A control method and control system for a locomotive

Abstract

The embodiment of the application discloses a control method and a control system of a locomotive. The system comprises a transformer, a rectifier, an inverter, a direct current voltage converter, a power battery and a controller, the transformer, the rectifier and the inverter are electrically connected in sequence, the inverter is electrically connected with a motor of the locomotive, the power battery, the direct current voltage converter and the inverter are electrically connected in sequence, and the controller is electrically connected with the rectifier, the inverter and the direct current voltage converter; the transformer is used for supplying power for the motor and a load of the locomotive, the power battery is used for supplying power for the load, and the control method is executed by the controller; the method comprises the following steps: acquiring an operation condition of the locomotive; when an overcurrent signal is received, controlling a working state of the motor, a working state of the inverter and a working state of the direct current voltage converter according to the operation condition of the locomotive, and controlling a working state of the rectifier at a preset time after the overcurrent signal is received. The technical scheme provided by the embodiment of the application can avoid stopping the locomotive in a split-phase area.

Description

Technical Field

[0001] The embodiments of the present invention relate to locomotive control technology, and more particularly to a locomotive control method and control system. Background Technology

[0002] Locomotives, such as electric locomotives in electrified railways, pass through multiple phase-splitting zones during operation to ensure the three phases of the power system are as balanced as possible. Currently, existing locomotive control methods pose a risk of stalling when the locomotive passes through these phase-splitting zones. Summary of the Invention

[0003] This invention provides a locomotive control method and control system to prevent safety accidents caused by locomotives stopping in the phase separation zone.

[0004] In a first aspect, embodiments of the present invention provide a locomotive control method. The locomotive control system includes a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, the rectifier, and the inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, the DC-DC voltage converter, and the inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, the inverter, and the DC-DC voltage converter. The transformer supplies power to the motor and the locomotive's load. The power battery supplies power to the load. The control method is executed by the controller. The control method includes:

[0005] Obtain the operating conditions of the locomotive;

[0006] When an over-phase signal is received, the operating states of the motor, inverter, and DC-DC voltage converter are controlled according to the locomotive's operating conditions. The operating state of the rectifier is also controlled after a preset time following the receipt of the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0007] Optionally, when an over-phase signal is received, controlling the operating state of the motor, the inverter, and the DC-DC converter according to the locomotive's operating conditions, and controlling the rectifier's operating state after a preset time following the receipt of the over-phase signal, so that the locomotive's load is powered by the power battery when the locomotive is in the over-phase zone, includes:

[0008] When an over-phase signal is received, if the locomotive is in coasting mode, the inverter is controlled to reduce load, the DC voltage converter is controlled to reduce charging load, and the rectifier's operating state is controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0009] When an over-phase signal is received, if the locomotive is operating in traction or braking mode, the motor is controlled to reduce its load, and the inverter is controlled to reduce its load after the level of the over-phase signal changes. The DC-DC converter is also controlled to reduce its charging load, and the rectifier's operating state is controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0010] Optionally, the control system further includes a circuit breaker and a contactor, wherein the transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor;

[0011] The step of controlling the operating state of the rectifier at a preset time after receiving the over-phase signal includes:

[0012] When the duration of receiving the over-phase signal reaches a preset first duration, the input current of the rectifier is controlled to be reduced.

[0013] When the duration of receiving the over-phase signal reaches a preset second duration, the contactor is controlled to disconnect, thereby disconnecting the line between the transformer and the load.

[0014] When the duration of receiving the over-phase signal reaches a preset third duration, a signal is issued allowing the circuit breaker to disconnect.

[0015] Optionally, controlling the charging and unloading of the DC-DC voltage converter includes:

[0016] The amount of electrical energy transmitted from the DC-DC voltage converter to the power battery is reduced, thereby controlling the power battery to switch from charging to discharging.

[0017] Optionally, the preset first duration is less than the preset second duration, and the preset second duration is less than the preset third duration.

[0018] Optionally, the control system further includes a circuit breaker and a contactor, wherein the transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor;

[0019] After controlling the operating state of the rectifier at a preset time after receiving the over-phase signal, the process includes:

[0020] When the voltage recovery time of the power grid reaches a preset fourth time period, a signal is issued allowing the circuit breaker to close.

