Traction main circuit for train self-walking and train self-walking control method and device

Abstract

The invention discloses a traction main circuit for train self-walking and a train self-walking control method and device, and relates to the field of rail transit. Under the self-walking working condition, a bidirectional charger inverts low-voltage direct current of a storage battery into alternating current and sends the alternating current to a second secondary winding of a three-winding transformer; one path supplies power to alternating-current loads such as a traction cooling fan through the first secondary winding to ensure that the traction inverter is not overheated during long-time operation, and the other path supplies power to an intermediate direct-current bus through the primary winding by uncontrolled rectification of the auxiliary inverter, so that the traction inverter obtains high-voltage direct-current input, and the output traction force and the gradeability are remarkably enhanced; and the method is completely adaptive to large-station-spacing operation scenes of urban trains. Compared with the prior art, only the capacity of the storage battery is expanded, energy path multiplexing is achieved through the three-winding transformer, and an expensive high-voltage energy storage device does not need to be additionally arranged; meanwhile, the overall weight of the equipment is obviously reduced, the occupied space is greatly reduced, and the number of equipment interfaces is obviously reduced.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a traction main circuit for train self-propelled operation, a train self-propelled control method and device. Background Technology

[0002] When a train stops due to a pantograph-catenary or high-voltage system malfunction, it must stop and await assistance; if it remains in a tunnel, it could easily cause passenger panic and secondary disasters. Therefore, trains are required to have self-propelled capabilities.

[0003] The train emergency self-propelled system in related technologies includes: traction inverter, traction motor, auxiliary converter, power frequency transformer, bidirectional charger and battery. It uses a 110V battery to directly drive the traction inverter, but it has problems such as low traction force, low operating speed and short travel distance (not exceeding 2km), which cannot meet the needs of operation scenarios with large station intervals.

[0004] Therefore, related technologies employ the method of adding a power battery and an additional bidirectional charger to the train's emergency self-propelled system to improve traction, operating speed, and travel distance. However, the addition of the power battery and the additional bidirectional charger results in problems such as increased equipment weight and larger space occupation. Summary of the Invention

[0005] In view of the above problems, this application provides a traction main circuit for autonomous train operation, a method and device for autonomous train operation control, in order to increase the travel distance under autonomous operation conditions while reducing equipment weight, reducing the number of interfaces, reducing space occupation, and reducing control complexity. The specific solution is as follows:

[0006] The first aspect of this application provides a traction main circuit for train self-propelled operation, comprising a four-quadrant rectifier, a traction inverter, an auxiliary inverter, a three-winding transformer, a bidirectional charger, a storage battery, and a traction motor; wherein...

[0007] The input terminal of the four-quadrant rectifier is connected to the contact network through the main transformer, and the output terminal of the four-quadrant rectifier is connected to the intermediate DC bus.

[0008] The input terminal of the traction inverter is connected to the intermediate DC bus, and the output terminal of the traction inverter is connected to the traction motor.

[0009] The input terminal of the auxiliary inverter is connected to the intermediate DC bus, and the output terminal of the auxiliary inverter is connected to the primary winding of the three-winding transformer.

[0010] The first secondary winding of the three-winding transformer is connected to the AC load bus, which is connected to the AC electrical equipment on the train; the second secondary winding of the three-winding transformer is connected to the AC terminal of the bidirectional charger.

[0011] The DC end of the bidirectional charger is connected to the battery and the DC load bus, and the DC load bus is connected to the low-voltage DC equipment on the train.

[0012] Under self-propelled operation, the bidirectional charger is in inverter mode, the battery is in discharge mode, and the auxiliary inverter is in uncontrolled rectification mode; under normal operation, the bidirectional charger is in rectification mode, the battery is in charging mode, and the auxiliary inverter is in inverter mode.

[0013] In one possible implementation, the number of the four-quadrant rectifiers is one or more, and the number of the traction inverters is one or more.

[0014] In one possible implementation, the contact network is an AC25kV contact network, or the battery is a 110V battery, or the intermediate DC bus is a DC1800V DC bus.

[0015] A second aspect of this application provides a train self-propelled control method, applied to a train self-propelled traction main circuit of the first aspect or any implementation thereof, the train self-propelled control method comprising:

[0016] If the train is detected to be in autonomous driving mode, the bidirectional charger is controlled to switch to inverter mode so as to convert the DC power from the battery into AC power.

