Over-phase uninterruptible power supply method, device and system

Abstract

The invention provides a neutral section passing uninterruptible power supply method, device and system, and relates to the field of rail transit locomotive traction transmission, and the method comprises the steps: obtaining a current power mode of a locomotive after receiving a neutral section passing forecast signal; if the power mode is a contact network power supply mode, determining the operation condition of the locomotive; whether the power mode needs to be switched into an internal combustion power mode or not is judged according to the operation condition; if the judgment result is that the power mode needs to be switched into the internal combustion power mode, a diesel engine of the locomotive is controlled to increase the speed to the rated rotating speed, and a power mode switching instruction is sent to the traction control unit so that the traction control unit can control a generator three-phase controllable rectifier and a contact network four-quadrant rectifier of the locomotive. According to the neutral section passing uninterruptible power supply method, device and system provided by the invention, continuous uninterruptible power supply of traction, assistance and passenger electricity loads when the locomotive passes through the neutral section is realized, the speed loss is remarkably reduced, and the stability and reliability of passing through the neutral section are improved.

Description

Technical Field

[0001] This application relates to the field of traction transmission technology for rail transit locomotives, and in particular to a method, device and system for uninterrupted power supply in phase-separated sections. Background Technology

[0002] The electric drive system of AC-drive electric locomotives typically adopts an "AC-DC-AC" topology with a common intermediate DC circuit. The system uses multiple sets of four-quadrant rectifiers connected in parallel to supply power to the intermediate DC circuit, while the traction inverter and auxiliary inverter draw power from this DC circuit. This structure not only improves the power supply redundancy of the traction and auxiliary inverters but also facilitates the integrated design of the entire vehicle's traction and auxiliary systems. To further enhance the reliability of the locomotive's power source, some locomotives with high power redundancy requirements or diverse operating environments, such as shunting locomotives and large track maintenance locomotives, have begun to adopt a dual-source hybrid drive system combining internal combustion and overhead contact lines. This allows them to flexibly switch power modes under different operating conditions, better meeting the needs of traction and operational performance. Currently, electric drive locomotives are gradually evolving from traditional single-power drive systems towards multi-source hybrid drive systems.

[0003] However, existing AC drive locomotives still have certain problems in phase-break operation. When auxiliary loads, operational loads, or passenger power demand are high, if the locomotive uses regenerative braking to enter the phase-break zone in catenary power supply mode, it will cause excessive electric braking force in the phase-break zone, resulting in a significant decrease in train speed and even exacerbating the impulse when entering and exiting the phase-break zone. In addition, when the phase-break zone is located on a steep slope, using regenerative braking to cross the phase-break zone will further weaken the train's speed-up capability on the slope, and in severe cases, there is a risk that the train will stop in the phase-break zone.

[0004] Meanwhile, current diesel-over-overhead catenary dual-source locomotives generally use excitation synchronous generators paired with three-phase uncontrolled rectifiers as the diesel power pack. Although the control method is simple, it suffers from low efficiency, large size and weight, and slow dynamic response. If a high-efficiency, high-power-density, and fast-response permanent magnet synchronous generator is used with a three-phase fully controlled rectifier as the new diesel power pack, the existing system lacks a hybrid drive power conversion control method suitable for this configuration. This has become one of the technical bottlenecks for the further development of dual-source locomotives.

[0005] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section. Summary of the Invention

[0006] To address the problems in the prior art, this application provides a method, apparatus, and system for uninterrupted power supply across phases, which can solve the problem that traditional locomotives are prone to power outages, insufficient traction power, or even stop failures when operating in phase-splitting zones due to untimely power switching, insufficient electric braking power, or low-speed high-load conditions.

[0007] One aspect of the present invention provides a method for uninterrupted power supply in multiple phases, the method comprising: After receiving the phase break warning signal, the current power mode of the locomotive is obtained; If the power mode is the overhead contact line power supply mode, determine the locomotive's operating conditions; Determine whether it is necessary to switch the power mode to internal combustion power mode based on the operating conditions. If the determination result indicates that the power mode needs to be switched to internal combustion power mode, the diesel engine of the locomotive is controlled to accelerate to the rated speed and a power mode switching command is sent to the traction control unit so that the traction control unit can control the three-phase controllable rectifier of the locomotive's generator and the four-quadrant rectifier of the overhead contact line.

[0008] Furthermore, the step of determining whether to switch the power mode to internal combustion power mode based on the operating conditions includes: When the operating condition is braking, it is determined whether the power mode needs to be switched to internal combustion power mode based on the obtained cross-phase operating parameters of the locomotive. When the operating condition is a non-braking condition, it is determined that the power mode needs to be switched to the internal combustion power mode.

[0009] Further, the step of determining whether to switch the power mode to internal combustion power mode based on the acquired cross-phase operating parameters of the locomotive includes: Based on the aforementioned phase-change operating parameters, determine whether the feedback power of the locomotive's traction motor electric brake meets the auxiliary load and passenger power load requirements; If the feedback power does not meet the load requirements, it is determined that the power mode needs to be switched to the internal combustion power mode; if the feedback power meets the load requirements, it is determined that the power mode does not need to be switched to the internal combustion power mode.

[0010] Furthermore, it also includes: After receiving the phase break-off end signal, the current power mode of the locomotive is obtained; If the power mode is internal combustion power mode, determine the pantograph status and grid voltage status of the locomotive; Determine whether it is necessary to switch the power mode to the contact wire power supply mode based on the pantograph status and the grid voltage status. If the determination result indicates that the power mode needs to be switched to the overhead contact line power supply mode, the main circuit breaker of the locomotive is closed and a power mode switching command is sent to the traction control unit so that the traction control unit can control the three-phase controllable rectifier of the locomotive's generator and the four-quadrant rectifier of the overhead contact line.

[0011] Further, the step of determining whether to switch the power mode to the contact network power supply mode based on the pantograph status and the grid voltage status includes: If the pantograph has been raised and the grid voltage has returned to normal, it is determined that the power mode needs to be switched to the contact network power supply mode. If the pantograph fails to rise or the grid voltage fails to return to normal, the vehicle will continue to operate in internal combustion engine mode.

[0012] Another aspect of the present invention provides a method for uninterrupted power supply in multiple phases, the method comprising: When a power mode switching command is received from the train control and management system and the locomotive's current power mode is overhead contact line power supply mode, the generator three-phase controllable rectifier in the locomotive's traction auxiliary converter is activated and the locomotive's operating condition is determined. When the operating condition is braking condition, the generator three-phase controllable rectifier is controlled to make up the power difference based on the difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger electricity load. When the operating condition is coasting, the generator three-phase controllable rectifier is controlled to output the corresponding power according to the auxiliary load and passenger power load demand; When the operating conditions are traction conditions or constant speed conditions, the generator three-phase controllable rectifier is controlled to prioritize power supply to the auxiliary load and passenger electrical load according to the auxiliary load and passenger electrical load demand, and the remaining power is supplied to the traction power required by the traction motor. After the generator's three-phase controllable rectifier connects the generator's output power to the converter's DC link, the output power of the generator's three-phase controllable rectifier is gradually increased, while the output power of the contact network four-quadrant rectifier in the traction auxiliary converter is gradually decreased.

[0013] Furthermore, it also includes: When a power mode switching command is received from the train control and management system and the locomotive's current power mode is diesel power mode, the overhead contact line four-quadrant rectifier in the traction auxiliary converter is activated. After the contact network four-quadrant rectifier connects the electrical energy output from the contact network to the DC link of the converter, the output power of the contact network four-quadrant rectifier is gradually increased, while the output power of the generator three-phase controllable rectifier is gradually decreased.

[0014] Another aspect of the present invention provides an over-phase uninterruptible power supply device, the device comprising: The first power mode acquisition unit is used to acquire the current power mode of the locomotive after receiving the over-phase warning signal; Operating condition determination unit, used to determine the operating condition of the locomotive if the power mode is catenary power supply mode; The first switching judgment unit is used to determine whether it is necessary to switch the power mode to the internal combustion power mode based on the operating conditions. The first power mode switching unit is used to control the diesel engine of the locomotive to accelerate to the rated speed and send a power mode switching command to the traction control unit if the determination result is that the power mode needs to be switched to the internal combustion power mode, so that the traction control unit can control the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the contact network of the locomotive.

[0015] Furthermore, the first handover determination unit includes: The first switching judgment module is used to determine whether it is necessary to switch the power mode to the internal combustion power mode based on the obtained cross-phase operation parameters of the locomotive when the operating condition is braking condition. The second switching judgment module is used to determine that the power mode needs to be switched to the internal combustion power mode when the operating condition is a non-braking condition.

