Distributed control device topology suitable for new energy shunting locomotive traction converter in closed scene
By adopting a distributed control device topology and an independent signal acquisition architecture, the redundancy and anti-interference issues of the traction converter of new energy shunting locomotives are solved, achieving high system reliability and low maintenance costs.
Patent Information
- Application Number
- CN202511021945.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-24
- Publication Date
- 2025-11-25
AI Technical Summary
The existing control system of the traction converter of new energy shunting locomotive has low redundancy, poor anti-interference ability, and complex control circuit, resulting in low system reliability, easy failure, and affecting the normal operation of locomotive.
The system adopts a distributed control topology, including a main control unit and sub-control units. Each sub-control unit performs signal acquisition and control through an independent DSP chip and a fault storage Flash chip. It uses a dual-channel CAN bus for communication and monitoring data exchange, realizing independent signal acquisition and control, shortening signal lines, and improving system redundancy and stability.
This improved the system's redundancy and anti-interference capabilities, reduced the failure rate, ensured the normal and efficient operation of the locomotive, and reduced maintenance costs.
Smart Images
Figure CN121012181A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to control technology for locomotive traction converters, specifically a distributed control device topology suitable for traction converters of new energy shunting locomotives in closed scenarios. Background Technology
[0002] With the rapid development of science and technology, my country's railway development has achieved historic achievements, with railway construction, technology level, and equipment manufacturing reaching world-leading levels. In line with the overall requirements of carbon peaking and carbon neutrality, the demand for the transformation and upgrading of old railway diesel locomotives and new energy locomotives has ushered in rapid development. Reliable operation has become an important issue for the transformation and upgrading of diesel locomotives. However, the existing traction control system has problems such as interference and control failure due to the centralized control unit and long control line. Moreover, the centralized control system has low redundancy. When the control unit fails, the entire traction converter fails, causing the shunting locomotive to stop running, resulting in low reliability.
[0003] Specifically, the existing technology has the following disadvantages: 1) After the control unit fails, the entire locomotive cannot operate, and the redundancy is poor; 2) There are many individual control unit boards, which are too large and difficult to lay out; 3) The signal lines are relatively concentrated, and there are many voltage levels of the signal lines, making the wiring process complicated; 4) The control lines and signal acquisition lines are long, the anti-interference ability is poor, and the system is prone to malfunction.
[0004] Therefore, how to effectively improve the redundancy design of the traction converter of new energy shunting locomotives, enhance the system's operational stability, shorten the power unit drive lines, reduce system interference, and make the traction converter's control redundancy better and its anti-interference stronger, so as to ensure the normal and efficient operation of the vehicles, is a technical issue that urgently needs further in-depth research. Summary of the Invention
[0005] To address the aforementioned technical problems in the prior art, this invention provides a distributed control device topology suitable for traction converters of new energy shunting locomotives in closed environments.
[0006] This invention is implemented using the following technical solution: a distributed control device topology suitable for traction converters of new energy shunting locomotives in closed scenarios, comprising a main control unit and sub-control units; the main control unit is used to realize protocol conversion between each sub-control unit and the vehicle control unit; each sub-control unit includes at least one traction auxiliary control unit and at least one DC / DC control unit, each traction auxiliary control unit implements 2-way traction inverter control or 2-way traction inverter control + 2-way auxiliary inverter control, each DC / DC control unit implements 4-way DC / DC and 2-way chopper control; each sub-control unit exchanges communication data and monitoring data with the main control unit through mutually isolated dual-channel CAN bus.
[0007] Furthermore, each control function of each sub-control unit uses an independent DSP chip for signal acquisition and drive control.
[0008] Furthermore, each control function of each sub-control unit also uses a fault storage Flash chip (connected to the DSP chip) to quickly store the faults and operating status of this control unit.
[0009] Furthermore, the DSP chip used for each traction inverter control and auxiliary inverter control is F28377S, and the fault storage Flash chip uses a 512M Flash memory.
[0010] Furthermore, each traction inverter control sends 6 PWM signals and 3 DO output signals to the control contactor through the DSP chip, and collects 6 REPWM feedback signals, 3 DI output signals, 1 motor temperature signal, 3 IGBT temperature signals, current sensor signals, and speed signals compatible with resolver and encoder. Each auxiliary inverter control sends 6 PWM signals through the DSP chip and collects 6 REPWM feedback signals, 3 IGBT temperature signals, current sensor signals, and voltage sensor signals.
[0011] Furthermore, each sub-control unit communicates and exchanges data with the main control unit via CAN bus 1, and each sub-control unit exchanges monitoring data with the main control unit via CAN bus 2. At the same time, monitoring data exchange between each sub-control unit is realized through CAN bus 2.
[0012] Furthermore, based on the operating status and requirements of the locomotive traction converter, the number of traction auxiliary control units and DC / DC control units is selected, and the traction auxiliary control unit is configured to include 2 traction inverter controls or 2 traction inverter controls + 2 auxiliary inverter controls.
