Locomotive traction auxiliary system, traction auxiliary converter cabinet and traction locomotive

Abstract

This application provides a locomotive traction auxiliary system, a traction auxiliary converter cabinet, and a traction locomotive. The locomotive traction auxiliary system includes: a first power source comprising multiple power batteries; multiple first power units disposed between the first power source and a DC bus for generating a first DC voltage based on a first input voltage; multiple second power units connected to the DC bus for generating a traction AC voltage based on the first DC voltage; a third power unit connected to the DC bus for operating in inverter mode or converter mode, depending on the type of the second power source, to generate the first DC voltage based on a second input voltage provided by the second power source, when connected to the second power source; and a fourth power unit connected to the DC bus for generating the first DC voltage based on a third input voltage provided by the third power source, when connected to the third power source, wherein the third power source is a power battery.

Description

Technical Field

[0001] This application relates to rail transit technology, and more particularly to a locomotive traction auxiliary system, a traction auxiliary converter cabinet, and a traction locomotive. Background Technology

[0002] The traction auxiliary system is an important component of rail trains, mainly consisting of the traction inverter system and the auxiliary inverter system. The traction inverter system primarily provides traction and electric braking force to the train to achieve traction and braking; the auxiliary inverter system mainly supplies power to onboard auxiliary equipment such as air conditioning and lighting.

[0003] As the rail transit industry moves towards green and low-carbon development, new energy locomotives are gradually becoming a focus of research and application. In new energy locomotive systems, the configuration of the traction auxiliary system plays a crucial role in overall vehicle performance, energy efficiency, and operational stability. Current technologies typically use power batteries as the primary power source, with voltage conversion and energy management achieved through power units. Some solutions introduce multiple power sources, such as fuel cells or generators, to enhance energy diversity and range, and use different power units for power conversion and control to meet the drive requirements of the traction motor.

[0004] However, the functional division of power units in existing technologies is relatively fixed, making it difficult to flexibly adapt to the input characteristics of various power sources, and lacking an efficient and stable energy integration mechanism when switching between different power sources. Furthermore, in scenarios involving the coordinated operation of multiple types of power supplies, the overall energy utilization and response speed of the system still need improvement. Summary of the Invention

[0005] This application provides a locomotive traction assistance system, a traction assistance converter cabinet, and a traction locomotive. The technical solution of this application is implemented as follows: In a first aspect, a locomotive traction assistance system is provided, comprising: a first power source including a plurality of power batteries; a plurality of first power units disposed between the first power source and a DC bus, for generating a first DC voltage based on a first input voltage of the first power source; a plurality of second power units connected to the DC bus, for generating a traction AC voltage based on the first DC voltage to drive the locomotive's traction motor; a third power unit connected to the DC bus, for operating in inverter mode or converter mode according to the type of the second power source when connected to the second power source, to generate the first DC voltage based on a second input voltage provided by the second power source, wherein the second power source includes at least one of a fuel cell, a generator, and power batteries; and a fourth power unit connected to the DC bus, for generating the first DC voltage based on a third input voltage provided by the third power source when connected to the third power source, wherein the third power source is a power battery.

[0006] The above technical solution integrates multiple power sources such as power batteries, fuel cells, generators, and multiple power units, enabling flexible adaptation to operational needs under different energy supply conditions. Simultaneously, by controlling the operating modes of the third and fourth power units, the system can switch according to the characteristics of different power sources, thereby achieving a stable supply of DC bus voltage. This design effectively improves system compatibility and scalability, reduces redundant development costs due to different configurations, and enhances overall system efficiency and economy. Compared to existing technologies that require designing a separate system for each power combination, this significantly reduces system complexity and maintenance difficulty.

[0007] In some embodiments, the locomotive traction assistance system further includes a control unit connected to the plurality of first power units, the plurality of second power units, the third power unit, and the fourth power unit, for: controlling the third power unit to operate in converter mode to boost the second input voltage to the first DC voltage when the second power source is a fuel cell or a power battery; controlling the third power unit to operate in inverter mode to invert the second input voltage to the first DC voltage when the second power source is a generator; and controlling the fourth power unit to operate so that the fourth power unit boosts the third input voltage to the first DC voltage when the third power source is connected to the fourth power unit.

[0008] Based on the aforementioned technical means, the power conversion process is automated and highly efficient through intelligent control of the power unit's operating mode when different power sources are connected. Specifically, when the second power source is a fuel cell or power battery, a converter mode is used to increase the voltage, while when the second power source is a generator, an inverter mode is used to adapt to its output form, thereby ensuring the consistency and stability of the DC bus voltage. Furthermore, when a third power source is connected to the fourth power unit, the voltage regulation function can also be automatically completed, further enhancing the system's adaptive capability and avoiding the delays and errors caused by traditional manual judgment and switching.

[0009] In some embodiments, the locomotive traction assistance system further includes a plurality of fifth power units; the plurality of fifth power units are connected to the DC bus and the control unit, and the control unit is further configured to: control the switching devices in the plurality of fifth power units to enable the fifth power units to generate an auxiliary AC voltage based on the first DC voltage to supply power to the auxiliary electrical units in the locomotive; wherein the auxiliary electrical units include at least one of an air compressor, an air compressor preheating unit, a traction fan, a battery thermal protection unit, a power valve fan, an air conditioner, a low-voltage power supply unit, a power pack preheating unit, and a reinforced cold-weather protection unit.

[0010] Based on the aforementioned technical methods, by introducing multiple fifth power units and cooperating with the DC bus and control unit, efficient power supply to the auxiliary electrical units is achieved. This technical solution simplifies the wiring structure of the auxiliary system and can also coordinate the operating status of each power unit through a unified control unit, thereby improving energy utilization efficiency. Since the auxiliary electrical units are diverse and have significant power consumption differences, this method allows for more rational load allocation, reduces energy loss, and ensures that critical equipment always receives stable power support, offering greater flexibility and reliability compared to traditional distributed power supply methods.