[0016] Furthermore, the first switching determination module includes: The demand judgment submodule is used to determine whether the feedback power of the locomotive's traction motor electric brake meets the auxiliary load and passenger power load requirements based on the over-phase operating parameters. The switching judgment submodule is used to determine whether the power mode needs to be switched to the internal combustion power mode if the feedback power does not meet the load requirements; and to determine whether the power mode does not need to be switched to the internal combustion power mode if the feedback power meets the load requirements.

[0017] Furthermore, it also includes: The second power mode acquisition unit is used to acquire the current power mode of the locomotive after receiving the over-phase end signal; A status determination unit is used to determine the pantograph status and grid voltage status of the locomotive if the power mode is internal combustion power mode. The second switching judgment unit is used to determine whether it is necessary to switch the power mode to the contact network power supply mode based on the pantograph status and the grid voltage status. The second power mode switching unit is used to control the locomotive main circuit breaker to close and send a power mode switching command to the traction control unit if the determination result is that the power mode needs to be switched to the catenary power supply mode, so that the traction control unit can control the three-phase controllable rectifier of the locomotive generator and the four-quadrant rectifier of the catenary.

[0018] Furthermore, the second switching determination unit includes: The third switching judgment module is used to determine that if the pantograph has been raised and the grid voltage has returned to normal, the power mode needs to be switched to the contact network power supply mode. The fourth switching judgment module is used to maintain the internal combustion power mode if the pantograph is not raised or the grid voltage is not restored to normal.

[0019] Another aspect of the present invention provides an over-phase uninterruptible power supply device, the device comprising: The first activation unit is used to activate the three-phase controllable rectifier of the generator in the traction auxiliary converter of the locomotive and determine the operating conditions of the locomotive when it receives a power mode switching command from the train control and management system and the current power mode of the locomotive is the catenary power supply mode. The first control unit is used to control the three-phase controllable rectifier of the generator to make up the power difference based on the power difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger electricity load when the operating condition is braking condition. The second control unit is used to control the output power of the generator three-phase controllable rectifier according to the auxiliary load and passenger power load demand when the operating condition is coasting. The third control unit is used to control the generator three-phase controllable rectifier to prioritize power supply to the auxiliary load and passenger electrical load according to the auxiliary load and passenger electrical load demand when the operating condition is traction condition or constant speed condition, and to supply the remaining power to the traction power required by the traction motor. The fourth control unit is used to control the output power of the generator's three-phase controllable rectifier to gradually increase and the output power of the contact network four-quadrant rectifier in the traction auxiliary converter to gradually decrease after the generator's three-phase controllable rectifier connects the electrical energy output by the generator to the DC link of the converter.

[0020] Furthermore, it also includes: The second activation unit is used to activate the catenary four-quadrant rectifier in the traction auxiliary converter when a power mode switching command is received from the train control and management system and the locomotive's current power mode is diesel power mode. The fifth control unit is used to control the output power of the four-quadrant rectifier of the contact network to gradually increase and the output power of the three-phase controllable rectifier of the generator to gradually decrease after the contact network four-quadrant rectifier connects the electrical energy output from the contact network to the DC link of the converter.

[0021] Another aspect of the present invention provides an uninterruptible power supply system for multiple phases, the system comprising: a train control and management system and a locomotive; The train control and management system is used to execute the steps of the above-mentioned uninterrupted power supply method for multiple phases; The locomotive includes a pantograph, locomotive main circuit breaker, traction transformer, diesel permanent magnet synchronous generator, traction auxiliary converter, braking resistor, traction motor, auxiliary load, and passenger electrical load. The traction auxiliary converter includes a traction control unit, a generator pre-charge module, a contact network pre-charge module, a generator three-phase controllable rectifier, a contact network four-quadrant rectifier, a traction inverter, and an auxiliary inverter; the traction control unit is used to execute the steps of the above-mentioned uninterrupted power supply method for phase separation.

[0022] To achieve the above objectives, according to another aspect of the present invention, a computer device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described uninterrupted power supply method for multiple phases.

[0023] To achieve the above objectives, according to another aspect of the present invention, a computer-readable storage medium is also provided, on which a computer program / instructions are stored, which, when executed by a processor, implement the steps of the above-described uninterrupted power supply method for phase-division multiplexing.

[0024] To achieve the above objectives, according to another aspect of the present invention, a computer program product is also provided, comprising a computer program / instructions that, when executed by a processor, implement the steps of the above-described uninterrupted power supply method for phase-separated power supply.

[0025] The beneficial effects of this invention are as follows: This invention uses a permanent magnet synchronous generator as the internal combustion power source, which has the advantages of higher efficiency, higher power density, better output voltage quality and faster dynamic response compared with traditional excitation generators, thereby significantly improving the overall energy efficiency and power control performance of dual-source power locomotives. When the locomotive is in traction mode and passes through the phase-splitting zone, the present invention can use the remaining power of the internal combustion engine for traction while ensuring uninterrupted power supply to auxiliary and passenger electrical loads, so that the locomotive can maintain stable traction capability in the phase-splitting zone and improve the power performance when passing through the phase-splitting zone. This invention decouples the auxiliary load power supply from the speed requirement of phase break, so that the locomotive can complete the power supply switching of the phase break zone without relying on high electric braking feedback power, thereby breaking through the traditional speed limit of phase break and realizing stable and uninterrupted power supply under low speed or even very low speed conditions. In environments requiring additional high-power auxiliary loads, such as high-altitude, cold, or steep slopes, this invention can maintain the power supply of the auxiliary system without relying on the high braking regenerative power of the traction motor. This avoids the impact of insufficient energy on the locomotive's acceleration and speed-up performance on long slopes, thereby significantly improving the operational safety and reliability of the locomotive under complex track and environmental conditions. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This is a first flowchart of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention; Figure 2 This is a second flowchart of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the third process of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the fourth process of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the fifth process of the uninterrupted power supply method for multiple phases provided in the embodiments of the present invention; Figure 6 This is a schematic block diagram of the first structure of the over-phase uninterruptible power supply device provided in an embodiment of the present invention; Figure 7 This is a schematic block diagram of the second structure of the over-phase uninterruptible power supply device provided in the embodiment of the present invention; Figure 8 This is a schematic block diagram of the third structure of the over-phase uninterruptible power supply device provided in the embodiments of the present invention; Figure 9 This is a schematic block diagram of the fourth structure of the over-phase uninterruptible power supply device provided in the embodiments of the present invention; Figure 10 This is a fifth structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention; Figure 11 This is a schematic diagram of the sixth process of the uninterrupted power supply method for multiple phases provided in this embodiment of the invention; Figure 12 This is a schematic diagram of the seventh process of the uninterrupted power supply method for multiple phases provided in the embodiments of the present invention; Figure 13 This is a sixth structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention; Figure 14 This is a seventh structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention; Figure 15 This is a schematic diagram of the structure of the multi-phase uninterruptible power supply system provided in an embodiment of the present invention; Figure 16 This is a schematic diagram of the physical structure of the computer device provided in an embodiment of the present invention; Figure 17 This is a flowchart illustrating the uninterrupted power supply control process for a locomotive entering a phase-splitting zone, as provided in an embodiment of the present invention. Figure 18 This is a flowchart illustrating the uninterrupted power supply control process for a locomotive leaving a phase-splitting zone, as provided in an embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0029] It should be noted that the terms "comprising" and "having" and any variations thereof in the specification, claims and accompanying drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products or devices.

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] This application provides a method for uninterrupted power supply during phase separation. This method is used to switch the power source in advance according to the current power supply status and operating status of the locomotive before it enters the phase separation zone of the overhead contact line, thereby ensuring that the traction, auxiliary and passenger electrical loads of the locomotive are continuously and stably powered in the phase separation zone.

[0032] This application applies to dual-source hybrid drive locomotives that use a catenary and a permanent magnet synchronous generator as internal combustion generators. The locomotive can maintain good power and low speed loss during phase break, and the auxiliary load and passenger power load are online normally, allowing it to pass through areas without power quickly and smoothly.

[0033] This application applies to a DC bus circuit topology in a locomotive traction auxiliary converter. The four-quadrant rectifier used for rectifying the contact wire input and the three-phase controllable rectifier used for rectifying the permanent magnet synchronous generator input are located inside the traction auxiliary converter, and the outputs of the two rectifiers are connected in parallel to the intermediate DC link of the traction auxiliary converter.

[0034] The following describes the specific implementation process of the over-phase uninterrupted power supply method provided in this application embodiment, taking the Train Control and Management System (TCMS) as the executing entity.