[0021] When the circuit breaker is detected to have been closed for a preset fifth duration, the contactor is controlled to close.

[0022] When the contactor is detected to have been closed for a preset sixth duration, the current of the DC voltage converter is controlled to flow from the DC voltage converter to the power battery, so as to control the power battery to be charged through the DC voltage converter.

[0023] Optionally, both the preset fourth duration and the preset sixth duration are shorter than the preset fifth duration.

[0024] Secondly, embodiments of the present invention provide a locomotive control system, comprising: a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, the rectifier, and the inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, the DC-DC voltage converter, and the inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, the inverter, and the DC-DC voltage converter. The control method described in the first aspect is executed by the controller.

[0025] Optionally, the locomotive's control system also includes a circuit breaker and a contactor, with the transformer connected to the power grid via the circuit breaker and the rectifier connected to the transformer via the contactor.

[0026] Optionally, the locomotive's control system also includes a capacitor located between the rectifier and the inverter. One end of the capacitor is electrically connected to one end of the rectifier, one end of the inverter, and one end of the DC-DC voltage converter, and the other end of the capacitor is electrically connected to the other end of the rectifier, the other end of the inverter, and the other end of the DC-DC voltage converter.

[0027] The locomotive control method and control system provided in this embodiment of the invention include a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, rectifier, and inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, DC-DC voltage converter, and inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, inverter, and DC-DC voltage converter. The transformer supplies power to the motor and the locomotive's load, and the power battery supplies power to the load. The control method is executed by the controller. The control method includes: acquiring the locomotive's operating conditions; when a phase break signal is received, controlling the operating state of the motor, the inverter, and the DC-DC voltage converter according to the locomotive's operating conditions, and controlling the rectifier's operating state after a preset time following the receipt of the phase break signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the phase break zone. The locomotive control method and control system provided in this invention, when receiving a phase break signal, controls the operating states of the motor, inverter, DC-DC converter, and rectifier according to the locomotive's operating conditions. For example, after receiving the phase break signal, the input current of the rectifier is gradually reduced to zero within a preset time. The current direction in the DC-DC converter changes from transmission to the power battery to transmission from the power battery to the DC-DC converter, that is, the power battery transmits electrical energy to the DC-DC converter. The electrical energy of the power battery is transmitted to the load through the DC-DC converter and the inverter in sequence. The load of the locomotive is powered by the power battery, thereby enabling the power battery to supply power to the load of the locomotive when it passes through the phase break zone. This prevents the locomotive from stopping in the phase break zone and causing a safety accident due to insufficient power supply to the locomotive and the possibility of regenerative braking. Attached Figure Description

[0028] Figure 1 This is a flowchart of a locomotive control method provided in Embodiment 1 of the present invention;

[0029] Figure 2 This is a flowchart of a locomotive control method provided in Embodiment 2 of the present invention;

[0030] Figure 3 This is a schematic diagram of voltage and current changes provided in Embodiment 2 of the present invention;

[0031] Figure 4 This is a structural block diagram of a locomotive control device provided in Embodiment 3 of the present invention;

[0032] Figure 5 This is a schematic diagram of the structure of a locomotive control system provided in Embodiment 3 of the present invention. Detailed Implementation

[0033] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0034] Example 1

[0035] Figure 1 This is a flowchart of a locomotive control method provided in Embodiment 1 of the present invention. This embodiment is applicable to controlling locomotives, such as those in electrified railways. The locomotive control system includes a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, rectifier, and inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, DC-DC voltage converter, and inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, inverter, and DC-DC voltage converter. The transformer supplies power to the motor and the locomotive's load, and the power battery supplies power to the load. This method can be executed by the controller in the locomotive's control system. The controller can be implemented in software and / or hardware. The method specifically includes the following steps:

[0036] Step 110: Obtain the locomotive's operating conditions.

[0037] The locomotive's operating conditions include coasting, traction, and braking. Specifically, coasting refers to the transition between traction and braking conditions by coasting due to inertia, during which no energy is directly consumed or generated.