[0011] In some embodiments, when the DC bus is connected to an external high-voltage charging unit, the control unit is further configured to: control the plurality of first power units to operate in a charging mode to charge the first power source based on a first charging voltage provided by the external high-voltage charging unit; and, when the second power source is a power battery, control the third power unit to operate in a charging mode to charge the second power source based on the first charging voltage; and, when the third power source is connected to the fourth power unit, control the fourth power unit to operate in a charging mode to charge the third power source based on the first charging voltage.

[0012] Based on the aforementioned technical means, the operation of multiple power units in charging mode is scheduled by the control unit, realizing simultaneous charging management of multiple power sources. This design fully utilizes the DC bus as an intermediate platform, enabling the first, second, and third power sources to complete charging operations through the same charging interface and circuit path. This avoids the problem of needing to configure a separate charging device for each power source in the traditional way, thereby reducing system complexity and hardware costs, and improving the integration and versatility of the overall system.

[0013] In some embodiments, the auxiliary electrical unit further includes a battery, and the locomotive traction assistance system further includes a low-voltage charging circuit disposed between the fifth power unit and the battery, for: charging the battery based on the auxiliary AC voltage; and, when connected to an external low-voltage charging unit, charging the battery based on a second charging voltage provided by the external low-voltage charging unit.

[0014] Based on the aforementioned technical means, a dual charging path for the battery is achieved by setting up a low-voltage charging circuit between the fifth power unit and the battery. On one hand, internal charging can be performed via auxiliary AC voltage; on the other hand, external supplementary charging can be performed via an external low-voltage charging unit. This dual-channel charging mechanism not only improves the battery's availability and range but also enhances the emergency response capability of the entire system. Especially when external charging facilities are limited, it can still ensure the normal operation of basic functions, making it safer and more reliable than a single charging method.

[0015] In some embodiments, the DC bus includes a positive DC bus and a negative DC bus, and the locomotive traction auxiliary system further includes a supporting capacitor disposed between the positive DC bus and the negative DC bus.

[0016] In this embodiment, the DC bus is divided into a positive DC bus and a negative DC bus, and a supporting capacitor is set between the positive and negative DC buses. The supporting capacitor enables stable control of the DC voltage. Due to the supporting capacitor, the system can reduce its sensitivity to transient disturbances, and the traction auxiliary system can improve its reliability and operating efficiency.

[0017] In some embodiments, the locomotive traction assistance system further includes a heat dissipation unit connected to the fifth power unit, which operates under the drive of the auxiliary AC voltage to dissipate heat from the multiple power units in the locomotive traction assistance system.

[0018] By connecting the heat dissipation unit to the fifth power unit and driving its operation with an auxiliary AC voltage, active cooling of the power unit is achieved. This design can dissipate heat promptly during long-term high-load operation of the power unit, thereby extending its service life and reducing the failure rate.

[0019] Secondly, a traction auxiliary converter cabinet is provided, comprising: a cabinet frame, including a first region, a second region, and a third region spaced apart from bottom to top along the height direction; an interface unit disposed in the first region, including multiple first input interfaces, a second input interface, a third input interface, and multiple traction output interfaces; a power module disposed in the second region, including multiple first power units, multiple second power units, a third power unit, and a fourth power unit; a DC bus; wherein the multiple first power units are connected to the multiple first input interfaces and the DC bus, and are used to generate a first DC voltage based on a first input voltage of the first power source when a first power source is connected to the first input interface, the power source including multiple power batteries; the multiple second power units are connected to the DC bus and the multiple traction output interfaces. The system comprises: a first input interface for generating a traction AC voltage based on the first DC voltage; a traction output interface for outputting the traction AC voltage; a third power unit connected to the plurality of second input interfaces and the DC bus, used to operate in inverter mode or converter mode according to the type of the second power source when a second power source is connected to the second input interface, to generate the first DC voltage based on the second input voltage provided by the second power source, wherein the second power source includes at least one of a fuel cell, a generator, and a power battery; and a fourth power unit connected to the third input interface and the DC bus, used to generate the first DC voltage based on the third input voltage provided by the third power source when a third power source is connected to the third input interface, wherein the third power source is a power battery.

[0020] Based on the aforementioned technical methods, by dividing the cabinet frame into multiple functional areas and systematically arranging various interfaces and power modules, a modular and standardized design of the traction auxiliary system is achieved, improving the compactness and reliability of the traction auxiliary converter cabinet. The compatibility and flexible configuration of various interfaces, different power modules, and different power sources enable the traction auxiliary converter cabinet to meet the energy supply needs of different application scenarios. Simultaneously, this simplified design reduces the design cost of the traction auxiliary converter cabinet and new energy locomotive products.

[0021] In some embodiments, the traction auxiliary converter cabinet further includes: a control unit disposed in the third region and connected to the power module, configured to: control the third power unit to operate in converter mode to boost the second input voltage to the first DC voltage when the second power source is a fuel cell or a power battery; control the third power unit to operate in inverter mode to invert the second input voltage to the first DC voltage when the second power source is a generator; and control the fourth power unit to operate when the third power source is connected to the fourth power unit so that the fourth power unit boosts the third input voltage to the first DC voltage.

[0022] Based on the aforementioned technical means, the design of the control unit dynamically switching the working modes of the third power unit and the fourth power unit according to different power source types can effectively improve the adaptability and stability of the new energy vehicle platform, enhance voltage matching and system compatibility under multiple power source inputs, and thus reduce the overall system design cost.

[0023] In some embodiments, the power module further includes a plurality of fifth power units, and the interface unit further includes a plurality of auxiliary interfaces. The auxiliary interfaces are used to connect to auxiliary electrical units in the locomotive. The plurality of fifth power units are connected to the DC bus and the plurality of auxiliary interfaces. The control unit is also connected to the plurality of fifth power units and is used to control the switching devices in the plurality of fifth power units to generate an auxiliary AC voltage based on the first DC voltage. The auxiliary interfaces are used to output the auxiliary AC voltage to power the auxiliary electrical units. The auxiliary electrical units include at least one of an air compressor, an air compressor preheating unit, a traction fan, a battery thermal protection unit, a power valve fan, an air conditioner, a low-voltage power supply unit, a power pack preheating unit, and a reinforced cold-weather protection unit.