[0035] Figure 1 This is a schematic diagram of the first process of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the over-phase uninterruptible power supply method provided in this application includes: S101: After receiving the over-phase warning signal, obtain the current power mode of the locomotive; S102: If the power mode is the overhead contact line power supply mode, determine the locomotive's operating conditions; S103: Determine whether it is necessary to switch the power mode to internal combustion power mode based on the operating conditions; S104: If the determination result is that the power mode needs to be switched to the internal combustion power mode, control the diesel engine of the locomotive to accelerate to the rated speed and send a power mode switching command to the traction control unit so that the traction control unit can control the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the contact network of the locomotive.

[0036] from Figure 1As shown in the flowchart, this application provides a method for uninterrupted power supply during phase transitions. After receiving a phase transition warning signal, the current power mode of the locomotive is obtained. If the power mode is the overhead contact line power supply mode, the operating condition of the locomotive is determined. Based on the operating condition, it is determined whether the power mode needs to be switched to the internal combustion engine power mode. If the determination result is that the power mode needs to be switched to the internal combustion engine power mode, the diesel engine of the locomotive is controlled to accelerate to the rated speed and a power mode switching command is sent to the traction control unit so that the traction control unit controls the three-phase controllable rectifier of the locomotive's generator and the four-quadrant rectifier of the overhead contact line. This achieves continuous uninterrupted power supply to the traction, auxiliary, and passenger electrical loads when the locomotive passes through the phase transition zone, and significantly reduces speed loss and improves the stability and reliability of passing through the phase transition zone.

[0037] Each step is explained in detail below.

[0038] S101: After receiving the over-phase warning signal, obtain the current power mode of the locomotive; Specifically, during locomotive operation, when the train control and management system receives an over-phase warning signal from the track side, it obtains the current power mode of the locomotive, which includes overhead contact line power supply mode or internal combustion power mode.

[0039] In one embodiment, the power mode information can be reported in real time by the on-board electric traction control system, and the train control and management system can directly read the relevant status quantities.

[0040] S102: If the power mode is the overhead contact line power supply mode, determine the locomotive's operating conditions; Specifically, if the train control and management system determines that the locomotive is currently in catenary power supply mode, it further determines the locomotive's operating condition at this time. Operating conditions include traction condition, braking condition, coasting condition, or constant speed condition.

[0041] In one embodiment, the train control and management system determines the current operating condition by reading information such as motor speed, traction / braking commands, and current and voltage status uploaded by the traction control unit (TCU).

[0042] In one embodiment, when the locomotive is operating in internal combustion power mode before entering the phase-breaking zone, it continues to operate in internal combustion power mode through the phase-breaking zone even if it has received a phase-breaking warning signal.

[0043] S103: Determine whether it is necessary to switch the power mode to internal combustion power mode based on the operating conditions; Specifically, after acquiring the operating conditions, the train control and management system determines whether it is necessary to switch the current power mode to diesel power mode. This determination can be based on the locomotive's energy consumption characteristics under different operating conditions, the power supply and demand matching situation, and the requirements for auxiliary power supply stability when the locomotive is about to enter the phase-splitting zone.

[0044] Figure 2 This is a schematic diagram of the second process of the uninterrupted power supply method for multiple phases provided in an embodiment of the present invention, as shown below. Figure 2 As shown, in one embodiment of the present invention, S103 includes: S201: When the operating condition is braking condition, determine whether it is necessary to switch the power mode to internal combustion power mode based on the obtained cross-phase operating parameters of the locomotive. Specifically, the process of determining whether to switch the power mode to diesel power mode based on operating conditions can be implemented by the Train Control and Management System (TCMS) according to the locomotive's energy supply and demand under different operating conditions. After determining that the locomotive is currently in catenary power supply mode, the TCMS will further analyze the locomotive's operating condition type based on real-time operating data reported by the Traction Control Unit (TCU) and make corresponding power mode decisions based on the power supply requirements under different operating conditions.

[0045] When the locomotive is operating under braking conditions, the traction motor is in an electric braking energy feedback state, at which time the motor can feed back a certain amount of electrical energy to the intermediate DC link. In this situation, the train control and management system acquires operating parameters related to the phase-splitting scenario, such as locomotive speed, track gradient, braking capacity, and current auxiliary load requirements, and comprehensively judges whether these parameters are sufficient to ensure that the electric braking feedback power covers the auxiliary load and passenger power load requirements of the locomotive in the phase-splitting zone. If the feedback power can meet the necessary power demand, the train control and management system can determine that there is no need to switch to diesel power mode under this condition, and the locomotive can continue to use the overhead contact line power supply mode to enter the phase-splitting zone, thereby reducing the number of power switching operations and maintaining operational stability.

[0046] Figure 3 This is a schematic diagram of the third process of the uninterrupted power supply method with multiple phases provided in this embodiment of the invention, as shown below. Figure 3 As shown, in one embodiment of the present invention, S201 includes: S301: Determine whether the feedback power of the locomotive's traction motor electric brake meets the auxiliary load and passenger power load requirements based on the aforementioned phase-separated operating parameters. Specifically, when the locomotive is operating in braking mode, the Train Control and Management System (TCMS) needs to further determine the power mode switching requirements based on the locomotive's phase-break operating parameters. Phase-break operating parameters may include, but are not limited to, the gradient and length of the phase-break zone in electrified railways, locomotive speed, traction motor electric braking characteristics, and locomotive auxiliary and operational load power.

[0047] During braking, the traction motor operates in an electric braking energy feedback state, capable of outputting a certain amount of feedback power to the intermediate DC link. The train control and management system determines whether this feedback power can cover the current auxiliary load and passenger power demand based on the phase-splitting operating parameters. This is achieved by comparing the magnitude of the feedback power with the load demand power, where the load demand power reflects the amount of electrical energy required by the locomotive to ensure normal operation within the phase-splitting zone.

[0048] S302: If the feedback power does not meet the load requirements, it is determined that the power mode needs to be switched to the internal combustion power mode; if the feedback power meets the load requirements, it is determined that the power mode does not need to be switched to the internal combustion power mode.

[0049] Specifically, if the train control and management system determines that the electric braking feedback power is insufficient to meet the power demands of auxiliary loads and passengers, it indicates that an auxiliary power supply interruption or insufficient power supply will occur after the locomotive enters the phase-splitting zone, potentially affecting the normal operation of critical systems such as air conditioning, lighting, and fans. In this situation, the train control and management system will determine that it is necessary to switch the power mode to diesel power mode, utilizing diesel power to provide an uninterrupted power supply to the loads, allowing the generator to intervene in advance to provide stable power, thereby ensuring that the locomotive can maintain the necessary power supply capacity during the phase-splitting process.

[0050] Conversely, if the train control and management system determines that the electric braking feedback power can meet all the needs of auxiliary loads and passenger electrical loads, it indicates that the locomotive can maintain continuous power supply to the auxiliary system without additional internal combustion power compensation during the phase-splitting period. The energy from the traction motor's electric braking is used to power the auxiliary and passenger electrical loads, with excess energy consumed in the braking resistor. In this case, the train control and management system will determine that there is no need to switch power modes, and the locomotive can continue to maintain the overhead contact line power supply mode to reduce energy fluctuations and control complexity caused by power switching.

[0051] Through the aforementioned judgment mechanism based on feedback power and load demand, the present invention can make accurate decisions on the necessity of power switching under braking conditions, effectively ensuring the stability of auxiliary power supply of the locomotive in the phase-splitting zone and improving energy utilization efficiency.

[0052] S202: When the operating condition is a non-braking condition, it is determined that the power mode needs to be switched to the internal combustion power mode.

[0053] Specifically, when the locomotive is operating under non-braking conditions, such as traction, coasting, or constant speed conditions, the traction motor does not have regenerative braking energy output, and the locomotive cannot obtain electrical energy from the braking force to maintain power supply to auxiliary loads in the phase-breaking zone. At this time, with the overhead contact line power supply about to be interrupted, auxiliary loads and passenger electrical loads may face the risk of power loss. Based on the characteristic of insufficient energy supply in such operating conditions, the train control and management system will directly determine that the power mode needs to be switched to diesel power mode in order to allow the generator to intervene in advance and provide stable power, thereby ensuring that the locomotive can smoothly pass through the phase-breaking zone subsequently.

[0054] Through the decision-making mechanism classified by operating conditions, the train control and management system can automatically select the most suitable power mode switching time under different operating conditions, realize the proactive management of locomotive energy supply, and ensure that the whole vehicle has reliable and continuous power support when it is about to enter the phase-splitting zone.

[0055] S104: If the determination result is that the power mode needs to be switched to the internal combustion power mode, control the diesel engine of the locomotive to accelerate to the rated speed and send a power mode switching command to the traction control unit so that the traction control unit can control the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the contact network of the locomotive.