[0038] Step 120: When an over-phase signal is received, control the working state of the motor, the working state of the inverter, and the working state of the DC voltage converter according to the locomotive's operating conditions. Control the working state of the rectifier after a preset time after receiving the over-phase signal so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0039] The "phase-separation signal" refers to the signal indicating that the locomotive has passed through a phase-separation zone. Receiving this signal indicates that the locomotive has entered the phase-separation zone. Specifically, a phase-separation zone is a de-energized section of an electrified railway. It isolates different phases of electricity supplied by different substations through two phase-separation switches to prevent short circuits caused by different phases and the resulting fuse failure of the contact network. In the traction sections of electrified railways, traction power supply uses a single-frequency AC power supply method. To ensure the three phases of the power system are as balanced as possible, the contact network uses segmented phase-switching power supply. To prevent phase-to-phase short circuits, phase-separation zones must be established between each independent power supply area. Each phase is separated by air or insulators; this is called electrical phase separation. Phase-separation zones are generally located near substations of AC electrified lines, at the boundary between the power supply areas of two AC substations, or at the junction of AC and DC power supplies.

[0040] Furthermore, when a phase-break signal is received, taking the locomotive's operating conditions as traction or braking as an example, the output power of the control motor is gradually reduced to zero. After the phase-break signal level changes, the AC output power of the control inverter (i.e., the power transmitted to the motor) is gradually reduced to zero. The electrical energy transmitted from the DC voltage converter to the power battery is gradually reduced to zero. After a preset time following the receipt of the phase-break signal, the input current of the rectifier (i.e., the AC current) is gradually reduced to zero. When the rectifier's input current decreases to zero, the current in the DC voltage converter is switched from being transmitted to the power battery to being transmitted from the power battery to the DC voltage converter. In other words, the power battery transmits electrical energy to the DC voltage converter. The electrical energy of the power battery is transmitted to the load, such as auxiliary equipment or air conditioning, through the DC voltage converter and the inverter. The locomotive's load is powered by the power battery, thus enabling the power battery to supply power to the locomotive's load when the locomotive is in the phase-break zone. This prevents regenerative braking due to insufficient power supply from causing the locomotive to stop in the phase-break zone and resulting in a safety accident.

[0041] It should be noted that the specific duration of the above preset time can be determined according to actual control needs, and is not limited here.

[0042] The locomotive control method provided in this embodiment, when receiving a phase break signal, controls the operating states of the motor, inverter, DC-DC converter, and rectifier according to the locomotive's operating conditions. For example, after receiving the phase break signal, the input current of the rectifier is gradually reduced to zero within a preset time. The current direction in the DC-DC converter changes from transmission to the power battery to transmission from the power battery to the DC-DC converter. That is, the power battery transmits electrical energy to the DC-DC converter. The electrical energy of the power battery is transmitted to the load through the DC-DC converter and the inverter in sequence. The load of the locomotive is powered by the power battery, thereby enabling the power battery to supply power to the load of the locomotive when it passes through the phase break zone. This prevents the locomotive from stopping in the phase break zone and causing a safety accident due to insufficient power supply to the locomotive and the possibility of regenerative braking.

[0043] Example 2

[0044] Figure 2This is a flowchart of a locomotive control method provided in Embodiment 2 of the present invention. This embodiment is applicable to locomotive control and other aspects. The locomotive control system includes a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, rectifier, and inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, DC-DC voltage converter, and inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, inverter, and DC-DC voltage converter. The transformer is used to supply power to the motor and the locomotive's load, and the power battery is used to supply power to the load. This method can be executed by the controller in the locomotive's control system. The controller can be implemented in software and / or hardware. The method specifically includes the following steps:

[0045] Step 210: Obtain the locomotive's operating conditions.

[0046] The locomotive's operating conditions include coasting, traction, and braking. Specifically, coasting refers to the transition between traction and braking conditions by coasting due to inertia, during which no energy is directly consumed or generated.

[0047] Step 220: When the over-phase signal is received, if the locomotive is in coasting mode, the inverter is controlled to reduce load, the DC voltage converter is controlled to reduce charging load, and the rectifier's working state is controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0048] Specifically, the control system also includes circuit breakers and contactors. The transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor.