[0017] AC power is fed back to the first primary winding through the second secondary winding of the three-winding transformer; AC power is fed back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0018] The auxiliary inverter switches to uncontrolled rectification mode to convert AC power into DC power and feed it back to the intermediate DC bus so that the traction inverter can be powered through the intermediate DC bus.

[0019] One possible implementation also includes:

[0020] If the train is detected to be in normal operating condition, the auxiliary inverter is controlled to switch to inverter mode so that the auxiliary inverter can convert the DC power on the intermediate DC bus into AC power.

[0021] AC power is fed back to the first secondary winding through the first primary winding of the three-winding transformer so as to supply power to the AC electrical equipment through the AC load bus.

[0022] The alternating current is fed back to the second secondary winding through the first primary winding of the three-winding transformer;

[0023] The bidirectional charger is controlled to be in rectification mode so as to convert AC power into DC power to charge the battery and power low-voltage DC equipment.

[0024] A third aspect of this application provides a train self-propelled control device, applied to a train self-propelled traction main circuit of the first aspect or any implementation thereof, the train self-propelled control device comprising:

[0025] The first control module is used to control the bidirectional charger to be in inverter mode so as to convert the DC power of the battery into AC power.

[0026] The second control module is used to feed AC power back to the first primary winding through the second secondary winding of the three-winding transformer; and to feed AC power back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0027] The third control module is used to control the auxiliary inverter to switch to uncontrolled rectification mode so as to convert AC power into DC power and feed it back to the intermediate DC bus so as to supply power to the traction inverter through the intermediate DC bus.

[0028] One possible implementation also includes:

[0029] The fourth control module is used to control the auxiliary inverter to switch to inverter mode if the train is detected to be in normal operating condition, so that the auxiliary inverter can convert the DC power on the intermediate DC bus into AC power.

[0030] The fifth control module is used to feed AC power back to the first secondary winding through the first primary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0031] The sixth control module is used to feed AC power back to the second secondary winding through the first primary winding of the three-winding transformer;

[0032] The seventh control module is used to control the bidirectional charger to be in rectification mode so as to convert AC power into DC power to charge the battery and power low-voltage DC equipment.

[0033] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the train autonomous driving control method described in the first aspect or any implementation thereof.

[0034] A fifth aspect of this application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0035] The memory is used to store computer programs;

[0036] The processor is used to execute the computer program so that the electronic device can implement the train autonomous driving control method of the first aspect or any implementation thereof.

[0037] The sixth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the train self-driving control method described in the first aspect or any implementation thereof.

[0038] By utilizing the aforementioned technical solution, this application provides a traction main circuit for self-propelled trains. Through the integrated reuse of a four-quadrant rectifier, an auxiliary inverter, and a three-winding transformer, a dual-mode topology is constructed, where the power supply is from the overhead contact line under normal operating conditions and from the reverse feeder of the battery under self-propelled operating conditions. This achieves bidirectional energy flow across multiple ports, significantly improving emergency performance and system economy. Specifically, under self-propelled operating conditions, the bidirectional charger inverts the low-voltage DC power from the battery into AC power and sends it to the second secondary winding. After being stepped up by the three-winding transformer, one path supplies power to AC equipment such as the traction cooling fan through the first secondary winding, ensuring no overheating during long-term operation. The other path, through the primary winding, is rectified by the auxiliary inverter in uncontrolled rectification mode to supply power to the intermediate DC bus, enabling the traction inverter to obtain a high-voltage DC input. This significantly enhances the output traction force and climbing ability, increasing the travel distance under self-propelled operating conditions, and is fully adaptable to the large station spacing operation scenarios of urban trains.

[0039] In self-propelled operation, the battery only provides low-voltage DC. If directly supplied to the traction inverter, the voltage is too low, resulting in insufficient traction and climbing ability. This application converts the low-voltage DC output from the battery into AC voltage via a bidirectional charger, which is then fed into the second secondary winding of the three-winding transformer. The energy is coupled to the primary winding using the same core, significantly boosting the AC voltage. At this point, the auxiliary inverter is switched to uncontrolled rectification mode, essentially acting as a high-speed diode bridge, converting the boosted AC voltage into an even higher voltage DC voltage and directly connecting it to the intermediate DC bus. The traction inverter thus obtains a DC voltage nearly ten times higher than that at the battery terminal, allowing for a significantly increased power output under the same current limit. The torque current component is simultaneously amplified, resulting in a substantial enhancement of traction and climbing ability. In summary, this application requires only a battery and a bidirectional charger, eliminating the need for an additional power battery and bidirectional charger, to significantly enhance traction and climbing ability.