[0056] Specifically, if the train control and management system determines that the locomotive's power mode needs to be switched from the overhead contact line power supply mode to the diesel power mode, it controls the diesel engine to increase its speed to the rated speed so that the generator can output stable three-phase AC power. Simultaneously, the train control and management system sends a power mode switching command to the traction control unit (TCU), instructing the TCU to switch between the generator's three-phase controllable rectifier and the overhead contact line four-quadrant rectifier within the locomotive's traction auxiliary converter. Upon receiving this command, the traction control unit will, according to a predetermined control strategy, gradually allow the generator's three-phase controllable rectifier to take over the power supply capacity to the intermediate DC link, while simultaneously reducing or blocking the output of the overhead contact line four-quadrant rectifier, achieving a smooth switching of the power source.

[0057] After the internal combustion power mode is activated, the output power of the three-phase controllable rectifier of the traction auxiliary converter gradually increases, while the output power of the four-quadrant rectifier of the contact network gradually decreases. Before receiving the phase break signal, after judging that the generator output voltage is stable, the four-quadrant rectifier is blocked and the grid-side vacuum circuit breaker is opened.

[0058] Through the above steps, the uninterrupted power supply method of the present invention can complete the reasonable switching of power supply mode before the locomotive enters the phase-splitting zone, so that the locomotive maintains a stable power supply in the phase-splitting zone, thereby avoiding interruption of auxiliary loads and passenger power loads in the power-off zone, and improving the reliability and safety of locomotive operation.

[0059] Figure 4 This is a schematic diagram of the fourth process of the uninterrupted power supply method with multiple phases provided in this embodiment of the invention, as shown below. Figure 4 As shown, the over-phase uninterruptible power supply method provided in this application also includes: S401: After receiving the phase breakover end signal, obtain the current power mode of the locomotive; Specifically, after the locomotive passes through the phase-splitting zone and enters the energized area of ​​the overhead contact line, the Train Control and Management System (TCMS) will execute a judgment procedure to restore the overhead contact line power supply mode, ensuring that the locomotive can smoothly switch back to overhead contact line power supply when conditions permit. This procedure is automatically initiated after the Train Control and Management System receives the phase-splitting end signal issued by the track side.

[0060] After receiving the phase breakover end signal, the train control and management system obtains the current power mode of the locomotive. The power mode includes overhead contact line power supply mode and diesel power mode.

[0061] S402: If the power mode is internal combustion power mode, determine the pantograph status and grid voltage status of the locomotive; Specifically, when the train control and management system confirms that the locomotive is currently in diesel power mode, it will further detect the pantograph's raising / lowering status and the recovery of the overhead contact line voltage. The pantograph status includes whether the pantograph is in the raised position; the overhead contact line voltage status indicates whether the overhead contact line has returned to normal power supply range.

[0062] S403: Determine whether it is necessary to switch the power mode to the contact wire power supply mode based on the pantograph status and the grid voltage status; Specifically, after obtaining the above information, the train control and management system determines whether the conditions for switching back to the overhead contact line power supply mode are met based on whether the pantograph is in the raised state and whether the contact line voltage has returned to normal. If the train control and management system determines that the switching conditions are met, it controls the locomotive's main circuit breaker to close, allowing the traction auxiliary converter to reconnect to the contact line power supply.

[0063] Figure 5 This is a schematic diagram of the fifth process of the uninterrupted power supply method with multiple phases provided in this embodiment of the invention, as shown below. Figure 5 As shown, in one embodiment of the present invention, S403 includes: S501: If the pantograph has been raised and the grid voltage has returned to normal, it is determined that the power mode needs to be switched to the contact network power supply mode. Specifically, when the locomotive leaves the phase separation zone and meets the conditions for restoring the power supply mode to the overhead contact line, the Train Control and Management System (TCMS) needs to make further judgments on the restoration conditions of the power mode based on the status of the locomotive pantograph and the voltage status of the overhead contact line, so as to ensure the safety and reliability of the power supply switching operation.

[0064] The train control and management system determines whether the conditions for switching back to the overhead contact line power supply mode are met based on the pantograph status and the overhead contact line voltage status. For example, if the pantograph has been raised and is making normal contact with the overhead contact line, and the overhead contact line voltage has returned to normal, it indicates that the locomotive and the overhead contact line have the safe conditions to re-establish a power connection. In this case, the train control and management system determines that it is necessary to restore the overhead contact line power supply mode, thereby allowing subsequent main circuit breaker closing and traction auxiliary converter power supply switching operations to be performed.

[0065] S502: If the pantograph is not raised or the grid voltage is not restored to normal, the internal combustion engine mode shall be maintained.

[0066] Specifically, if the train control and management system determines that the pantograph is still in the lowered state, or detects that the overhead contact line voltage has not yet returned to the normal range, it considers the current conditions to not meet the switching requirements. In this case, the train control and management system will maintain the locomotive in diesel power mode to avoid performing the switching operation when the overhead contact line power supply is unstable or unable to receive power normally, thus ensuring the safety and stability of the locomotive power supply system.

[0067] Through the above-mentioned judgment mechanism based on the pantograph status and the contact network voltage status, the present invention can accurately identify the appropriate time to restore the power mode after the locomotive leaves the phase separation zone, avoid the risk of power supply shock or power outage caused by blind switching, and thus further improve the operational reliability of the locomotive during the power source switching process.

[0068] S404: If the determination result is that the power mode needs to be switched to the catenary power supply mode, control the locomotive main circuit breaker to close and send a power mode switching command to the traction control unit so that the traction control unit can control the locomotive's generator three-phase controllable rectifier and catenary four-quadrant rectifier.

[0069] Specifically, after the main circuit breaker is closed, the train control and management system sends a power mode switching command to the traction control unit, instructing the traction control unit to execute the subsequent power supply mode switching process. Upon receiving the command, the traction control unit will coordinate and control the generator three-phase controllable rectifier and the catenary four-quadrant rectifier inside the traction auxiliary converter according to a predetermined strategy, so that the generator power supply gradually withdraws and the catenary power supply gradually takes over the voltage and power output of the intermediate DC link, achieving a smooth switching of the power source.

[0070] Through the above steps, the locomotive can restore the power supply to the overhead contact line in a timely manner when conditions are met after leaving the phase separation zone, thereby reducing the use of internal combustion power, improving energy efficiency, and ensuring the stability and reliability of the locomotive's traction and auxiliary systems during power switching.

[0071] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0072] Based on the same inventive concept, embodiments of the present invention also provide an over-phase uninterruptible power supply device, which can be used to implement the over-phase uninterruptible power supply method described in the above embodiments, as described in the following embodiments. Since the principle of the over-phase uninterruptible power supply device in solving the problem is similar to that of the over-phase uninterruptible power supply method, embodiments of the over-phase uninterruptible power supply device can be found in embodiments of the over-phase uninterruptible power supply method, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0073] Figure 6 This is a schematic block diagram of the first structure of the over-phase uninterruptible power supply device provided in an embodiment of the present invention, as shown below. Figure 6 As shown, in one embodiment of the present invention, the over-phase uninterruptible power supply device of the present invention includes: The first power mode acquisition unit 601 is used to acquire the current power mode of the locomotive after receiving the over-phase warning signal. Operating condition determination unit 602 is used to determine the operating condition of the locomotive if the power mode is the overhead contact line power supply mode; The first switching judgment unit 603 is used to determine whether it is necessary to switch the power mode to the internal combustion power mode based on the operating conditions. The first power mode switching unit 604 is used to control the diesel engine of the locomotive to accelerate to the rated speed and send a power mode switching command to the traction control unit if the determination result is that the power mode needs to be switched to the internal combustion power mode, so that the traction control unit can control the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the contact network of the locomotive.

[0074] Figure 7 This is a schematic block diagram of the second structure of the over-phase uninterruptible power supply device provided in an embodiment of the present invention. Figure 6 Based on the embodiments, further, such as Figure 7As shown, in one embodiment of the present invention, the first switching determination unit 603 includes: The first switching judgment module 701 is used to determine whether the power mode needs to be switched to the internal combustion power mode based on the obtained cross-phase operation parameters of the locomotive when the operating condition is braking condition. The second switching judgment module 702 is used to determine that the power mode needs to be switched to the internal combustion power mode when the operating condition is a non-braking condition.

[0075] Figure 8 This is a schematic block diagram of the third structure of the over-phase uninterruptible power supply device provided in the embodiments of the present invention. Figure 7 Based on the embodiments, further, such as Figure 8 As shown, in one embodiment of the present invention, the first switching determination module 701 includes: The demand judgment submodule 801 is used to determine whether the feedback power of the traction motor electric brake of the locomotive meets the auxiliary load and passenger power load requirements based on the over-phase operating parameters. The switching judgment submodule 802 is used to determine that if the feedback power does not meet the load requirements, the power mode needs to be switched to the internal combustion power mode; if the feedback power meets the load requirements, the power mode does not need to be switched to the internal combustion power mode.