[0049] The operating state of the rectifier is controlled within a preset time after receiving the phase-splitting signal, including:

[0050] When the duration of receiving the over-phase signal reaches the preset first duration, the input current of the rectifier is reduced.

[0051] When the duration of receiving the phase-splitting signal reaches the preset second duration, the control contactor is disconnected to disconnect the line between the transformer and the rectifier.

[0052] When the duration of receiving the phase-break signal reaches the preset third duration, a signal is issued allowing the circuit breaker to disconnect.

[0053] The preset first duration is shorter than the preset second duration, and the preset second duration is shorter than the preset third duration. For example, the preset first duration is 30ms, the preset second duration is 220ms, and the preset third duration is 320ms. When the locomotive is coasting, upon receiving a phase-splitting signal, the controller gradually reduces the power output from the inverter to the motor to zero (controlling inverter load reduction), and the power transmitted from the DC-DC converter to the power battery gradually reduces to zero (DC-DC converter charging load reduction), thereby controlling the power battery to switch from charging to discharging, so that the locomotive is powered by the power battery to supply the load within the phase-splitting zone. Upon receiving the phase break signal, a 30ms delay is established to control the rectifier input current reduction, meaning the AC side current of the rectifier gradually decreases to zero. When the AC side current reaches zero, the current direction in the DC-DC converter is changed, such as by altering the on / off state of different switches in the DC-DC converter. This causes current to flow from the end connected to the power battery to the end connected to the inverter, thus powering the load from the power battery. 220ms after receiving the phase break signal, the contactor is disconnected to close the rectifier gate. 320ms after receiving the phase break signal, a signal authorizing the circuit breaker to open is sent to the locomotive's control and management system, disconnecting the line between the power grid and the transformer.

[0054] Step 230: When the over-phase signal is received, if the locomotive is in traction or braking mode, the motor is controlled to unload, and the inverter is controlled to unload after the level of the over-phase signal changes. The DC voltage converter is controlled to unload during charging, and the rectifier's working state is controlled at a preset time after the over-phase signal is received, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0055] Among these, controlling motor load reduction refers to controlling the reduction of the motor's output power, gradually decreasing the motor's output power to zero. For example, Figure 3 This is a schematic diagram of voltage and current changes provided in Embodiment 2 of the present invention. (Reference) Figure 3 Voltage V1 is the voltage of the intermediate circuit, i.e., the circuit voltage between the rectifier and the inverter. Current I1 is the input current of the rectifier, i.e., the current on the AC side of the rectifier. Voltage VU is the U-phase voltage of the motor. Current I2 is the charging and discharging current of the power battery. Current I3 is the U-phase current of the load. The over-phase signal is active high, indicating that the locomotive has entered the over-phase zone. After the over-phase signal changes from high to low, the power transmitted from the inverter to the motor gradually decreases to zero, i.e., the inverter is unloaded. The power transmitted from the DC-DC converter to the power battery gradually decreases to zero, i.e., the DC-DC converter is charged and unloaded. The intermediate circuit controls the DC-DC converter to stabilize the voltage.

[0056] Furthermore, the control system also includes circuit breakers and contactors; the transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor.

[0057] After receiving the phase-splitting signal, the rectifier's operating state is controlled within a preset time, including:

[0058] When the voltage recovery time of the power grid reaches the preset fourth time period, a signal is issued allowing the circuit breaker to close.

[0059] When the circuit breaker is detected to have been closed for a preset fifth time period, the contactor is controlled to close.

[0060] When the contactor is detected to have been closed for a preset sixth time, the current of the DC-DC converter is controlled to flow from the DC-DC converter to the power battery, so as to control the power battery to be charged through the DC-DC converter.

[0061] The preset fourth and sixth time intervals are both shorter than the preset fifth time interval. For example, the preset fourth time interval is 500ms, the preset fifth time interval is 1s, and the preset sixth time interval is 300ms. After detecting a recovery in grid voltage, a signal allowing the circuit breaker to close is sent to the locomotive's control and management system after a 500ms delay. One second after the circuit breaker closes, the contactor is closed to connect the transformer and the contactor. Then, after a 300ms delay, the DC-DC converter is controlled to exit intermediate circuit voltage control. By controlling the current transmission direction in the DC-DC converter, the power battery is charged sequentially through the transformer, rectifier, and DC-DC converter.