[0040] Compared with related technologies that require adding a power battery and a separate bidirectional charger, this application only expands the battery capacity without adding a power battery and a separate bidirectional charger. The three-winding transformer replaces the conventional two-winding transformer to achieve energy path reuse, greatly reducing the weight and space occupied by the equipment, and greatly reducing the number of equipment interfaces. The control strategy is simplified to mode switching rather than multi-system coordination. The battery supplies power to the DC load bus on a daily basis, which not only eliminates the safety hazards of high-voltage batteries, but also reduces the total life cycle cost, combining safety, economy and engineering practicality. Attached Figure Description

[0041] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0042] Figure 1 A schematic diagram illustrating one implementation of the train self-propelled traction main circuit provided in this application embodiment;

[0043] Figure 2 A schematic diagram of the current flow direction of the traction main circuit for self-propelled vehicles under normal operating conditions, provided for embodiments of this application;

[0044] Figure 3 A schematic diagram of the current flow direction of the traction main circuit for self-propelled vehicles under self-propelled operating conditions provided in the embodiments of this application;

[0045] Figure 4 A schematic flowchart of a train autonomous driving control method provided in an embodiment of this application;

[0046] Figure 5 This is a schematic diagram of the structure of a train self-propelled control device provided in an embodiment of this application;

[0047] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0048] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0049] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0050] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0051] When a train stops due to a pantograph-catenary or high-voltage system malfunction, it must stop and await assistance; if it remains stranded in a tunnel, it could easily cause passenger panic and secondary disasters. Therefore, users require trains to have self-propelled capabilities.

[0052] In related technologies, subway trains mostly use auxiliary 110V batteries for direct traction drive, but this has problems such as low traction force, low operating speed, and short travel distance (not exceeding 2km), which cannot meet the needs of operation scenarios with larger station intervals. EMU trains mostly adopt a solution of adding power batteries and configuring additional bidirectional chargers, which has problems such as increased equipment weight, large space occupation, high power battery voltage, and low battery utilization.

[0053] Based on this, this application proposes a self-propelled traction main circuit suitable for train operation scenarios, which does not require the addition of a power battery or the configuration of an additional bidirectional charger, thereby reducing equipment weight, space occupation, wiring, control complexity, improving battery utilization, and avoiding safety issues caused by high voltage of the power battery.

[0054] The technical solution provided in this application is described below.

[0055] Understandably, a train consists of multiple carriages, some of which are equipped with pantographs that can contact the overhead contact line to obtain voltage.

[0056] Understandably, a train consists of multiple carriages, some of which are motor carriages and others are trailer carriages. The motor carriages are equipped with four-quadrant rectifiers, traction inverters, and traction motors.

[0057] like Figure 1 The diagram shown is a schematic representation of one implementation of the train self-propelled traction main circuit provided in this application embodiment.

[0058] The train's self-propelled traction main circuit includes: a four-quadrant rectifier 100, a traction inverter 200, an auxiliary inverter 300, a three-winding transformer 400, a bidirectional charger 500, a battery 600, and a traction motor 700.

[0059] For example, the number of the four-quadrant rectifiers is one or more, and the number of the traction inverters is one or more. Figure 1 The diagram shows two four-quadrant rectifiers and two traction inverters. Figure 1 This is for illustrative purposes only and does not limit the number of four-quadrant rectifiers or traction inverters.

[0060] The input terminal of the four-quadrant rectifier 100 is connected to the contact network through the main transformer, and the output terminal of the four-quadrant rectifier is connected to the intermediate DC bus.

[0061] For example, the overhead contact line is an AC25kV overhead contact line.

[0062] For example, the intermediate DC bus is a DC bus of 1800V.

[0063] The input terminal of the traction inverter 200 is connected to the intermediate DC bus, and the output terminal of the traction inverter 200 is connected to the traction motor 700.

[0064] The input terminal of the auxiliary inverter 300 is connected to the intermediate DC bus, and the output terminal of the auxiliary inverter 300 is connected to the primary winding of the three-winding transformer 400.

[0065] The first secondary winding of the three-winding transformer 400 is connected to the AC load bus, which is connected to the AC electrical equipment on the train; the second secondary winding of the three-winding transformer 400 is connected to the AC terminal of the bidirectional charger.