[0013] Furthermore, a 110V power bus is used to supply power to the main control unit and each sub-control unit.
[0014] This invention addresses the following issues based on the operating conditions of new energy shunting locomotives in closed environments: 1. The traction converter adopts a distributed control topology to improve system redundancy; 2. Each power unit can independently acquire and control signals, and can operate independently; 3. Each power unit integrates a control device, which shortens the length of signal cables, reduces the density of signal cables, improves the anti-interference ability of signals, and facilitates the wiring of signal cables; 4. Communication and monitoring between internal control units are carried out using two CAN channels for data exchange, which reduces the interference of monitoring on the vehicle's communication and improves the stability of the system. 5. The control system of each power unit adopts a multi-CPU + independent fault storage chip architecture, which can isolate the system in the event of a single signal abnormality, further improving the redundancy of the system, enhancing the stability of the locomotive, and reducing the operating cost of the entire locomotive throughout its life cycle.
[0015] The design and application of this invention have the following beneficial effects: 1. The distributed control device topology architecture can quickly reconfigure functional units, improving system redundancy and operational stability. 2. Each functional unit uses an independent control chip and has an independent acquisition circuit, which can quickly isolate the fault in case of failure, avoid the expansion of the fault, improve the operational stability of the system, and reduce the maintenance cost of the system throughout its life cycle. 3. The traction converter uses an isolated dual-channel CAN communication network, with the communication and maintenance networks isolated from each other, effectively avoiding data interference;
[0016] 4. The integrated control unit architecture of the power module effectively shortens signal lines and optimizes wiring processes, avoiding interference caused by long-distance signal transmission and enabling rapid standardization of wiring. This reduces the system failure rate. Attached Figure Description
[0017] Figure 1 This is the topology architecture for the control unit.
[0018] Figure 2 It is a traction assist control unit architecture.
[0019] Figure 3 This refers to the internal network topology of the traction converter. Detailed Implementation
[0020] A distributed control topology for traction converters in shunting locomotives is applicable to new energy shunting locomotives in closed environments. It enables rapid recombination and matching of functional units, effectively reduces system interference, improves wiring standardization, features strong redundancy, enhances overall system reliability, and reduces maintenance costs throughout the system's lifecycle. The main features of the solution are as follows: 1) Distributed control unit topology This invention adopts a distributed control unit topology architecture, mainly including a main control unit, which realizes protocol conversion between the data sub-control unit and the vehicle control unit; a traction auxiliary control unit, which realizes 2-way traction inverter control and 2-way auxiliary control; and a DC / DC control unit, which realizes 4-way DC / DC and 2-way chopper control. Each sub-control unit exchanges data with the system through the CAN bus to realize the reception of operating commands and the uploading of operating status.
[0021] 2) Functionally independent DSP chip architecture Each power unit integrates two traction and two auxiliary functions. Each individual function is controlled by an independent DSP control chip, achieving relative resource independence, more effectively controlling the system's operating status, and completing the control and protection of independent functions.
[0022] 3) Dual-channel independent CAN communication architecture The distributed topology architecture adopted in this invention uses two independent CAN2.0B channels for dual interaction of communication data and monitoring data in the interactive network, ensuring physical isolation between communication and monitoring, and avoiding system malfunctions or program chaos caused by monitoring or program downloads.
[0023] 4) Distributed signal acquisition circuits and simple wiring process The distributed topology architecture adopted in this invention allows each power unit to independently acquire signals, ensuring that the traction converter cabinet acquires signals from the nearest available location, minimizes cable routing paths, and reduces the possibility of interference. It also enables the diversification and standardization of cabling processes.
[0024] The invention will now be further described with reference to the accompanying drawings.
[0025] 1. As attached Figure 1 As shown, the system adopts a distributed topology architecture, which can be quickly assembled to complete the design and matching of the system scheme according to different schemes. The newly added power unit can connect the CAN communication to the existing CAN2.0B network of the system, and the power unit can be directly modified and matched adaptively. At the same time, when a power unit fails, it can be quickly isolated to avoid the downtime of the entire locomotive, thereby improving the overall availability and stability of the system.
[0026] 2. As attached Figure 2 As shown, each traction auxiliary power unit integrates two traction and two auxiliary functions. Each individual function uses an independent DSP control chip for signal acquisition and drive control, which more effectively monitors the system's operating status and completes independent function control and protection. This avoids mutual interference between functions.
[0027] 3. For example Figure 3As shown, the system connects to the train via an Ethernet data link, and the various internal functional modules interact with each other via two physically isolated CAN buses. One CAN bus is used for data interaction with the entire vehicle, and the other is used for program download and online maintenance. This avoids interference with the normal operation of the system caused by data download and maintenance, and also ensures rapid system maintenance, thereby improving the system's availability and security.