[0024] Based on the above technical means, by integrating multiple fifth power units and multiple auxiliary interfaces in the traction auxiliary converter cabinet, and with the intelligent control of the control unit, the system realizes multi-channel, efficient and flexible power supply to the auxiliary electrical units.

[0025] In some embodiments, the interface unit further includes a plurality of high-voltage charging interfaces connected to the DC bus; when an external high-voltage charging unit is connected to the high-voltage charging interface, the control unit is further configured to: control the plurality of first power units to operate in a charging mode to charge the first power source based on a first charging voltage provided by the external high-voltage charging unit; and, when the second power source is a power battery, control the third power unit to operate in a charging mode to charge the second power source based on the first charging voltage; and, when the third power source is connected to the fourth power unit, control the fourth power unit to operate in a charging mode to charge the third power source based on the first charging voltage.

[0026] In summary, by introducing multiple high-voltage charging interfaces and corresponding control logic in this embodiment, efficient charging management of multiple power sources is achieved, which can improve the system's compatibility and flexibility to support the rapid energy replenishment needs under different power levels and power combinations.

[0027] In some embodiments, the traction auxiliary converter cabinet further includes a low-voltage charging module disposed in the third region and connected to the fifth power unit, for charging the battery based on the auxiliary AC voltage when the auxiliary interface is connected to a battery; the interface unit further includes a low-voltage charging interface connected to the low-voltage charging module, the low-voltage charging module being used to charge the battery based on a second charging voltage provided by the external low-voltage charging unit when the low-voltage charging interface is connected to an external low-voltage charging unit.

[0028] Based on the above technical means, by adding a low-voltage charging module, a low-voltage charging interface, and supporting external low-voltage charging units, a diversified and flexible charging solution for batteries has been achieved.

[0029] In some embodiments, the DC bus includes a positive DC bus and a negative DC bus, and the power module further includes a supporting capacitor disposed between the positive DC bus and the negative DC bus.

[0030] In some embodiments, the locomotive traction assistance system is characterized by further including a heat dissipation unit, the heat dissipation unit including a heat dissipation duct and a heat dissipation fan, the heat dissipation duct covering the second region and the third region, and the heat dissipation fan being connected to the fifth power unit for operating under the drive of the auxiliary AC voltage to dissipate heat from the second region and the third region.

[0031] In some embodiments, the first region includes a high-voltage interface region and a low-voltage interface region that are spaced apart. The first input interface, the second input interface, the third input interface, the traction output interface, and the high-voltage charging interface are disposed in the high-voltage interface region, and the auxiliary interface is disposed in the low-voltage interface region.

[0032] Thirdly, a traction locomotive is provided, including the locomotive traction auxiliary system as described in the first aspect, or including the traction auxiliary converter cabinet as described in the second aspect. Attached Figure Description

[0033] Figure 1 This is a circuit topology diagram of a traction auxiliary system that uses a diesel generator and a power battery as power sources in related technologies. Figure 2 This is a circuit topology diagram of a traction auxiliary system that uses a pure power battery as a power source in related technologies; Figure 3 This is a circuit topology diagram of a traction auxiliary system that uses hydrogen fuel cells and power batteries as power sources in related technologies. Figure 4 This is a schematic principle of the locomotive traction assistance system provided in the embodiments of this application. Figure 1 ; Figure 5 yes Figure 4 Circuit topology diagram of the locomotive traction auxiliary system in the image; Figure 6 This is a schematic principle of the locomotive traction assistance system provided in the embodiments of this application. Figure 2 ; Figure 7 This is a schematic principle of the locomotive traction assistance system provided in the embodiments of this application. Figure 3 ; Figure 8 This is a schematic principle of the locomotive traction assistance system provided in the embodiments of this application. Figure 4 ; Figure 9 This is a schematic structural diagram of the traction auxiliary converter cabinet provided in the embodiments of this application; Figure 10 yes Figure 9 A front view of the traction auxiliary converter cabinet in the middle; Figure 11 yes Figure 9 Rear view of the traction auxiliary converter cabinet in the middle; Figure 12 yes Figure 9 The circuit topology diagram of the traction auxiliary converter cabinet in the circuit; Figure 13 This is a structural schematic diagram of the locomotive provided in the embodiments of this application. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0035] The traction auxiliary system is an important component of rail trains, mainly consisting of the traction inverter system and the auxiliary inverter system. The traction inverter system primarily provides traction and electric braking force to the train to achieve traction and braking; the auxiliary inverter system mainly supplies power to onboard auxiliary equipment such as air conditioning and lighting.

[0036] As the rail transit industry moves towards green and low-carbon development, new energy locomotives are gradually becoming a focus of research and application. In new energy locomotive systems, the configuration of the traction auxiliary system plays a crucial role in overall vehicle performance, energy efficiency, and operational stability. Current technologies typically use power batteries as the primary power source, with voltage conversion and energy management achieved through power units. Some solutions introduce multiple power sources, such as fuel cells or generators, to enhance energy diversity and range, and use different power units for power conversion and control to meet the drive requirements of the traction motor.

[0037] The following section takes the traction auxiliary system of a certain type of locomotive in the relevant technology as an example to explain in detail the technical problems it has.

[0038] Figures 1-3 This is a main circuit topology diagram of a locomotive traction auxiliary system in related technologies. The locomotive can be adapted to three power sources: power battery, fuel cell and diesel generator. Furthermore, it can output different power levels depending on the number of power batteries configured.

[0039] Figure 1 The circuit topology of a traction assist system 100, which uses a diesel generator and a power battery as power sources, is shown. The traction assist system 100 includes two power battery units 110 and a diesel generator 120.

[0040] The two power battery devices 110 are respectively connected to two first rectifier modules 131, which can boost the DC power output of the power battery 110 from 530V-785V to 870V.