[0062] It should be noted that the preset durations in this embodiment are only illustrative and can be determined according to actual control requirements, and are not limited here.

[0063] The locomotive control method provided in this embodiment controls the input current of the rectifier to gradually decrease to zero after a preset time following the receipt of the phase-break signal. The current direction in the DC-DC converter changes from transmission to the power battery to transmission from the power battery to the DC-DC converter. That is, the power battery transmits electrical energy to the DC-DC converter. The electrical energy of the power battery is transmitted to the load in sequence through the DC-DC converter and the inverter. The load of the locomotive is powered by the power battery, thereby enabling the power battery to supply power to the load of the locomotive when it passes through the phase-break zone. This prevents the locomotive from stopping in the phase-break zone and causing a safety accident due to insufficient power supply to the locomotive and the possibility of regenerative braking.

[0064] Example 3

[0065] Figure 4 This is a structural block diagram of a locomotive control device provided in Embodiment 3 of the present invention. (Reference) Figure 4The locomotive's control device (integrated in the controller of the locomotive's control system) includes: a working condition acquisition module 310 and a status control module 320; wherein, the working condition acquisition module 310 is used to acquire the locomotive's operating conditions; the status control module 320 is used to control the operating status of the motor, the operating status of the inverter, and the operating status of the DC-DC voltage converter according to the locomotive's operating conditions when a phase-break signal is received, and to control the operating status of the rectifier after a preset time after receiving the phase-break signal, so that the locomotive's load is powered by the power battery when the locomotive is in the phase-break zone.

[0066] Based on the above implementation method, the state control module 320 includes:

[0067] The first control unit is used to control the inverter to reduce load and control the DC voltage converter to reduce charging load when the locomotive is coasting if the locomotive is in coasting condition when the over-phase signal is received. It also controls the working state of the rectifier at a preset time after receiving the over-phase signal so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0068] The second control unit is used to control the motor to reduce load when the locomotive is in traction or braking condition if it receives an over-phase signal. It also controls the inverter to reduce load and the DC-DC converter to reduce charging load after the level of the over-phase signal changes. Furthermore, it controls the rectifier's operating state at a preset time after receiving the over-phase signal so that the locomotive's load is powered by the power battery when the locomotive is in the over-phase zone.

[0069] In one embodiment, the control system further includes a circuit breaker and a contactor, wherein the transformer is connected to the power grid via the circuit breaker, and the rectifier is connected to the transformer via the contactor; the state control module 320 includes:

[0070] The third control unit is used to control the input current of the rectifier to be reduced when the duration of receiving the over-phase signal reaches a preset first duration.

[0071] The fourth control unit is used to control the contactor to disconnect when the duration of receiving the phase-splitting signal reaches a preset second duration, so as to disconnect the line between the transformer and the rectifier.

[0072] The fifth control unit is used to issue a signal allowing the circuit breaker to disconnect when the duration of receiving the phase-break signal reaches a preset third duration.

[0073] Optionally, the status control module 320 is used to control the current from the power battery to the DC-DC converter, so as to control the power battery to supply power to the load through the DC-DC voltage converter.

[0074] Optionally, the control system also includes a circuit breaker and a contactor. The transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor. The state control module 320 is also used to control the working state of the rectifier after receiving the over-phase signal for a preset time. When the voltage recovery time of the power grid is detected to reach a preset fourth time, a signal allowing the circuit breaker to close is issued. When the circuit breaker closure time is detected to reach a preset fifth time, the contactor is controlled to close. When the contactor closure time is detected to reach a preset sixth time, the current of the DC voltage converter is controlled to flow from the DC voltage converter to the power battery, so as to control the power battery to be charged through the DC voltage converter.