[0076] Figure 9 This is a schematic block diagram of the fourth structure of the over-phase uninterruptible power supply device provided in the embodiments of the present invention. Figure 6 Based on the embodiments, further, such as Figure 9 As shown, in one embodiment of the present invention, the over-phase uninterruptible power supply device further includes: The second power mode acquisition unit 901 is used to acquire the current power mode of the locomotive after receiving the over-phase end signal. The status determination unit 902 is used to determine the pantograph status and grid voltage status of the locomotive if the power mode is internal combustion power mode. The second switching judgment unit 903 is used to determine whether it is necessary to switch the power mode to the contact network power supply mode based on the pantograph status and the grid voltage status. The second power mode switching unit 904 is used to control the locomotive main circuit breaker to close and send a power mode switching command to the traction control unit if the determination result is that the power mode needs to be switched to the contact network power supply mode, so that the traction control unit can control the three-phase controllable rectifier of the locomotive generator and the four-quadrant rectifier of the contact network.

[0077] Figure 10This is a fifth structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention. Figure 9 Based on the embodiments, further, such as Figure 10 As shown, in one embodiment of the present invention, the second switching determination unit 903 includes: The third switching judgment module 1001 is used to determine that if the pantograph has been raised and the grid voltage has returned to normal, the power mode needs to be switched to the contact network power supply mode. The fourth switching judgment module 1002 is used to maintain the internal combustion power mode if the pantograph is not raised or the grid voltage is not restored to normal.

[0078] This application also provides a method for uninterrupted power supply across phases, which uses a traction control unit to perform power distribution and dual rectifier coordinated switching control based on operating conditions between the overhead contact line power supply and the internal combustion power supply, thereby achieving stable and continuous power supply for the locomotive inside and outside the phase-splitting zone.

[0079] The following describes the specific implementation process of the uninterrupted power supply method for multiple phases provided in this application embodiment, taking the traction control unit (TCU) as the execution subject as an example.

[0080] Figure 11 This is a schematic diagram of the sixth process of the uninterrupted power supply method with multiple phases provided in this embodiment of the invention, as shown below. Figure 11 As shown, the over-phase uninterruptible power supply method provided in this application includes: S1101: When a power mode switching command is received from the train control and management system and the locomotive's current power mode is overhead contact line power supply mode, the generator three-phase controllable rectifier in the traction auxiliary converter of the locomotive is activated and the locomotive's operating condition is determined. S1102: When the operating condition is braking condition, the generator three-phase controllable rectifier is controlled to make up the power difference based on the difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger power load. S1103: When the operating condition is coasting, the generator three-phase controllable rectifier is controlled to output the corresponding power according to the auxiliary load and passenger power load demand; S1104: When the operating condition is traction condition or constant speed condition, according to the auxiliary load and passenger power load demand, control the generator three-phase controllable rectifier to prioritize power supply to the auxiliary load and passenger power load, and supply the remaining power to the traction power required by the traction motor. S1105: After the generator three-phase controllable rectifier connects the electrical energy output by the generator to the DC link of the converter, the output power of the generator three-phase controllable rectifier is gradually increased, and the output power of the contact network four-quadrant rectifier in the traction auxiliary converter is gradually decreased.

[0081] from Figure 1 As shown in the flowchart, this application provides an uninterruptible power supply method for multiple phases. When a power mode switching command is received from the train control and management system and the locomotive's current power mode is catenary power supply mode, the three-phase controllable rectifier of the generator in the locomotive's traction auxiliary converter is activated, and the locomotive's operating condition is determined. When the operating condition is braking, the three-phase controllable rectifier of the generator is controlled to make up the power difference based on the difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger electricity load. When the operating condition is coasting, the three-phase controllable rectifier of the generator is controlled to output the corresponding power based on the power demand of the auxiliary load and passenger electricity load. When the operating condition is traction or constant speed, the generator three-phase controllable rectifier is controlled to prioritize power supply to the auxiliary load and passenger electrical load according to the auxiliary load and passenger electrical load requirements, and the remaining power is supplied to the traction power required by the traction motor. After the generator three-phase controllable rectifier connects the power output of the generator to the DC link of the converter, the output power of the generator three-phase controllable rectifier is gradually increased, and the output power of the contact network four-quadrant rectifier in the traction auxiliary converter is gradually decreased. This achieves continuous and uninterrupted power supply to the traction, auxiliary and passenger electrical loads when the locomotive passes through the phase-splitting zone, and significantly reduces speed loss and improves the stability and reliability of passing through the phase-splitting zone.

[0082] Each step is explained in detail below.

[0083] S1101: When a power mode switching command is received from the train control and management system and the locomotive's current power mode is overhead contact line power supply mode, the generator three-phase controllable rectifier in the traction auxiliary converter of the locomotive is activated and the locomotive's operating condition is determined. Specifically, in order to ensure that the locomotive can maintain continuous power supply to the traction load, auxiliary load and passenger electrical load after entering the contact network phase separation zone, the traction control unit (TCU) performs a series of power distribution and rectifier switching control operations after receiving the power mode switching command issued by the train control and management system (TCMS).

[0084] When the traction control unit receives a power mode switching command from the train control and management system and determines that the locomotive is currently in catenary power supply mode, the traction control unit activates the three-phase controllable rectifier of the generator in the traction auxiliary converter, preparing it to connect to the intermediate DC link. Simultaneously, the traction control unit determines the locomotive's operating condition by reading traction system operating parameters, including braking, coasting, traction, or constant speed operation.

[0085] S1102: When the operating condition is braking condition, the generator three-phase controllable rectifier is controlled to make up the power difference based on the difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger power load. Specifically, under different operating conditions, the traction control unit will control the output power of the generator's three-phase controllable rectifier according to the locomotive's power demand characteristics: When the locomotive is braking, the traction motor is in electric braking regenerative mode, capable of outputting a certain amount of electric braking power to the intermediate DC link. In this situation, the traction control unit determines the compensation power required by the generator's three-phase controllable rectifier based on the difference between the calculated electric braking regenerative power of the traction motor and the power demand of the auxiliary load and passenger electrical load, and controls the generator's three-phase controllable rectifier to make up the difference, thereby achieving power supply balance within the phase-separated zone.

[0086] S1103: When the operating condition is coasting, the generator three-phase controllable rectifier is controlled to output the corresponding power according to the auxiliary load and passenger power load demand; Specifically, when the locomotive is coasting, the traction motor does not generate electric braking regenerative power, and all auxiliary and passenger power needs under this condition must be provided by the internal combustion engine. The traction control unit controls the output of the generator's three-phase controllable rectifier to correspond to the power demand of the auxiliary load and passenger power load based on the calculated real-time load demand, so as to ensure the stable operation of all auxiliary equipment.

[0087] S1104: When the operating condition is traction condition or constant speed condition, according to the auxiliary load and passenger power load demand, control the generator three-phase controllable rectifier to prioritize power supply to the auxiliary load and passenger power load, and supply the remaining power to the traction power required by the traction motor. Specifically, when the locomotive is in traction or constant speed operation, the traction motor itself needs to consume a certain amount of traction power and does not have electric braking energy for power supply. In this situation, the traction control unit determines the priority of power supply to the generator's three-phase controllable rectifier based on the calculated auxiliary load and passenger electrical load demand. This ensures that the generator's output power first guarantees the normal power supply to the auxiliary system and passenger electrical system, and then the remaining available power is allocated to the traction motor to supplement its traction power demand.

[0088] S1105: After the generator three-phase controllable rectifier connects the electrical energy output by the generator to the DC link of the converter, the output power of the generator three-phase controllable rectifier is gradually increased, and the output power of the contact network four-quadrant rectifier in the traction auxiliary converter is gradually decreased.

[0089] Specifically, after the generator's three-phase controllable rectifier successfully connects the generator's output power to the DC link of the traction auxiliary converter, the traction control unit gradually increases its output power, allowing it to gradually take over the power supply capacity of the DC link. Simultaneously, the traction control unit controls the catenary four-quadrant rectifier within the traction auxiliary converter to gradually reduce its output power, causing it to gradually withdraw from power supply. Through this process, the locomotive's power supply mode can smoothly transition from catenary power supply to diesel power supply, avoiding power outages or voltage fluctuations in the phase-splitting zone and ensuring the safe and reliable operation of the locomotive under complex track conditions.

[0090] In one embodiment, the uninterruptible power supply control process for the locomotive entering the phase-splitting zone is as follows: Figure 17 As shown, the process includes: 1) During locomotive operation, under the influence of... Figure 15 Before the first power supply arm of the 14-contact network enters the neutral zone of the 15-contact network, the TCMS (Train Network Control System) receives a pre-crossing phase break signal.

