switch G21 is closed, and the excitation coil 12 needs to work. The DC motor 11 starts to rotate to generate electricity. At the same time, the power generation switch I22 and the high-voltage switch H20 are closed, thereby providing 110V to 255V DC power to the charging module 2. Subsequently, the current is closed through the 1:1 winding of the high-frequency transformer in the charging module 2 to charge the 110V lithium battery pack 3, thereby completing the power generation process. When the control system is in the self-generation mode, the power supply unit 52 can work at the same time and can continuously provide power to the auxiliary load.

[0055] In summary, by setting a bidirectional transformer module, the system can step up or down the current in the circuit as needed, so as to meet the different power requirements of the locomotive auxiliary load power supply or traction power supply; by setting a supercapacitor group 5, it can provide instantaneous large current, and by setting a step-down module to power the excitation coil 12, it is convenient to realize the starting operation of the DC motor 11 when the locomotive is moved to the warehouse; by setting a power generation unit 54 connecting the DC motor 11 and the energy storage unit 51, it is possible to recover the electric energy of the locomotive's fire-free self-generation and the self-generation of multiple locomotives connected to other cars; by adopting the ARM+DSP multi-processor control mode, the control accuracy and response speed of the system are improved, and the DC electric locomotive emergency auxiliary power supply control system provided by the present invention realizes emergency power supply for various working conditions such as locomotive charging and energy storage, auxiliary load power supply, traction power supply and self-generation.

[0056] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced by equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A DC electric locomotive emergency auxiliary power supply control system, characterized in that: It includes an energy storage unit, a power supply unit, a warehouse transfer unit, a power generation unit and a control unit; the energy storage unit is connected to the power supply unit, the warehouse transfer unit and the power generation unit; the power supply unit includes a bidirectional transformer module, the bidirectional transformer module is connected to the warehouse transfer unit, and the bidirectional transformer module is used to step up or down the current in the circuit to meet the power demand of the locomotive auxiliary load power supply or traction power supply; the control unit is used to control each unit to achieve coordinated control of the locomotive charging energy storage, auxiliary load power supply, traction power supply and self-generation.

2. The DC electric locomotive emergency auxiliary power supply control system according to claim 1, characterized in that: The energy storage unit includes a three-phase high-voltage switch A, a charging module, and a lithium battery pack. The three-phase high-voltage switch A is connected to the main transformer of the locomotive and the charging module, the charging module is connected to the lithium battery pack, the lithium battery pack is connected to the on-board lead-acid battery pack and the power supply unit, and a charging switch B is provided on the circuit connecting the on-board lead-acid battery pack; the high-frequency transformer in the charging module is provided with multiple groups of different windings.

3. The DC electric locomotive emergency auxiliary power supply control system according to claim 2, characterized in that: The output terminal voltage of the charging module is DC 110V, and the rated voltage of the lithium battery pack and the on-board lead-acid battery pack is DC 110V.

4. The DC electric locomotive emergency auxiliary power supply control system according to claim 1, characterized in that: The bidirectional transformation module is a bidirectional DC / DC module B; the power supply unit includes a bidirectional DC / DC module A, a supercapacitor group, a bidirectional DC / DC module B, a three-phase inverter module C, a filter, a three-phase four-wire output transformer, a switch C, a switch D and a library transfer switch E; the bidirectional DC / DC module A is connected to the output end of the energy storage unit and the supercapacitor group, the supercapacitor group is connected to the bidirectional DC / DC module B, the bidirectional DC / DC module B is connected to the three-phase inverter module C, the three-phase inverter module C is connected to the filter, the filter is connected to the three-phase four-wire output transformer, the three-phase four-wire output transformer is connected to the switch C and the switch D, and the library transfer switch E is connected to the two ports of the bidirectional DC / DC module B.

5. The DC electric locomotive emergency auxiliary power supply control system according to claim 4, characterized in that: When the bidirectional DC / DC module B is used in the forward direction, it is used to increase the voltage, and the transfer switch E is opened; when the bidirectional DC / DC module B is used in the reverse direction, it is used to reduce the voltage, and the transfer switch E is closed.

6. The DC electric locomotive emergency auxiliary power supply control system according to claim 5, characterized in that: The input voltage of the bidirectional DC / DC module A is DC 110V, and the output voltage is DC 270V~300V; when the bidirectional DC / DC module B is used in the forward direction, the input voltage is DC 270V~300V, and the output voltage is DC 600V~660V; when the bidirectional DC / DC module B is used in the reverse direction, the input voltage is DC 270V~300V, and the output voltage is DC 65~255V.

7. The DC electric locomotive emergency auxiliary power supply control system according to claim 1, characterized in that: The library transfer unit includes a motor switch module and an excitation circuit module; the motor switch module includes a library transfer switch F and a high-voltage switch H, the library transfer switch F is connected to the bidirectional transformer module and the high-voltage switch H, and the high-voltage switch H is connected to the DC motor; the excitation circuit module includes a step-down module and an excitation switch G, the step-down module is connected to the energy storage unit and the excitation switch G, and the excitation switch G is connected to the excitation coil.

8. The DC electric locomotive emergency auxiliary power supply control system according to claim 7, characterized in that: The step-down module is a three-phase triple step-down chopper module, the input voltage is DC 110V, and the output voltage is DC 45V.

9. The DC electric locomotive emergency auxiliary power supply control system according to claim 1, characterized in that: The power generation unit includes a power generation switch I, one end of the power generation unit is connected to a DC motor, and the other end is connected to an energy storage unit.

10. The DC electric locomotive emergency auxiliary power supply control system according to claim 1, characterized in that: The control unit is an ARM+DSP multi-processor control mode, that is, the control unit consists of a master controller and various module sub-controllers, the master controller is an ARM processor, and each module sub-controller is a DSP processor. Optical fiber communication is used between the master controller and each module sub-controller, and the master controller is connected to the host computer.

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