[0075] Figure 5 This is a schematic diagram of the structure of a locomotive control system provided in Embodiment 3 of the present invention. (Reference) Figure 5 The locomotive's control system includes: a transformer 10, a rectifier 20, an inverter 30, a DC-DC voltage converter 40, a power battery 50, and a controller (not shown in the figure). The transformer, rectifier, and inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor M. The power battery 50, DC-DC voltage converter 40, and inverter 30 are electrically connected in sequence. The controller is electrically connected to the rectifier 20, inverter 30, and DC-DC voltage converter 40. The control method described in any embodiment of the present invention is executed by the controller.

[0076] For example, the locomotive includes three motors M, three main inverters 31, two rectifiers 20, and one auxiliary inverter 32. The AC sides of both rectifiers 20 are electrically connected to transformer 10, and the DC sides of both rectifiers 20 are electrically connected to the DC sides of the three main inverters 31. The AC sides of the three main inverters 31 are respectively electrically connected to the three motors M. When the locomotive passes through the phase-splitting zone, loads such as the locomotive's air conditioning are powered by the power battery 50. The power battery 50 supplies power to the loads sequentially through the DC-DC voltage converter 40 and the auxiliary inverter 32. When the locomotive leaves the phase-splitting zone, both the loads and motors M are powered by transformer 10. Transformer 10 supplies power to the loads sequentially through rectifiers 20 and the auxiliary inverter 32, and transformer 10 supplies power to the motors M sequentially through rectifiers 20 and the main inverter 31.

[0077] Optionally, the locomotive's control system also includes a circuit breaker (not shown in the figure) and a contactor K. The transformer 10 is connected to the power grid through the circuit breaker, and the rectifier 20 is connected to the transformer 10 through the contactor K.

[0078] The circuit breaker is used to control the connection and disconnection of the line between transformer 10 and the power grid, and the contactor K is used to control the connection and disconnection of the line between rectifier 20 and transformer 10. By controlling the working state of the circuit breaker, the connection and disconnection of the line between transformer 10 and the power grid can be realized. By controlling the working state of the contactor, the connection and disconnection of the line between transformer 10 and rectifier 20 can be realized.

[0079] refer to Figure 5 Optionally, the locomotive's control system also includes a capacitor C, which is located between the rectifier 20 and the inverter 30. One end of the capacitor C is electrically connected to one end of the rectifier 20, one end of the inverter 30, and one end of the DC voltage converter 40, and the other end of the capacitor C is electrically connected to the other end of the rectifier 20, the other end of the inverter 30, and the other end of the DC voltage converter 40.

[0080] A resistor is connected in parallel across capacitor C, and both capacitor C and the resistor serve to stabilize the voltage. Specifically, when the locomotive is not in the phase-splitting zone, transformer 10 charges the power battery 50 sequentially through rectifier 20 and DC-DC voltage converter 40 to ensure that the power battery 50 has sufficient power to supply the load when the locomotive is in the phase-splitting zone. During the charging process of the power battery 50, capacitor C and the resistor stabilize the voltage of DC-DC voltage converter 40 to prevent voltage fluctuations from affecting the charging of the power battery 50.

[0081] The locomotive control device and control system provided in this embodiment belong to the same inventive concept as the locomotive control method provided in any embodiment of the present invention, and have corresponding beneficial effects. For technical details not covered in this embodiment, please refer to the locomotive control method provided in any embodiment of the present invention.

[0082] Example 4

[0083] Embodiment 4 of the present invention provides a computer-readable storage medium storing a computer program thereon. When executed by a processor, the program implements the locomotive control method provided in the embodiments of the present invention, the method comprising:

[0084] Obtain the locomotive's operating conditions;

[0085] When an over-phase signal is received, the operating states of the motor, inverter, and DC-DC voltage converter are controlled according to the locomotive's operating conditions. The operating state of the rectifier is also controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone.