[0041] The output terminal of the first rectifier module 131 is connected to the DC bus 140 to output the aforementioned 870V DC power to the DC bus.

[0042] The diesel generator 120 is connected to the second rectifier module 132. The output terminal of the second rectifier module 132 is connected to the DC bus, which can convert the 680V AC power output by the diesel generator 120 into 870V DC power.

[0043] The input terminals of multiple first inverter units 133 are connected to the DC bus 140, and their output terminals are respectively connected to multiple traction motors 150. The first inverter units 133 can invert the 870V DC power on the DC bus into a three-phase VVVF voltage to power the traction motors 150. The number of the aforementioned multiple first inverter units 133 can be, for example, [number missing]. Figure 1 The six shown.

[0044] Multiple second inverter units 134 have their input terminals connected to the DC bus 140 and their output terminals connected to the downstream auxiliary load. The second inverter units 134 draw power from the intermediate DC circuit through their connection to the DC bus 140, converting 870V DC power into 380V / 50Hz AC power. The number of the aforementioned second inverter units 134 can be... Figure 1 The four shown in the image.

[0045] The aforementioned traction auxiliary circuit, equipped with two power batteries 110 and one diesel generator 120, can support a locomotive system platform with a power rating of 2000kW. If the number of power batteries 110 is reduced to one, it can support a locomotive system platform with a power rating of 1500kW.

[0046] Figure 2 This is the circuit topology diagram of a traction assist system 200 that uses a pure power battery as its power source. (And...) Figure 1 The difference between the diesel generator + power battery shown is that... Figure 2 The traction assist system 200 shown is equipped with four power batteries 110. Each power battery 110 is connected to a first rectifier module 131. The multiple first rectifier modules 131 boost the voltage output by the power battery 120 to 870V and output it to the DC bus 140. Figure 2 The connection relationships and functions of other parts in the text are related to... Figure 1 The same applies, and will not be elaborated further here.

[0047] Figure 2 The traction auxiliary circuit shown has four power batteries and can support a locomotive system platform with a power level of 2000kW. If the four power batteries are reduced to three, the traction auxiliary circuit can support a locomotive system platform with a power level of 1500kW.

[0048] Figure 3This is a circuit diagram of a traction assist system that uses hydrogen fuel cells and power batteries as power sources. In this case, the traction assist system includes two power batteries 110 and two hydrogen fuel cells 310.

[0049] Two power batteries 110 are connected to two first rectifier modules 131 respectively. The multiple first rectifier modules 131 boost the voltage output by the power batteries 110 to 870V and output it to the DC bus. Two hydrogen fuel cells 310 are connected to the DC bus 140 to directly output 870V DC power to the DC bus 140. Figure 3 The connection relationships and functions of other parts in the text are related to... Figure 1 The same applies, and will not be elaborated further here.

[0050] It is also understandable that Figure 3 The traction auxiliary circuit in the system can support a locomotive system platform with a power level of 2000kW, and when the power battery is reduced to one, it can support a locomotive system platform with a power level of 1500kW.

[0051] from Figures 1-3 As can be seen from the related technical solutions shown, the system parameters, functions, main circuit topology, and electrical interface configuration requirements and system configurations of the traction inverter system vary significantly under different power sources and power levels. More specifically, the above technical solutions have the following problems: 1) At present, there are many types of new energy hybrid vehicles, with different functional requirements, different vehicle layouts, many specifications and models of core components, long product development cycles, high prices, and low reliability. 2) The system has various power supply methods, and the shaft power, battery power, main generator power, auxiliary load and charger power of the system are different, and the requirements are different; 3) The main circuit topology, bus voltage, and number of drive motors of existing new energy locomotive systems are all different; 4) Existing new energy locomotives have inconsistent mechanical dimensions, electrical interfaces, and weight parameters; 5) The product components have a wide variety of types, specifications, and models, resulting in a large number of spare parts and a large amount of inventory backlog in the factory. This is not conducive to the reuse of products and leads to high design costs.

[0052] 6) The product components have low requirements for interchangeability, simplification, and standardization in design, resulting in low component reliability and reduced system reliability.

[0053] In view of the above problems, this application provides a locomotive traction auxiliary system, a traction auxiliary converter cabinet, and a traction locomotive. This locomotive traction auxiliary system is compatible with new energy locomotive platforms of different power sources and power levels, realizing bidirectional energy conversion and releasing excess energy in the intermediate circuit. The technical solution of this application will be described in detail below with reference to the accompanying drawings.

[0054] Figure 4 This is a schematic diagram of the locomotive traction assistance system provided in the embodiments of this application. Figure 5 yes Figure 4 The corresponding circuit topology diagram.

[0055] The locomotive traction assistance system 400 provided in this application embodiment includes a first power source 410, a first power unit 420, a DC bus 430, a second power unit 440, a third power unit 450, and a fourth power unit 460.

[0056] The first power source 410, also known as the power battery pack, includes multiple power batteries 411, used to provide the main energy input for the locomotive. For example, the first power source 410 can provide a DC output voltage of 530V-785V. In practical applications, the power batteries in the first power source 410 can be lithium-ion batteries, lithium iron phosphate batteries, or other types with high energy density and cycle life.

[0057] The first power unit 420 is located between the first power source 410 and the DC bus 430. As an energy conversion module, its main function is to boost the first input voltage (e.g., DC530V-785V) output by the first power source 410 to the first DC voltage (e.g., DC870V) so as to supply the traction inverter or other loads.

[0058] The first power unit 420 is typically composed of a DC / DC converter, which includes switching devices (such as IGBTs), inductors, capacitors and other components. The DC / DC converter can achieve voltage regulation and energy transfer through PWM control technology.

[0059] In practical implementation, the parallel design of the aforementioned multiple first power units 420 can increase the overall power capacity of the system and enhance its flexibility and scalability. For example, on a 1500kW platform, only 3 sets of power batteries and 2 DC / DC converters are needed to meet the requirements, while a 2000kW platform requires 4 sets of power batteries and 4 DC / DC converters. Through simplified design, compatibility between different power levels can be achieved.