[0066] For example, AC electrical equipment includes, but is not limited to: traction cooling fans, air conditioning systems, air compressors, electric heaters, ventilation devices, etc.

[0067] For example, the AC load bus is AC380V.

[0068] The DC terminal of the bidirectional charger 500 is connected to the battery 600 and the DC load bus, and the DC load bus is connected to the low-voltage DC equipment on the train.

[0069] For example, the DC load bus is a 110V DC load bus.

[0070] For example, low-voltage DC equipment includes, but is not limited to: train network control system (TCMS), traction control unit, brake control unit, speed sensor, temperature sensor, pressure switch and other detection elements.

[0071] Under self-propelled operation, the bidirectional charger is in inverter mode, the battery is in discharge mode, and the auxiliary inverter is in uncontrolled rectification mode; under normal operation, the bidirectional charger is in rectification mode, the battery is in charging mode, and the auxiliary inverter is in inverter mode.

[0072] A bidirectional charger in inverter mode has the function of converting direct current to alternating current.

[0073] The auxiliary inverter in uncontrolled rectification mode has the function of converting AC power to DC power, specifically, converting approximately 660V AC power to approximately 900V DC power.

[0074] A bidirectional charger in rectification mode has the function of converting AC power to DC power.

[0075] An auxiliary inverter in inverter mode has the function of converting DC power to AC power, for example, converting DC 1800V DC power to AC 380V AC power.

[0076] For example, in self-propelled operation, the three-winding transformer receives AC power from the bidirectional charger inverter and splits the energy into two independent outputs through electromagnetic coupling. The first output directly outputs AC380V through the first secondary winding to power AC equipment such as traction cooling fans, ensuring that the traction inverter does not overheat during long-term operation; the second output feeds energy back into the auxiliary inverter through the primary winding, providing AC input for its uncontrolled rectification.

[0077] For example, under normal operating conditions, the three-winding transformer receives AC 380V output from the auxiliary inverter and achieves dual-path power distribution and voltage matching through electromagnetic coupling. Specifically, its first secondary winding is directly connected to the AC load bus, supplying power to AC equipment such as traction cooling fans, air conditioners, and air compressors; the second secondary winding is connected to the AC terminal of the bidirectional charger, providing the bidirectional charger with AC 78V input power, which can be rectified to charge the 110V battery and supply power to the DC load bus. At this time, the three-winding transformer acts as a standard step-down / isolation distribution transformer, ensuring that each load receives a stable and reliable AC voltage, and is the core power distribution hub of the auxiliary power supply system.

[0078] This application provides a traction main circuit for self-propelled trains. By integrating and multiplexing a four-quadrant rectifier, an auxiliary inverter, and a three-winding transformer, a dual-mode topology is constructed. Under normal operating conditions, the circuit is powered by the overhead contact line, while under self-propelled operating conditions, it is powered by reverse feeding from the battery. This enables bidirectional energy flow through multiple ports, significantly improving emergency performance and system economy. Specifically, under self-propelled operating conditions, the bidirectional charger inverts the low-voltage DC power from the battery into AC power and sends it to the second secondary winding. After being stepped up by the three-winding transformer, one path supplies power to AC equipment such as traction cooling fans through the first secondary winding, ensuring that the circuit does not overheat during long-term operation. The other path supplies power to the intermediate DC bus through the primary winding, rectified by the auxiliary inverter in uncontrolled rectification mode. This provides the traction inverter with a high-voltage DC input, significantly enhancing the output traction force and climbing ability, increasing the travel distance under self-propelled operating conditions, and fully adapting to the large station spacing operation scenario of urban trains.

[0079] In self-propelled operation, the battery only provides low-voltage DC. If directly supplied to the traction inverter, the voltage is too low, resulting in insufficient traction and climbing ability. This application converts the low-voltage DC output from the battery into AC voltage via a bidirectional charger, which is then fed into the second secondary winding of the three-winding transformer. The energy is coupled to the primary winding using the same core, significantly boosting the AC voltage. At this point, the auxiliary inverter is switched to uncontrolled rectification mode, essentially acting as a high-speed diode bridge, converting the boosted AC voltage into an even higher voltage DC voltage and directly connecting it to the intermediate DC bus. The traction inverter thus obtains a DC voltage nearly ten times higher than that at the battery terminal, allowing for a significantly increased power output under the same current limit. The torque current component is simultaneously amplified, resulting in a substantial enhancement of traction and climbing ability. In summary, this application requires only a battery and a bidirectional charger, eliminating the need for an additional power battery and bidirectional charger, to significantly enhance traction and climbing ability.