[0091] 2) The TCMS confirms the current power source of the locomotive. If it is powered by internal combustion, it exits the control process directly and does not execute the internal power switching procedure.

[0092] 3) If the overhead contact line is the power supply at this time, the locomotive's operating condition is determined. If the locomotive is currently operating in the "braking" condition and the feedback power of the traction motor's electric braking can meet the power load requirements of auxiliary and passenger electricity, the internal combustion engine is not started. The energy of the traction motor's electric braking is used to supply power to the auxiliary and passenger electricity loads. Excess energy is consumed in the braking resistor. Then, the four-quadrant rectifier is blocked, the locomotive's main circuit breaker is disconnected, and the locomotive enters the neutral zone of the overhead contact line.

[0093] 4) If the locomotive is currently operating in "braking" mode, but the feedback power of the traction motor's electric brake cannot meet the power load requirements of auxiliary and passenger use, or if the locomotive is currently operating in "traction" mode, "coasting" mode, or "constant speed" mode, then the TCMS will issue a command to switch the power supply status to "internal combustion" and control the diesel engine to accelerate to the rated speed. 5) After receiving the power supply status switch command from TCMS to "internal combustion", the TCU (traction control unit) activates the three-phase controllable rectifier of the generator in the traction converter. 6) The TCU determines the current operating condition of the locomotive. When the locomotive is in the "braking" condition, the TCU calculates the gap between the electric braking power of the traction motor and the power demand of the auxiliary load and passenger power load, and controls the generator three-phase controllable rectifier to make up the corresponding power.

[0094] 7) When the locomotive is in "coasting" mode, the TCU only calculates the power demand of auxiliary loads and passenger power loads, and controls the generator three-phase controllable rectifier to fully output the corresponding power.

[0095] 8) When the locomotive is in "traction" or "constant speed" operation, the TCU calculates the power demand of auxiliary loads and passenger electrical loads, and prioritizes the use of internal combustion power to supply power to auxiliary loads and passenger electrical loads. The remaining power of internal combustion power is used to supplement the traction power required by the traction motor.

[0096] 9) After the generator's output power is connected to the DC link of the converter, the three-phase controllable rectifier of the generator controls the generator's output power to gradually increase and the four-quadrant rectifier's output power to gradually decrease. During this process, the generator rectifier is in current control mode and the four-quadrant rectifier is in "voltage outer loop + current inner loop" control mode. The four-quadrant rectifier controls the voltage of the intermediate DC link.

[0097] 10) When the output power of the permanent magnet synchronous generator rectifier and the catenary four-quadrant rectifier reach a similar level, the four-quadrant rectifier switches to current control mode, and the generator rectifier switches to "voltage outer loop + current inner loop" control mode, thereby controlling the voltage of the intermediate DC link of the converter.

[0098] 11) When the power of the four-quadrant rectifier continues to decrease to 0, the TCU blocks the IGBT pulse of the four-quadrant rectifier of the contact network, and the four-quadrant rectifier enters the shutdown state.

[0099] 12) The above process occurs when the locomotive enters... Figure 15 The process is completed before the neutral zone of the overhead contact line (as shown in Figure 15). Subsequently, the TCMS controls the locomotive to automatically disconnect the main circuit breaker, completing the energy source switching process for entering the phase-separated zone, thereby achieving uninterrupted power supply to auxiliary loads, passenger power supply loads, and traction motor loads.

[0100] Figure 12 This is a schematic diagram of the seventh process of the uninterrupted power supply method for multiple phases provided in this embodiment of the invention, as shown below. Figure 12 As shown, the over-phase uninterruptible power supply method provided in this application also includes: S1201: When a power mode switching command is received from the train control and management system and the locomotive's current power mode is diesel power mode, the contact wire four-quadrant rectifier in the traction auxiliary converter is activated. Specifically, when the locomotive enters the overhead contact line power restoration area after the phase separation zone, the traction control unit (TCU) executes the control process of switching from diesel power supply mode back to overhead contact line power supply mode according to the power mode switching command issued by the train control and management system (TCMS). This process ensures that the restoration to overhead contact line power supply mode is smooth and reliable, without causing power surges or voltage fluctuations in the intermediate DC link.

[0101] When the traction control unit receives a power mode switching command from the train control and management system and confirms that the locomotive is currently in diesel power mode, the traction control unit first activates the overhead contact line four-quadrant rectifier inside the traction auxiliary converter, preparing it to establish electrical coupling with the intermediate DC link of the converter. After activation, the overhead contact line four-quadrant rectifier gradually rectifies the AC power from the overhead contact line side into DC power and injects it into the intermediate DC link.

[0102] S1202: After the contact network four-quadrant rectifier connects the electrical energy output from the contact network to the DC link of the converter, the output power of the contact network four-quadrant rectifier is gradually increased, and the output power of the generator three-phase controllable rectifier is gradually decreased.

[0103] Specifically, after the four-quadrant rectifier of the overhead contact system begins supplying power to the intermediate DC link, the traction control unit gradually increases the output power of the rectifier to allow the overhead contact system power supply to gradually take over the DC power demand of the locomotive traction and auxiliary systems. Simultaneously, the traction control unit gradually decreases the output power of the generator's three-phase controllable rectifier, causing it to gradually withdraw from supplying power to the intermediate DC link. This reverse switching of output power smoothly transitions the power mode from internal combustion engine power to overhead contact system power supply mode.

[0104] During power switching, the traction control unit adjusts the output current, voltage, and power distribution of the two rectifiers in real time to ensure a smooth energy exchange between the rectifiers and prevent voltage anomalies or load fluctuations in the intermediate DC link caused by sudden power changes. Finally, when the output power of the four-quadrant rectifier of the overhead contact line fully meets the locomotive's load requirements and the output power of the three-phase controllable rectifier of the generator drops to zero, the diesel power supply mode is completely disengaged, and the locomotive returns to the overhead contact line power supply mode.

[0105] In one embodiment, the uninterruptible power supply control process for the locomotive leaving the phase-splitting zone is as follows: Figure 18 As shown, the process includes: 1) The locomotive is leaving Figure 15 As shown in Figure 15 - the neutral zone of the overhead contact line, after entering the second power supply arm of the overhead contact line (Figure 16), the TCMS receives the phase break end signal.

[0106] 2) The TCMS confirms the current power source of the locomotive. If it is in catenary power supply mode, it will exit the control process directly and will not execute the internal power switching procedure.

[0107] 3) If the locomotive is currently in "internal combustion power" mode, but the pantograph is not raised or the grid voltage has not returned to normal, then the locomotive will continue to operate in internal combustion power mode and the internal power switching procedure will not be executed.

[0108] 4) If the locomotive is currently in "internal combustion power" mode and the pantograph has been raised, and the grid voltage has returned to normal after leaving the phase separation zone, then the locomotive is considered to have the conditions to be restored to "overhead contact power".

[0109] 5) The TCMS controls the locomotive to close the main circuit breaker and issues a command to switch the power supply status to "contact network power", thus entering the phase switching procedure. 6) After receiving the power supply status switch command from TCMS to "Contact Network Power", TCU activates the four-quadrant rectifier in the traction converter. 7) After the four-quadrant rectifier connects the electrical energy output from the contact network to the DC link of the converter, the output power gradually increases, while the output power of the generator rectifier gradually decreases. During this process, the four-quadrant rectifier is in current control mode, and the generator rectifier is in "voltage outer loop + current inner loop" control mode. The voltage of the intermediate DC link of the converter is still controlled by the generator rectifier.

[0110] 8) When the output power of the generator rectifier and the four-quadrant rectifier reaches a similar level, the generator rectifier switches to current control mode, and the four-quadrant rectifier switches to "voltage outer loop + current inner loop" control mode, thereby controlling the voltage of the intermediate DC link of the converter.

[0111] 9) When the power of the generator rectifier drops to 0, the TCU blocks the IGBT pulse of the generator rectifier, the generator rectifier enters the shutdown state, and the locomotive is supplied with all the power for traction, auxiliary and passenger electrical loads by the contact network.

[0112] 10) The TCMS controls the diesel engine to return to idle speed and completes the power switching after exiting the phase separation zone.