[0060] Multiple second power units 440 are connected to the DC bus 430 to generate traction AC voltage based on the first DC voltage to drive the locomotive's traction motor.

[0061] The second power unit 440 is a core component used to invert the DC voltage (e.g., DC 870V) on the DC bus 430 into a three-phase AC voltage (e.g., VVVF) to drive the traction motor. The second power unit 440 typically consists of a traction inverter, which integrates multiple IGBT modules and uses pulse width modulation (PWM) technology to regulate frequency and voltage, thereby meeting the torque and speed requirements of the traction motor under different operating conditions. The traction motor can be an asynchronous motor or a permanent magnet synchronous motor; this embodiment does not limit its use.

[0062] The third power unit 450 is connected to the DC bus 430 and is used to operate in inverter mode or converter mode depending on the type of the second power source when connected to the second power source, so as to generate a first DC voltage based on the second input voltage provided by the second power source.

[0063] In the technical solution of this application, the third power unit 450 is a multi-functional processing module. The function of the third power unit 450 is to automatically switch the working mode according to the type of the second power source (such as a generator or fuel cell) to realize different energy conversion methods.

[0064] For example, when the second power source is a generator, the third power unit 450 can operate in rectification mode, rectifying the three-phase AC power (e.g., AC680V) output by the generator into DC voltage (e.g., DC870V), and connecting this DC voltage to the DC bus 430. When the second power source is a fuel cell, the third power unit 450 operates in converter mode, connecting the DC power output by the fuel cell to the DC bus 430. When the second power source is a power battery, the third power unit 450 operates in converter mode, boosting the DC power output by the power battery before connecting it to the DC bus 430. The intelligent switching mechanism of the third power unit 450 enables the system to flexibly adapt to different types of external energy input, thereby improving energy utilization efficiency and system compatibility.

[0065] The fourth power unit 460 is connected to the DC bus 430 and is used to generate a first DC voltage based on the third input voltage provided by the third power source when connected to the third power source.

[0066] In the technical solution of this application, the main function of the fourth power unit 460 is to boost the input voltage (e.g., DC530V-785V) provided by the third power source (e.g., another set of power batteries) to a standard DC voltage (e.g., DC870V) to supplement the power supply of the DC bus 430. Unlike the aforementioned first power unit 420, the fourth power unit 460 is used to expand the system capacity and enhance redundancy, and is particularly suitable for high-power traction auxiliary systems.

[0067] The addition of the fourth power unit 460 not only increases the total output power of the system but also enhances its fault tolerance and operational stability. For example, if one power unit fails, other power units can take over its function, thus preventing system interruption. Furthermore, through modular design and standardized interfaces, the fourth power unit 460 can be interchanged with other power units, significantly reducing the number of spare parts and maintenance costs.

[0068] In summary, the above technical solution integrates multiple power sources such as power batteries, fuel cells, generators, and multiple power units, enabling flexible adaptation to operational needs under different energy supply conditions. Furthermore, by controlling the operating modes of the third and fourth power units, the system can switch according to the characteristics of different power sources, thereby achieving a stable supply of DC bus voltage. This design effectively improves system compatibility and scalability, reduces redundant development costs due to different configurations, and enhances overall system efficiency and economy. Compared to existing technologies that require designing a separate system for each power combination, this significantly reduces system complexity and maintenance difficulty.

[0069] In some embodiments, participate Figure 6 The locomotive traction assistance system 400 also includes a control unit 470. The control unit 470 is connected to the first power unit 420, the second power unit 440, the third power unit 450, and the fourth power unit 460, and is used to centrally control and coordinate the operation of each power unit in the system.

[0070] More specifically, the control unit 470 is configured to: control the third power unit 450 to operate in converter mode when the second power source is a fuel cell or a power battery, so as to boost the second input voltage to the first DC voltage; control the third power unit 450 to operate in inverter mode when the second power source is a generator, so as to invert the second input voltage to the first DC voltage; and control the fourth power unit 460 to operate in converter mode when the third power source is connected to the fourth power unit 460, so that the fourth power unit 460 boosts the third input voltage to the first DC voltage.

[0071] The converter mode refers to the power conversion method that converts alternating current (AC) to direct current (DC). In this embodiment, when the second power source is a fuel cell or a power battery, the output of the second power source is DC, but the voltage level may be low. Therefore, the system needs to perform a boost process through the third power unit 450 to make the third power unit 450 reach the first DC voltage (e.g., DC 870V) required by the intermediate DC bus 430. The boost process of the third power unit 450 is usually implemented by a DC / DC converter. The core function of the DC / DC converter is to boost the voltage and maintain a stable DC output for use by the traction inverter.

[0072] Inverter mode refers to the process of converting alternating current (AC) to direct current (DC). In the embodiment of the application, when the second power source is a generator, the generator output is three-phase AC (e.g., AC 680V), which needs to be rectified into DC by the third power unit 450 and regulated to the voltage required by the intermediate DC bus 430 (e.g., DC 870V). The function of the rectifier module is to convert AC into stable DC for use by the subsequent traction inverter.

[0073] The fourth power unit 460 is used to boost the input voltage of the third power source (such as a hydrogen fuel cell) and raise it to the first DC voltage standard required by the intermediate DC bus 430. Since the hydrogen fuel cell outputs a DC voltage of 870V under normal operating conditions, which is close to the target DC voltage required by the intermediate DC bus 430, the fourth power unit 460 is still needed to further regulate the voltage under certain operating conditions to ensure the stability of the voltage of the intermediate DC bus 430.

[0074] In the hydrogen fuel cell + battery hybrid mode, the hydrogen fuel cell is directly connected to the DC bus 430. If its output voltage is slightly lower than DC870V, the fourth power unit 460 will boost it to maintain the stability of the intermediate circuit voltage.