[0080] Compared to related technologies that require adding a power battery and a separate bidirectional charger, this application only expands the battery capacity without adding a power battery or a separate bidirectional charger. A three-winding transformer replaces the conventional two-winding transformer to achieve energy path reuse, significantly reducing equipment weight and space occupation, and greatly reducing equipment interfaces. The control strategy is simplified to mode switching rather than multi-system coordination. The battery supplies power to the DC load bus daily, eliminating the safety hazards of high-voltage batteries and reducing the total life cycle cost, thus combining safety, economy, and engineering practicality.

[0081] To enable those skilled in the art to better understand the normal operating conditions and self-propelled operating conditions provided in the embodiments of this application, a detailed description is provided below.

[0082] like Figure 2The diagram shown is a schematic representation of the current flow in the traction main circuit for self-propelled vehicles under normal operating conditions, as provided in the embodiments of this application.

[0083] like Figure 2 As shown, if the train is detected to be in normal operating condition, the auxiliary inverter 300 is controlled to switch to inverter mode so that the auxiliary inverter 300 converts the DC power on the intermediate DC bus into AC power; the AC power is fed back to the first secondary winding through the first primary winding of the three-winding transformer 400 so as to supply power to the AC electrical equipment through the AC load bus; the AC power is fed back to the second secondary winding through the first primary winding of the three-winding transformer 400; the bidirectional charger 500 is controlled to be in rectification mode so as to convert AC power into DC power to charge the battery and supply power to the DC load.

[0084] like Figure 2 As shown, the four-quadrant rectifier rectifies the AC25kV AC power into 1800V DC power to power the traction inverter and auxiliary inverter. The traction inverter inverts the DC power into a three-phase AC power with variable voltage and frequency to drive the traction motor. The output of the auxiliary inverter powers the AC electrical equipment and the bidirectional charger respectively through a three-winding transformer.

[0085] like Figure 3 The diagram shown is a schematic representation of the current flow in the traction main circuit for self-propelled vehicles under self-propelled operating conditions provided in an embodiment of this application.

[0086] like Figure 3 As shown, if the train is detected to be in autonomous driving mode, the bidirectional charger is controlled to switch to inverter mode to convert the DC power output from the battery into AC power; the AC power is fed back to the first primary winding through the second secondary winding of the three-winding transformer; the AC power is fed back to the AC load bus through the first secondary winding of the three-winding transformer so as to supply power to the AC electrical equipment through the AC load bus; the auxiliary inverter is controlled to switch to uncontrolled rectification mode to convert the AC power into DC power and feed it back to the intermediate DC bus so as to supply power to the traction inverter through the intermediate DC bus.

[0087] like Figure 3 As shown, the auxiliary battery's DC 110V low-voltage power supply is inverted by a bidirectional charger to provide AC power to the second secondary winding of the three-winding transformer. After transformation by the three-winding transformer, the power is split into two paths. The first secondary winding provides AC 380V power to AC-powered equipment such as the traction system and cooling system, while other AC loads are disabled through network control. The primary winding provides DC power to the traction inverter via uncontrolled rectification by the auxiliary inverter, thereby driving the traction motor.

[0088] For example, the AC power supply voltage output from the first secondary winding of a three-winding transformer is AC380V.

[0089] For example, the output of the first primary winding of a three-winding transformer can be boosted to DC 900V via uncontrolled rectification by an auxiliary inverter.

[0090] Combination Figure 2 and Figure 3 As can be seen, the AC-DC conversion module of the bidirectional charger in this application can realize bidirectional energy flow between AC and DC, and the bidirectional charger does not need to include a DC-DC conversion module. That is, no additional module is required.

[0091] like Figure 2 and Figure 3 As shown, the traction main circuit for train self-propelled travel may also include components such as capacitors and inductors.

[0092] pass Figure 2 and Figure 3 As can be seen, this application achieves bidirectional energy flow at multiple ports through a three-winding transformer. During self-propelled operation, the bidirectional charger switches to inverter mode, converting the auxiliary 110V DC power into AC power, which is then supplied to the second secondary winding of the three-winding transformer. After transformation by the three-winding transformer, the AC power is split into two paths: the first path directly supplies power to AC equipment such as the traction cooling fan, ensuring the long-term operation of the traction equipment; the second path feeds back the AC power to the primary winding of the three-winding transformer, supplying power to the DC side of the traction converter through an auxiliary inverter in uncontrolled rectifier mode, driving the traction motor, and realizing the train's self-propelled function.