[0028] 4. All control units within the system are integrated into the power unit, which shortens the signal acquisition loop and avoids signal interference and wiring complexity caused by centralized signal acquisition from integrated control units. This effectively achieves signal independence and standardized wiring. It also prevents train operation malfunctions caused by false protection, over-protection, or missed protection due to electromagnetic interference and other factors.
[0029] The key technical points of this invention are: the control unit of the enclosed new energy shunting locomotive traction converter adopts a distributed control unit topology architecture. This topology can quickly realize the recombination and matching of functional units, and can effectively reduce system interference and strengthen the standardization of line wiring. It has a strong redundancy design, improves the overall system reliability, and reduces the maintenance cost of the system throughout its entire life cycle.
[0030] 1) Distributed control device topology: The control unit of the closed new energy shunting locomotive traction converter adopts a distributed control unit topology. Each functional unit integrates a control unit, which can realize independent acquisition and control of signals within the control unit.
[0031] 2) Functionally independent DSP chip architecture: Each power unit highly integrates multiple functions, and each individual function is controlled by an independent DSP control chip, realizing the relative independence of resources, effectively controlling the system operating status, and independently completing the control and protection of functions.
[0032] 3) Independent and efficient dual-channel CAN communication architecture: Two independent CAN2.0B communication links are used between the functional units in the system to monitor the system operation data in real time and improve the stability of the system.
[0033] 4) Highly efficient integrated system protection strategy: Each functional unit uses an independent control chip for signal acquisition and control, which can quickly achieve efficient protection of each function, and notify relevant functional units through an internal high-efficiency communication link to quickly redistribute traction force to ensure the normal operation of the locomotive.
[0034] 5) High-efficiency independent DSP + fault storage Flash chip architecture: Each function of the system adopts an independent DSP + fault storage Flash chip architecture, which can quickly and accurately store the faults and operating status of the functional unit, effectively reduce data anomalies caused by interference during communication, improve system status analysis, and quickly locate faults.
Claims
1. A distributed control device topology for traction converters of new energy shunting locomotives in closed scenarios, comprising a main control unit and sub-control units; the main control unit is used to realize protocol conversion between each sub-control unit and the vehicle control unit; each sub-control unit includes at least one traction auxiliary control unit and at least one DC / DC control unit, each traction auxiliary control unit implementing 2-channel traction inverter control or 2-channel traction inverter control + 2-channel auxiliary inverter control, and each DC / DC control unit implementing 4-channel DC / DC and 2-channel chopper control; characterized in that, Each sub-control unit exchanges communication and monitoring data with the main control unit through a mutually isolated dual-channel CAN bus.
2. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 1, is characterized in that... Each control function of each sub-control unit uses an independent DSP chip for signal acquisition and drive control.
3. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 2, is characterized in that... Each control function of each sub-control unit also uses a fault storage Flash chip to quickly store the faults and operating status of this control unit.
4. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 3, is characterized in that... The DSP chip used for each traction inverter control and auxiliary inverter control is F28377S, and the fault storage Flash chip uses a 512M Flash memory.
5. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 4, is characterized in that... Each traction inverter control sends 6 PWM signals and 3 DO output signals to the control contactor through the DSP chip, and collects 6 REPWM feedback signals, 3 DI output signals, 1 motor temperature signal, 3 IGBT temperature signals, current sensor signals, and speed signals compatible with resolvers and encoders. Each auxiliary inverter control sends 6 PWM signals through the DSP chip and collects 6 REPWM feedback signals, 3 IGBT temperature signals, current sensor signals, and voltage sensor signals.
6. A distributed control device topology for traction converters of new energy shunting locomotives in closed scenarios, as described in any one of claims 1-5, characterized in that... Each sub-control unit communicates and exchanges data with the main control unit via CAN bus 1. Each sub-control unit exchanges monitoring data with the main control unit via CAN bus 2. At the same time, monitoring data exchange between each sub-control unit is realized via CAN bus 2.
7. A distributed control device topology for traction converters of new energy shunting locomotives in closed scenarios, as described in any one of claims 1-5, characterized in that... Based on the operating status and requirements of the locomotive traction converter, select the number of traction auxiliary control units and DC / DC control units, and whether the traction auxiliary control unit contains 2 traction inverter controls or 2 traction inverter controls + 2 auxiliary inverter controls.
8. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 6, is characterized in that... Based on the operating status and requirements of the locomotive traction converter, select the number of traction auxiliary control units and DC / DC control units, and whether the traction auxiliary control unit contains 2 traction inverter controls or 2 traction inverter controls + 2 auxiliary inverter controls.
9. A distributed control device topology for traction converters of new energy shunting locomotives in closed scenarios, as described in any one of claims 1-5, characterized in that... The main control unit and each sub-control unit are powered by a 110V power bus.
10. The distributed control device topology for a traction converter of a new energy shunting locomotive in a closed environment, as described in claim 8, is characterized in that... The main control unit and each sub-control unit are powered by a 110V power bus.