[0075] Based on the aforementioned technical means, the power conversion process is automated and highly efficient through intelligent control of the power unit's operating mode when different power sources are connected. Specifically, when the second power source is a fuel cell or power battery, a converter mode is used to increase the voltage, while when the second power source is a generator, an inverter mode is used to adapt to its output form, thereby ensuring the consistency and stability of the DC bus 430 voltage. Furthermore, when the third power source is connected to the fourth power unit 460, the voltage regulation function can also be automatically completed, further enhancing the system's adaptive capability and avoiding the delays and errors caused by traditional manual judgment and switching.

[0076] In some embodiments, continue reading Figure 6The locomotive traction auxiliary system 400 also includes a fifth power unit 480, which is connected to the DC bus 430 and the control unit 470. The control unit 470 is also used to control the switching devices in the multiple fifth power units 480 to generate an auxiliary AC voltage based on the first DC voltage to supply power to the auxiliary electrical units in the locomotive.

[0077] Similar to the aforementioned power units, the fifth power unit 480 consists of several switching devices (such as IGBTs). By controlling the on / off state of these switching devices, the DC voltage can be inverted to output an AC voltage that meets the requirements of the auxiliary load.

[0078] Auxiliary electrical units refer to non-traction electrical equipment required during locomotive operation, including but not limited to air compressors, traction fans, and air conditioners. Auxiliary electrical units play a crucial role in ensuring the normal operation, environmental comfort, and safety of the locomotive. In this embodiment, the types of auxiliary electrical units cover key functional modules of locomotive operation, such as air compression systems, temperature control systems, and power supply systems.

[0079] More specifically, the auxiliary electrical unit includes at least one of the following: air compressor, air compressor preheating unit, traction fan, battery thermal protection unit, power valve fan, air conditioner, low-voltage power supply unit, power pack preheating unit, and enhanced cold protection unit.

[0080] In practical applications, when the locomotive starts, the control unit 470 sends control signals to multiple fifth power units 480 based on the locomotive's current operating conditions and auxiliary load requirements. This adjusts the on and off times of each switching device to generate AC voltages of different frequencies and amplitudes, meeting the power needs of various auxiliary equipment. For example, when the locomotive is operating at low speeds, the control unit 470 can prioritize providing sufficient power to the traction fan and cooling fan to maintain motor cooling and the stability of the traction auxiliary system. At high speeds, the control unit 470 may focus more on powering the air conditioning and lighting systems to improve passenger comfort.

[0081] Furthermore, the multiple fifth power units 480 are designed in parallel, which improves the redundancy of the traction assist system and allows for flexible power distribution according to load changes, preventing traction assist system failure due to a single point of failure. For example, if one of the fifth power units 480 fails, the control unit 470 can automatically switch the operating mode to other fifth power units 480 that are operating normally, continuing to provide power to the auxiliary electrical unit, thereby effectively improving the reliability and availability of the traction assist system.

[0082] Based on the aforementioned technical means, by introducing multiple fifth power units 480 and cooperating with the DC bus 430 and control unit 470, efficient power supply to the auxiliary electrical units is achieved. This technical solution simplifies the wiring structure of the auxiliary system and can also coordinate the operating status of each power unit through a unified control unit 470, thereby improving energy utilization efficiency. Since the auxiliary electrical units are diverse and have significant power consumption differences, this method allows for more rational load allocation, reduces energy loss, and ensures that critical equipment always receives stable power support, offering greater flexibility and reliability compared to traditional distributed power supply methods.

[0083] In some embodiments, see Figure 7 The DC bus 430 can also be connected to an external high-voltage charging unit. In this case, the control unit 470 is further configured to: control a plurality of first power units 420 to operate in charging mode to charge the first power source 410 based on a first charging voltage provided by the external high-voltage charging unit; and, if the second power source is a power battery, control a third power unit 450 to operate in charging mode to charge the second power source based on the first charging voltage; and, if the third power source is connected to a fourth power unit 460, control a fourth power unit 460 to operate in charging mode to charge the third power source based on the first charging voltage.

[0084] An external high-voltage charging unit refers to an external device that provides high-voltage DC power. It typically consists of a ground-based charging station or an on-board charging system, and features high current output capability and a high-safety design. The main function of an external high-voltage charging unit is to provide fast and efficient charging support for the power system of new energy vehicles.

[0085] More specifically, the external high-voltage charging unit can provide a first charging voltage to the DC bus 430. At this time, the control unit 470 can control the first power unit 420 to operate in charging mode, thereby charging the first power source 410 (i.e., the power battery) using the first charging voltage on the bus. When the second power source is a battery, the control unit 470 can control the third power unit 450 to operate in charging mode to charge the second power source based on the first charging voltage. Furthermore, when the third power source is connected to the system, the control unit 470 can also control the fourth power unit 460 to operate in charging mode to charge the third power source using the first charging voltage on the bus.

[0086] Based on the aforementioned technical means, the operation of multiple power units in charging mode is scheduled by the control unit 470, realizing simultaneous charging management of multiple power sources. This design fully utilizes the DC bus 430 as an intermediate platform, enabling the first, second, and third power sources to complete charging operations through the same charging interface and circuit path. This avoids the problem of needing to configure a separate charging device for each power source in the traditional way, thereby reducing system complexity and hardware costs, and improving the integration and versatility of the overall system.

[0087] In some embodiments, see Figure 8 The auxiliary electrical unit also includes a storage battery, and the locomotive traction auxiliary system 400 also includes a low-voltage charging circuit 491, which is disposed between the fifth power unit 480 and the storage battery for charging the storage battery based on an auxiliary AC voltage; and, when connected to an external low-voltage charging unit, for charging the storage battery based on a second charging voltage provided by the external low-voltage charging unit.

[0088] The low-voltage charging circuit 491 is a circuit structure used to convert the auxiliary AC voltage output by the fifth power unit 480 into a DC voltage suitable for charging the battery. The low-voltage charging circuit 491 typically includes components such as a rectifier module, a filter capacitor, and a voltage regulator. Through the low-voltage charging circuit 491, the auxiliary AC voltage generated by the fifth power unit 480 is rectified and regulated, thereby providing a stable DC power supply that conforms to the charging characteristics of the battery. For example, in pure battery power source mode, the AC380V output by the fifth power unit 480 can be converted into a DC110V or DC24V voltage suitable for the battery after passing through the low-voltage charging circuit 491.