[0093] like Figure 4 The diagram shown is a flowchart of a train self-propelled control method provided in an embodiment of this application. The method is applied to the traction main circuit for train self-propelled operation and can be applied to a controller. The method includes the following steps S401 to S403 during implementation.

[0094] Step S401: If the train is detected to be in self-propelled mode, control the bidirectional charger to be in inverter mode so as to convert the DC power output from the battery into AC power.

[0095] Step S402: AC power is fed back to the first primary winding through the second secondary winding of the three-winding transformer; AC power is fed back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0096] For example, approximately 78V of AC power is fed back to the first primary winding through the second secondary winding of the three-winding transformer to obtain a voltage of approximately 660V; approximately 380V of AC power is fed back to the AC load bus through the first secondary winding of the three-winding transformer.

[0097] Step S403: Switch the auxiliary inverter to uncontrolled rectification mode to convert AC power into DC power and feed it back to the intermediate DC bus so as to supply power to the traction inverter through the intermediate DC bus.

[0098] For example, the auxiliary inverter switches to uncontrolled rectification mode to convert approximately 900V of AC power to DC power.

[0099] This application provides bidirectional energy flow through a three-winding transformer. The auxiliary battery is boosted in two stages via the three-winding transformer and the uncontrolled rectification of the auxiliary inverter, which can provide higher voltage to the traction converter, improve the train's self-propelled traction, enhance the train's climbing ability, and enable the train to run at higher speeds, such as up to 30 km / h. In contrast, in related technologies, the train speed is generally lower than 5 km / h when the auxiliary battery is used for direct traction.

[0100] This application can provide AC power to the cooling system of the traction converter, support the long-term operation of the traction converter without overheating, enable long-distance train operation (>5km), and meet the needs of urban train operation scenarios.

[0101] Compared with related technologies, this application uses a bidirectional charger instead of a conventional unidirectional charger, and innovatively uses a three-winding transformer instead of a conventional two-winding power frequency transformer. Multi-port energy flow is achieved through the rectification / inversion control of the bidirectional charger. Compared to solutions requiring additional power batteries and charging, the equipment is lighter and occupies less space.

[0102] This application only requires increasing the battery capacity without adding an additional power battery. The battery voltage is low, resulting in higher safety. In normal operating mode, the battery can also be used to power low-voltage DC equipment, thus increasing its utilization rate.

[0103] The above describes a train autonomous driving control method provided by the embodiments of this application. The following will describe the apparatus for performing the above-described train autonomous driving control method.

[0104] Please see Figure 5 , Figure 5 This is a schematic diagram of a train self-propelled control device provided in an embodiment of this application. Figure 5 As shown, the train self-propelled control device includes:

[0105] The first control module 501 is used to control the bidirectional charger to be in inverter mode if the train is detected to be in self-propelled mode, so as to convert the DC power output by the battery into AC power.

[0106] The second control module 502 is used to feed AC power back to the first primary winding through the second secondary winding of the three-winding transformer; and to feed AC power back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0107] The third control module 503 is used to switch to uncontrolled rectification mode through the auxiliary inverter in order to convert AC power into DC power and feed it back to the intermediate DC bus so as to supply power to the traction inverter through the intermediate DC bus.

[0108] One possible implementation also includes:

[0109] The fourth control module is used to control the auxiliary inverter to switch to inverter mode if the train is detected to be in normal operating condition, so that the auxiliary inverter can convert the DC power on the intermediate DC bus into AC power.

[0110] The fifth control module is used to feed AC power back to the first secondary winding through the first primary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus.

[0111] The sixth control module is used to feed AC power back to the second secondary winding through the first primary winding of the three-winding transformer;

[0112] The seventh control module is used to control the bidirectional charger to be in rectification mode so as to convert AC power into DC power to charge the battery and power low-voltage DC equipment.

[0113] This application also provides an electronic device in its embodiments. (See reference...) Figure 6 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 6 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0114] like Figure 6As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0115] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 6 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0116] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the train autonomous driving control methods provided in this application.

[0117] This application also provides a computer-readable storage medium that carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the train self-driving control methods provided in this application.