[0086] The computer storage medium of this invention can be any combination of one or more computer-readable media. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0087] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0088] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0089] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or terminal. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0090] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, rearrangements, combinations, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A locomotive control method, characterized in that, The locomotive's control system includes a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, rectifier, and inverter are electrically connected in sequence. The inverter is electrically connected to the locomotive's motor. The power battery, DC-DC voltage converter, and inverter are also electrically connected in sequence. The controller is electrically connected to the rectifier, inverter, and DC-DC voltage converter. The transformer supplies power to the motor and the locomotive's load. The power battery supplies power to the load. The control method is executed by the controller. The control method includes: Obtain the operating conditions of the locomotive; When an over-phase signal is received, the operating states of the motor, inverter, and DC-DC voltage converter are controlled according to the locomotive's operating conditions. The operating state of the rectifier is also controlled at a preset time after the over-phase signal is received, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone. When an over-phase signal is received, the operating states of the motor, inverter, and DC-DC converter are controlled according to the locomotive's operating conditions. The operating state of the rectifier is also controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone. This includes: When an over-phase signal is received, if the locomotive is in coasting mode, the inverter is controlled to reduce load, the DC voltage converter is controlled to reduce charging load, and the rectifier's operating state is controlled at a preset time after receiving the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone. When an over-phase signal is received, if the locomotive is in traction or braking mode, the motor is controlled to unload, and the inverter is controlled to unload after the level of the over-phase signal changes. The DC-DC converter is also controlled to unload during charging. The rectifier's operating state is controlled after a preset time following the receipt of the over-phase signal, so that the power battery supplies power to the locomotive's load when the locomotive is in the over-phase zone. The control system also includes a circuit breaker and a contactor, the transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor; The step of controlling the operating state of the rectifier at a preset time after receiving the over-phase signal includes: When the duration of receiving the over-phase signal reaches a preset first duration, the input current of the rectifier is controlled to be reduced. When the duration of receiving the over-phase signal reaches a preset second duration, the contactor is controlled to disconnect, thereby disconnecting the line between the transformer and the load. When the duration of receiving the over-phase signal reaches a preset third duration, a signal is issued allowing the circuit breaker to disconnect.

2. The locomotive control method according to claim 1, characterized in that, The control of charging and unloading of the DC voltage converter includes: The amount of electrical energy transmitted from the DC-DC voltage converter to the power battery is reduced, thereby controlling the power battery to switch from charging to discharging.

3. The locomotive control method according to claim 1, characterized in that, The preset first duration is less than the preset second duration, and the preset second duration is less than the preset third duration.

4. The locomotive control method according to claim 1, characterized in that, The control system also includes a circuit breaker and a contactor, the transformer is connected to the power grid through the circuit breaker, and the rectifier is connected to the transformer through the contactor; After controlling the operating state of the rectifier at a preset time following the receipt of the over-phase signal, the following steps are included: When the voltage recovery time of the power grid reaches a preset fourth time period, a signal is issued allowing the circuit breaker to close. When the circuit breaker is detected to have been closed for a preset fifth duration, the contactor is controlled to close. When the contactor is detected to have been closed for a preset sixth duration, the current of the DC voltage converter is controlled to flow from the DC voltage converter to the power battery, so as to control the power battery to be charged through the DC voltage converter.

5. The locomotive control method according to claim 4, characterized in that, Both the preset fourth duration and the preset sixth duration are less than the preset fifth duration.

6. A locomotive control system, characterized in that, include: The system comprises a transformer, a rectifier, an inverter, a DC-DC voltage converter, a power battery, and a controller. The transformer, the rectifier, and the inverter are electrically connected in sequence. The inverter is electrically connected to the motor of the locomotive. The power battery, the DC-DC voltage converter, and the inverter are electrically connected in sequence. The controller is electrically connected to the rectifier, the inverter, and the DC-DC voltage converter. The control method described in any one of claims 1-5 is executed by the controller.

7. The locomotive control system according to claim 6, characterized in that, It also includes a circuit breaker and a contactor, the transformer being connected to the power grid via the circuit breaker, and the rectifier being connected to the transformer via the contactor.

8. The locomotive control system according to claim 6, characterized in that, It also includes a capacitor located between the rectifier and the inverter. One end of the capacitor is electrically connected to one end of the rectifier, one end of the inverter, and one end of the DC-DC voltage converter, and the other end of the capacitor is electrically connected to the other end of the rectifier, the other end of the inverter, and the other end of the DC-DC voltage converter.

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