[0089] An external low-voltage charging unit refers to an independent charging device installed outside the locomotive to provide external charging support for the onboard battery. For example, when the locomotive enters the maintenance depot or station charging area, the external low-voltage charging unit can be connected to the onboard charging system through a standardized interface, providing fast and efficient charging services for the battery.

[0090] Based on the aforementioned technical means, a dual charging path for the battery is achieved by setting a low-voltage charging circuit 491 between the fifth power unit 480 and the battery. On one hand, internal charging can be performed via auxiliary AC voltage; on the other hand, external supplementary charging can be performed via an external low-voltage charging unit. This dual-channel charging mechanism not only improves the battery's availability and range but also enhances the emergency response capability of the entire system. Especially when external charging facilities are limited, it can still ensure the normal operation of basic functions, making it safer and more reliable than a single charging method.

[0091] In some embodiments, see Figure 5 The DC bus 430 includes a positive DC bus 431 and a negative DC bus 432. The locomotive traction auxiliary system 400 also includes a support capacitor 492, which is disposed between the positive DC bus 431 and the negative DC bus 432.

[0092] Positive DC bus 431 refers to the conductor line used to transmit positive DC voltage in the traction auxiliary system. Positive DC bus 431 connects the DC circuit section between the power source (such as a power battery, hydrogen fuel cell, or diesel generator) and the traction inverter, and is an important component of the intermediate energy conversion stage. Positive DC bus 431 typically carries a relatively high voltage (e.g., DC 870V) to drive the traction motor and supply power to auxiliary loads. Negative DC bus 432 is the conductor line corresponding to positive DC bus 431, used to transmit reverse DC voltage, forming a complete DC loop. Negative DC bus 432 is connected to the system ground reference point through grounding or other means to ensure the electrical balance and stable operation of the entire system.

[0093] The supporting capacitor 492 is an energy storage element installed between the positive DC bus 431 and the negative DC bus 432. Its main function is to stabilize the DC bus voltage, absorb instantaneous current fluctuations, and prevent voltage spikes or drops caused by sudden load changes, thereby protecting power electronic devices and improving the overall system stability. The supporting capacitor 492 has a high capacitance, enabling it to release or absorb a large amount of electrical energy in a short time, thus smoothing the DC bus voltage ripple.

[0094] In this embodiment, the DC bus is divided into a positive DC bus 431 and a negative DC bus 432, and a supporting capacitor 492 is provided between the positive DC bus 431 and the negative DC bus 432. The supporting capacitor 492 enables stable control of the DC voltage. Due to the supporting capacitor 492, the system can reduce its sensitivity to transient disturbances, and the traction auxiliary system can improve its reliability and operating efficiency.

[0095] In some embodiments, see Figures 6-8 The locomotive traction auxiliary system 400 also includes multiple heat dissipation units 493, which are connected to the fifth power unit 480 and are used to operate under the drive of auxiliary AC voltage to dissipate heat from the multiple power units in the locomotive traction auxiliary system 400.

[0096] The heat dissipation unit 493 refers to a fan device used to force airflow to remove heat from the inside of the equipment. In this application, the heat dissipation unit 493 operates on an auxiliary AC voltage power supply and is connected to the fifth power unit 480 to form an independent cooling circuit, which is specifically responsible for dissipating heat from multiple power units (such as traction inverter modules, DC / DC modules, etc.), thereby ensuring the stable operation of the system and extending its service life.

[0097] In this embodiment, the number of the plurality of heat dissipation units 493 can be flexibly configured according to the arrangement of the power units. For example, in a scenario where multiple power units operate in parallel, each power unit can be provided with one or more sets of heat dissipation units 493 to achieve precise local heat dissipation. The distributed heat dissipation design not only improves the overall heat dissipation efficiency but also enhances the redundancy and fault tolerance of the system.

[0098] By connecting the heat dissipation unit 493 to the fifth power unit 480 and driving its operation with an auxiliary AC voltage, active cooling of the power unit is achieved. This design can dissipate heat in a timely manner when the power unit is running under high load for a long time, thereby extending its service life and reducing the failure rate.

[0099] The above text combined Figures 1-8 The locomotive auxiliary traction system provided in the embodiments of this application has been described in detail. The traction auxiliary converter cabinet provided in the embodiments of this application will be described below with reference to the accompanying drawings. It should be understood that this technical solution corresponds to the system embodiments described above. Therefore, the parts not described in detail can be referred to the description above.

[0100] Figure 9 This is a schematic structural diagram of the traction auxiliary converter cabinet 900 provided in the embodiments of this application. Figure 10 and Figure 11 They are Figure 9 Front and rear views of the traction auxiliary converter cabinet 900. Figure 12 This is the circuit topology diagram corresponding to the traction auxiliary converter cabinet 900. The traction auxiliary converter cabinet 900 includes a cabinet frame 910, an interface unit 920, a power module 930, and a DC bus 940.

[0101] The cabinet frame 910 includes a first region 911, a second region 912, and a third region 913 spaced apart from bottom to top along the height direction. This cabinet frame 910 is the integral structural component used to support and install the traction auxiliary converter system. Its main function is to provide mechanical support and protection, ensuring the safe operation of the internal electrical components. The cabinet frame 910 is typically made of high-strength steel or aluminum alloy and designed to IP54 protection level to prevent dust ingress and water splashes. The first region 911, the second region 912, and the third region 913 are arranged as functional modules, each used to house different types of equipment, thereby optimizing space utilization and improving heat dissipation efficiency.

[0102] The interface unit 920 is located in the first region 911 and includes multiple first input interfaces 921, second input interfaces 922, third input interfaces 923 and multiple traction output interfaces 924.

[0103] Interface unit 920 is a key component for realizing the electrical connection between the external power source and the traction assist system. The first input interface 921 receives DC voltage input from the power battery, the second input interface 922 receives input from other types of power sources such as fuel cells or generators, and the third input interface 923 may be used as a backup or expansion interface. These interfaces typically employ standardized designs, such as gland-type sealed connectors, to ensure connection reliability and safety.