[0118] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0119] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0120] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0121] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A traction main circuit for self-propelled train operation, characterized in that, include: The system includes a four-quadrant rectifier, traction inverter, auxiliary inverter, three-winding transformer, bidirectional charger, battery, and traction motor; among which... The input terminal of the four-quadrant rectifier is connected to the contact network through the main transformer, and the output terminal of the four-quadrant rectifier is connected to the intermediate DC bus. The input terminal of the traction inverter is connected to the intermediate DC bus, and the output terminal of the traction inverter is connected to the traction motor. The input terminal of the auxiliary inverter is connected to the intermediate DC bus, and the output terminal of the auxiliary inverter is connected to the primary winding of the three-winding transformer. The first secondary winding of the three-winding transformer is connected to the AC load bus, which is connected to the AC electrical equipment on the train; the second secondary winding of the three-winding transformer is connected to the AC terminal of the bidirectional charger. The DC end of the bidirectional charger is connected to the battery and the DC load bus, and the DC load bus is connected to the low-voltage DC equipment on the train. Under self-propelled operation, the bidirectional charger is in inverter mode, the battery is in discharge mode, and the auxiliary inverter is in uncontrolled rectification mode; under normal operation, the bidirectional charger is in rectification mode, the battery is in charging mode, and the auxiliary inverter is in inverter mode.

2. The train self-propelled traction main circuit according to claim 1, characterized in that, The number of the four-quadrant rectifiers is one or more, and the number of the traction inverters is one or more.

3. The train self-propelled traction main circuit according to claim 1 or 2, characterized in that, The contact network is an AC25kV contact network, or the battery is a 110V battery, or the intermediate DC bus is a DC1800V DC bus.

4. A method for controlling the autonomous movement of a train, characterized in that, The train self-propelled traction main circuit as described in any one of claims 1 to 3, wherein the train self-propelled control method comprises: If the train is detected to be in autonomous driving mode, the bidirectional charger is controlled to switch to inverter mode so as to convert the DC power output from the battery into AC power. AC power is fed back to the first primary winding through the second secondary winding of the three-winding transformer; AC power is fed back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus. The auxiliary inverter switches to uncontrolled rectification mode to convert AC power into DC power and feed it back to the intermediate DC bus so that the traction inverter can be powered through the intermediate DC bus.

5. The train self-propelled control method according to claim 4, characterized in that, Also includes: If the train is detected to be in normal operating condition, the auxiliary inverter is controlled to switch to inverter mode so that the auxiliary inverter can convert the DC power on the intermediate DC bus into AC power. AC power is fed back to the first secondary winding through the first primary winding of the three-winding transformer so as to supply power to the AC electrical equipment through the AC load bus. The alternating current is fed back to the second secondary winding through the first primary winding of the three-winding transformer; The bidirectional charger is controlled to be in rectification mode so as to convert AC power into DC power and charge the battery and power the low-voltage DC equipment.

6. A train self-propelled control device, characterized in that, The train self-propelled traction main circuit as described in any one of claims 1 to 3, wherein the train self-propelled control device comprises: The first control module is used to control the bidirectional charger to be in inverter mode so as to convert the DC power output by the battery into AC power. The second control module is used to feed AC power back to the first primary winding through the second secondary winding of the three-winding transformer; and to feed AC power back to the AC load bus through the first secondary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus. The third control module is used to control the auxiliary inverter to switch to uncontrolled rectification mode so as to convert AC power into DC power and feed it back to the intermediate DC bus so as to supply power to the traction inverter through the intermediate DC bus.

7. The train self-propelled control device according to claim 6, characterized in that, Also includes: The fourth control module is used to control the auxiliary inverter to switch to inverter mode if the train is detected to be in normal operating condition, so that the auxiliary inverter can convert the DC power on the intermediate DC bus into AC power. The fifth control module is used to feed AC power back to the first secondary winding through the first primary winding of the three-winding transformer, so as to supply power to the AC electrical equipment through the AC load bus. The sixth control module is used to feed AC power back to the second secondary winding through the first primary winding of the three-winding transformer; The seventh control module is used to control the bidirectional charger to be in rectification mode so as to convert AC power into DC power to charge the battery and power the low-voltage DC equipment.

8. A computer program product, characterized in that, It includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the train autonomous driving control method as described in any one of claims 4 to 5.

9. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the train self-propelled control method as described in any one of claims 4 to 5.

10. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the train autonomous driving control method as described in any one of claims 4 to 5.

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