[0113] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0114] Based on the same inventive concept, embodiments of the present invention also provide an over-phase uninterruptible power supply device, which can be used to implement the over-phase uninterruptible power supply method described in the above embodiments, as described in the following embodiments. Since the principle of the over-phase uninterruptible power supply device in solving the problem is similar to that of the over-phase uninterruptible power supply method, embodiments of the over-phase uninterruptible power supply device can be found in embodiments of the over-phase uninterruptible power supply method, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0115] Figure 13 This is a sixth structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention, as shown below. Figure 13 As shown, in one embodiment of the present invention, the over-phase uninterruptible power supply device of the present invention includes: The first activation unit 1301 is used to activate the three-phase controllable rectifier of the generator in the traction auxiliary converter of the locomotive and determine the operating condition of the locomotive when it receives a power mode switching command from the train control and management system and the current power mode of the locomotive is the catenary power supply mode. The first control unit 1302 is used to control the three-phase controllable rectifier of the generator to make up the power difference based on the power difference between the electric braking power of the locomotive's traction motor and the power demand of the auxiliary load and passenger electricity load when the operating condition is braking condition. The second control unit 1303 is used to control the output power of the generator three-phase controllable rectifier according to the auxiliary load and passenger power load demand when the operating condition is coasting condition; The third control unit 1304 is used to control the generator three-phase controllable rectifier to prioritize power supply to the auxiliary load and passenger electrical load according to the auxiliary load and passenger electrical load demand when the operating condition is traction condition or constant speed condition, and to supply the remaining power to the traction power required by the traction motor. The fourth control unit 1305 is used to control the output power of the generator three-phase controllable rectifier to gradually increase and the output power of the contact network four-quadrant rectifier in the traction auxiliary converter to gradually decrease after the generator three-phase controllable rectifier connects the electrical energy output by the generator to the DC link of the converter.

[0116] Figure 14 This is a seventh structural schematic block diagram of the over-phase uninterruptible power supply device provided in the embodiments of the present invention. Figure 13 Based on the embodiments, further, such as Figure 14 As shown, in one embodiment of the present invention, the over-phase uninterruptible power supply device further includes: The second activation unit 1401 is used to activate the catenary four-quadrant rectifier in the traction auxiliary converter when a power mode switching command is received from the train control and management system and the locomotive's current power mode is diesel power mode. The fifth control unit 1402 is used to control the output power of the four-quadrant rectifier of the contact network to gradually increase and the output power of the three-phase controllable rectifier of the generator to gradually decrease after the contact network four-quadrant rectifier connects the electrical energy output from the contact network to the DC link of the converter.

[0117] The present invention also provides an uninterruptible power supply system for multiple phases, which mainly consists of a train control and management system (TCMS) and a locomotive body, realizing intelligent switching of power modes and continuous and stable power output.

[0118] Figure 15 This is a schematic diagram of the structure of the over-phase uninterruptible power supply system provided in an embodiment of the present invention, as shown below. Figure 15 As shown, in one embodiment of the present invention, the over-phase uninterruptible power supply system of the present invention includes: a train control and management system 19 and a locomotive; The train control and management system 19 is used to perform the method as described in the above embodiments; The locomotive includes a pantograph 1, a locomotive main circuit breaker 2, a traction transformer 3, an internal combustion permanent magnet synchronous generator 4, a traction auxiliary converter 18, a braking resistor 11, a traction motor 12, and auxiliary loads and passenger electrical loads 13. The traction auxiliary converter 18 includes a traction control unit 17, a generator pre-charge module 5, a contact network pre-charge module 6, a generator three-phase controllable rectifier 7, a contact network four-quadrant rectifier 8, a traction inverter 9, and an auxiliary inverter 10; the traction control unit 17 is used to execute the method described in the above embodiments.

[0119] Specifically, the Train Control and Management System (TCMS) 19 can make comprehensive judgments and schedules on the locomotive power mode based on the line-side signals, locomotive operating status and the operating conditions of each power supply device, and send corresponding power mode switching commands to the Traction Control Unit (TCU) 17. It is the core unit for realizing power switching strategy decision-making.

[0120] The locomotive includes various key devices for traction and auxiliary power supply. Among them, the pantograph 1 obtains AC power from the overhead contact line; the main circuit breaker 2 controls the connection and disconnection of the main circuit when the locomotive enters or exits a phase-splitting zone, preventing the locomotive from being energized during phase-splitting; the traction transformer 3 converts the high-voltage AC power input from the overhead contact line to a voltage level suitable for the traction auxiliary converter 18. The internal combustion permanent magnet synchronous generator 4 serves as the locomotive's internal combustion power source, converting the mechanical energy of the engine rotation into stable three-phase AC power to supply the traction auxiliary converter 18 when the overhead contact line power supply is insufficient or disconnected. The braking resistor 11 controls energy flow during braking, consuming excess electrical energy fed back by the traction motor 12 and maintaining the stability of the intermediate DC circuit voltage. The traction motor 12 provides traction power to the locomotive, while the auxiliary loads and passenger electrical loads 13, including onboard equipment such as fans, oil pumps, air conditioners, and power sockets, constitute the main part of the locomotive's electrical loads.

[0121] In the traction power supply system, the traction auxiliary converter 18 is a key device for realizing power conversion and power regulation, and it contains a traction control unit 17. The traction control unit 17 is responsible for executing the switching control of the dual-source power mode according to the power mode switching command of the train control and management system 19, including activating or deactivating the generator three-phase controllable rectifier 7 and the catenary four-quadrant rectifier 8, executing power distribution strategies under different operating conditions, and maintaining the voltage stability of the intermediate DC link. The generator pre-charging module 5 and the catenary pre-charging module 6 are used to pre-charge the DC link of the converter when the internal combustion generator or the catenary is connected to prevent voltage surges, and to perform switching control during normal operation. The generator three-phase controllable rectifier 7 is responsible for converting the three-phase AC power generated by the internal combustion permanent magnet synchronous generator 4 into DC power, while the catenary four-quadrant rectifier 8 is responsible for rectifying the single-phase AC power input from the catenary and controlling the power flow. Traction inverter 9 is used to invert the DC power output from the intermediate DC circuit into three-phase AC power to provide controllable three-phase AC power to traction motor 12. Auxiliary inverter 10 is used to invert the DC power from the intermediate DC link of the traction auxiliary converter into three-phase AC power to provide corresponding power to auxiliary loads and passenger electrical loads.

[0122] In addition, such as Figure 15As shown, the first power supply arm 14, the neutral zone 15, and the second power supply arm 16 represent the power supply situation of the overhead contact system within the phase-splitting zone. Specifically, the first power supply arm 14 refers to the section of overhead contact system power supply connected before the locomotive enters the phase-splitting zone; it is the power supply arm through which the locomotive normally obtains power before entering the phase-splitting zone. The neutral zone 15 is a de-energized or insulated area located between two adjacent power supply arms, used to achieve electrical isolation between the power supply arms; the locomotive cannot obtain power from the overhead contact system when passing through this area. The second power supply arm 16 refers to the section of overhead contact system power supply that the locomotive re-enters after leaving the neutral zone; it is the power supply arm through which the locomotive obtains power from the overhead contact system again after passing through the phase-splitting zone.

[0123] Through the combination and control of the above systems, the present invention can achieve intelligent and smooth switching between the overhead contact power supply mode and the internal combustion power mode according to different operating conditions and line conditions, so that the locomotive can always maintain uninterrupted power supply to the traction system and auxiliary power system when entering or leaving the phase separation zone, thereby improving the operational stability and reliability of the locomotive in complex line environments.

[0124] This application provides a method, apparatus, and system for uninterrupted power supply during phase separation. The method includes: receiving a phase separation warning signal and obtaining the current power mode of the locomotive; if the power mode is the overhead contact line power supply mode, determining the locomotive's operating condition; determining whether it is necessary to switch the power mode to diesel power mode based on the operating condition; if the determination result is that it is necessary to switch the power mode to diesel power mode, controlling the locomotive's diesel engine to accelerate to the rated speed and sending a power mode switching command to the traction control unit so that the traction control unit controls the locomotive's generator three-phase controllable rectifier and the overhead contact line four-quadrant rectifier. The uninterrupted power supply method, apparatus, and system provided by this application achieve continuous and uninterrupted power supply to traction, auxiliary, and passenger electrical loads when the locomotive passes through a phase separation zone, and significantly reduces speed loss and improves the smoothness and reliability of passing through the phase separation zone.

[0125] Figure 16 This is a schematic diagram of the physical structure of the computer device provided in the embodiments of the present invention, such as... Figure 16As shown, the computer device may include a processor 1601, a communication interface 1602, a memory 1603, and a communication bus 1604. The processor 1601, communication interface 1602, and memory 1603 communicate with each other via the communication bus 1604. The processor 1601 can call logic instructions in the memory 1603 to execute the following methods: after receiving a phase-separation warning signal, it obtains the current power mode of the locomotive; if the power mode is a catenary power supply mode, it determines the operating condition of the locomotive; based on the operating condition, it determines whether it is necessary to switch the power mode to an internal combustion engine power mode; if the determination result is that it is necessary to switch the power mode to an internal combustion engine power mode, it controls the diesel engine of the locomotive to accelerate to its rated speed and sends a power mode switching command to the traction control unit so that the traction control unit controls the three-phase controllable rectifier of the locomotive's generator and the four-quadrant rectifier of the catenary.

[0126] Furthermore, the logical instructions in the aforementioned memory 1603 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, a top-drive control center server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0127] This embodiment discloses a computer program product, which includes a computer program stored on a computer-readable storage medium. The computer program includes program instructions. When the program instructions are executed by the computer, the computer can execute the methods provided in the above-described method embodiments, such as: after receiving a phase-break warning signal, obtaining the current power mode of the locomotive; if the power mode is a catenary power supply mode, determining the operating condition of the locomotive; judging whether it is necessary to switch the power mode to an internal combustion power mode based on the operating condition; if the judgment result is that it is necessary to switch the power mode to an internal combustion power mode, controlling the diesel engine of the locomotive to accelerate to the rated speed and sending a power mode switching instruction to the traction control unit so that the traction control unit controls the three-phase controllable rectifier of the locomotive's generator and the four-quadrant rectifier of the catenary.

[0128] This embodiment provides a computer-readable storage medium storing a computer program that causes the computer to execute the methods provided in the above-described method embodiments. For example, the methods include: receiving a phase-break warning signal and obtaining the current power mode of the locomotive; if the power mode is a catenary power supply mode, determining the locomotive's operating condition; determining whether to switch the power mode to an internal combustion engine power mode based on the operating condition; if the determination result indicates that the power mode needs to be switched to an internal combustion engine power mode, controlling the locomotive's diesel engine to accelerate to its rated speed and sending a power mode switching command to the traction control unit so that the traction control unit controls the locomotive's generator three-phase controllable rectifier and catenary four-quadrant rectifier.

[0129] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0130] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0131] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0132] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0133] In the description of this specification, the references to terms such as "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0134] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above descriptions are merely specific embodiments of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for uninterrupted power supply across phase change, characterized by, The method comprises the following steps: after receiving the over-phase pre-warning signal, obtaining the current power mode of the locomotive; if the power mode is the catenary power supply mode, determining the running condition of the locomotive; judging whether the power mode needs to be switched to the diesel power mode according to the running condition; if the judgment result is that the power mode needs to be switched to the diesel power mode, controlling the diesel engine of the locomotive to accelerate to the rated speed and sending a power mode switching instruction to the traction control unit so that the traction control unit controls the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the catenary of the locomotive.

2. The method of claim 1, wherein, The judging whether the power mode needs to be switched to the diesel power mode according to the running condition comprises: when the running condition is the braking condition, judging whether the power mode needs to be switched to the diesel power mode according to the obtained over-phase running parameter of the locomotive; when the running condition is the non-braking condition, determining that the power mode needs to be switched to the diesel power mode.

3. The method of claim 2, wherein, The judging whether the power mode needs to be switched to the diesel power mode according to the obtained over-phase running parameter of the locomotive comprises: judging whether the feedback power of the electric brake of the traction motor of the locomotive meets the load demand of the auxiliary load and the passenger power load according to the over-phase running parameter; if the feedback power does not meet the load demand, determining that the power mode needs to be switched to the diesel power mode; if the feedback power meets the load demand, determining that the power mode does not need to be switched to the diesel power mode.

4. The method of claim 1, wherein, The method further comprises the following steps: after receiving the over-phase end signal, obtaining the current power mode of the locomotive; if the power mode is the diesel power mode, determining the pantograph state and the network voltage state of the locomotive; judging whether the power mode needs to be switched to the catenary power supply mode according to the pantograph state and the network voltage state; if the judgment result is that the power mode needs to be switched to the catenary power supply mode, controlling the main circuit breaker of the locomotive to be closed and sending a power mode switching instruction to the traction control unit so that the traction control unit controls the three-phase controllable rectifier of the generator and the four-quadrant rectifier of the catenary of the locomotive.

5. The method of claim 4, wherein, The judging whether the power mode needs to be switched to the catenary power supply mode according to the pantograph state and the network voltage state comprises: if the pantograph has been raised and the network voltage has been restored to normal, determining that the power mode needs to be switched to the catenary power supply mode; if the pantograph has not been raised or the network voltage has not been restored to normal, keeping the diesel power mode.

6. A method for uninterrupted power supply across phase change, characterized by, The method comprises the following steps: when receiving the power mode switching instruction from the train control management system and the current power mode of the locomotive is the catenary power supply mode, activating the three-phase controllable rectifier of the generator in the traction auxiliary converter of the locomotive and determining the running condition of the locomotive; when the running condition is the braking condition, controlling the three-phase controllable rectifier of the generator to make up the power difference between the electric brake power of the traction motor of the locomotive and the power demand of the auxiliary load and the passenger power load; When the running condition is the coasting condition, the generator three-phase controllable rectifier outputs corresponding power according to the auxiliary load and the passenger power load demand; When the running condition is the traction condition or the constant speed condition, the generator three-phase controllable rectifier preferentially supplies power to the auxiliary load and the passenger power load, and supplies the remaining power to the traction power required by the traction motor according to the auxiliary load and the passenger power load demand; After the generator three-phase controllable rectifier connects the power generated by the generator to the direct current link of the converter, the output power of the generator three-phase controllable rectifier is gradually increased, and the output power of the catenary four-quadrant rectifier in the traction auxiliary converter is gradually decreased.

7. The method of claim 6, wherein the step of providing uninterrupted power to the critical load comprises the step of: Further comprising: ​ When receiving the power mode switching instruction from the train control management system and the current power mode of the locomotive is the internal combustion power mode, the catenary four-quadrant rectifier in the traction auxiliary converter is activated; After the catenary four-quadrant rectifier connects the power output by the catenary to the direct current link of the converter, the output power of the catenary four-quadrant rectifier is gradually increased, and the output power of the generator three-phase controllable rectifier is gradually decreased.

8. A substation uninterrupted power supply device, characterized by comprising: Comprising: A first power mode acquisition unit, configured to acquire the current power mode of the locomotive after receiving the overpassing phase pre-warning signal; A running condition determination unit, configured to determine the running condition of the locomotive if the power mode is the catenary power supply mode; A first switching judgment unit, configured to judge whether the power mode needs to be switched to the internal combustion power mode according to the running condition; A first power mode switching unit, configured to control the diesel engine of the locomotive to accelerate to the rated speed and send a power mode switching instruction to the traction control unit to make the traction control unit control the generator three-phase controllable rectifier and the catenary four-quadrant rectifier of the locomotive if the judgment result is that the power mode needs to be switched to the internal combustion power mode.

9. A substation uninterrupted power supply device, characterized by comprising: Comprising: A first activation unit, configured to activate the generator three-phase controllable rectifier in the traction auxiliary converter of the locomotive and determine the running condition of the locomotive when receiving the power mode switching instruction from the train control management system and the current power mode of the locomotive is the catenary power supply mode; A first control unit, configured to control the generator three-phase controllable rectifier to make up the power difference between the electric braking power of the traction motor of the locomotive and the power demand of the auxiliary load and the passenger power load if the running condition is the braking condition; A second control unit, configured to control the generator three-phase controllable rectifier to output corresponding power according to the auxiliary load and the passenger power load demand if the running condition is the coasting condition; A third control unit, configured to control the generator three-phase controllable rectifier to preferentially supply power to the auxiliary load and the passenger power load, and supply the remaining power to the traction power required by the traction motor according to the auxiliary load and the passenger power load demand if the running condition is the traction condition or the constant speed condition; A fourth control unit is configured to gradually increase the output power of the generator three-phase controllable rectifier and gradually decrease the output power of the catenary four-quadrant rectifier in the traction auxiliary converter after the generator three-phase controllable rectifier connects the power output by the generator to the DC link of the converter.

10. A substation uninterrupted power supply system, characterized by, The application relates to a train control management system and a locomotive. The train control management system is configured to perform the method according to any one of claims 1-5. The locomotive comprises a pantograph, a locomotive main circuit breaker, a traction transformer, an internal combustion permanent magnet synchronous generator, a traction auxiliary converter, a brake resistor, a traction motor and auxiliary loads and passenger power loads. The traction auxiliary converter comprises a traction control unit, a generator pre-charging module, a catenary pre-charging module, a generator three-phase controllable rectifier, a catenary four-quadrant rectifier, a traction inverter and an auxiliary inverter; and the traction control unit is configured to perform the method according to any one of claims 6-7. The processor executes the computer program to implement the steps of the method according to any one of claims 1-7.

11. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The computer program / instruction is executed by the processor to implement the steps of the method according to any one of claims 1-7.

12. A computer readable storage medium having stored thereon computer programs / instructions, characterized in that, The computer program / instruction is executed by the processor to implement the steps of the method according to any one of claims 1-7.

13. A computer program product comprising computer programs / instructions, characterized in that, ​

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