[0104] The power module 930 is located in the second region 912 and includes multiple first power units 931, multiple second power units 932, a third power unit 933 and a fourth power unit 934.

[0105] The power unit is the core component performing voltage conversion and energy management, responsible for converting different forms of power source input into a standard voltage suitable for the traction motor. The first power unit 931 primarily boosts the DC voltage provided by the power battery to the intermediate DC bus voltage; the second power unit 932 inverts the DC voltage into three-phase AC voltage for the traction motor; the third power unit 933 can switch operating modes according to the type of input power source (such as a fuel cell), automatically adjusting between inverter and converter modes; the fourth power unit 934 is specifically designed to handle the power source connected to the third input interface 923, such as another set of power batteries. This modular design improves the system's flexibility and maintainability while reducing redundant configurations.

[0106] DC bus 940 is the intermediate energy transmission channel in this traction auxiliary converter cabinet, used to unify and redistribute DC voltages from different sources. In the technical solution of this application, the centralized DC bus design simplifies the circuit topology, reduces wiring complexity, and improves overall efficiency.

[0107] See Figure 12 In the circuit topology shown, the aforementioned plurality of first power units 931 are connected to a plurality of first input interfaces 921 and a DC bus 940, and are used to generate a first DC voltage based on a first input voltage of the first power source when a first power source is connected to the first input interface 921. The first power source includes a plurality of power batteries.

[0108] The first input voltage of the power battery is typically a DC voltage. The first power unit 931 can be a DC / DC converter that can boost the first input voltage to the voltage level required by the DC bus 940 (e.g., 870V). Multiple second power units 932 are connected to a DC bus 940 and multiple traction output interfaces 924 to generate traction AC voltage based on a first DC voltage. The traction output interfaces 924 are used to output the traction AC voltage. In this embodiment, the function of the second power unit 932 is to convert the DC voltage on the DC bus 940 into the three-phase AC voltage required by the traction motor. In this case, the second power unit 932 can be a traction inverter. The traction inverter includes multiple IGBT modules, which can efficiently regulate voltage and frequency.

[0109] In this embodiment, the second power unit 932 can provide input voltage to various types of traction motors via the traction output interface 924. These traction motors may be, for example, asynchronous motors or permanent magnet motors.

[0110] Continue reading Figure 12 The third power unit 933 is connected to a plurality of second input interfaces 922 and a DC bus 940. When a second power source is connected to the second input interface 922, it operates in inverter mode or converter mode according to the type of the second power source to generate a first DC voltage based on the second input voltage provided by the second power source. The second power source includes at least one of a fuel cell, a generator and a power battery.

[0111] In this embodiment, the third power unit 933 has the ability to switch operating modes, and can operate in different modes depending on the type of the second power source connected. For example, when a generator is connected, the third power unit 933 is in inverter mode, rectifying the AC voltage output by the generator into DC voltage; when a fuel cell is connected, the third power unit 933 operates in direct-through mode, and the DC voltage output by the fuel cell is directly supplied to the DC bus 940; when a power battery is connected, the third power unit 933 is in converter mode, boosting the DC voltage provided by the power battery to the voltage of the DC bus 940.

[0112] The fourth power unit 934 is connected to the third input interface 923 and the DC bus 940, and is used to generate a first DC voltage based on the third input voltage provided by the third power source when the third input interface 923 is connected to a third power source, wherein the third power source is a power battery. The fourth power unit 934 functions similarly to the first power unit 931, but is dedicated to processing the power source connected to the third input interface 923. The fourth power unit 934 also uses a DC / DC converter to boost the input voltage to the DC bus 940 voltage, ensuring voltage consistency. The design of the fourth power unit 934 allows the system to introduce additional power sources through the third input interface 923, thereby increasing output power to meet the needs of locomotives with different power levels.

[0113] Based on the aforementioned technical means, by dividing the cabinet frame 910 into multiple functional areas and systematically arranging various interfaces and power modules, a modular and standardized design of the traction auxiliary system is achieved, improving the compactness and reliability of the traction auxiliary converter cabinet. The compatibility and flexible configuration of various interfaces, different power modules, and different power sources enable the traction auxiliary converter cabinet to meet the energy supply needs of different application scenarios. Simultaneously, this simplified design reduces the design cost of the traction auxiliary converter cabinet and new energy locomotive products.

[0114] In some embodiments, the traction auxiliary converter cabinet further includes a control unit 950, which is disposed in the third region 913 and connected to the power module 930. The control unit 950 is used to control the third power unit 933 to operate in converter mode to boost the second input voltage to the first DC voltage when the second power source is a fuel cell or a power battery; and to control the third power unit 933 to operate in inverter mode to invert the second input voltage to the first DC voltage when the second power source is a generator; and to control the fourth power unit 934 to operate when the third power source is connected to the fourth power unit 934, so that the fourth power unit 934 boosts the third input voltage to the first DC voltage.

[0115] In this embodiment, the control unit 950 is an electronic device with integrated control functions, used to adjust the operating mode of the third power unit 933 according to different power source types (such as fuel cells or power batteries). The control unit 950 automatically switches the operating mode of the third power unit 933 by acquiring the voltage signal of the power source and combining it with the system's preset control strategy, ensuring that the output voltage is stable at the required first DC voltage level.

[0116] In practical applications, when the power source is a fuel cell or a power battery, the control unit 950 will trigger the third power unit 933 to enter converter mode because the output voltage of the fuel cell or power battery is low and fluctuates greatly. The control unit 950 will boost the second input voltage to meet the DC voltage standard required by the traction system. For example, in the power battery power supply mode, if the output voltage of the power battery is less than 870V, the control unit 950 determines that the second input voltage is less than the required voltage of the DC bus 940, and then controls the third power unit 933 to start the converter process, boosting the second input voltage and stabilizing its output to the intermediate DC bus 940.

[0117] When the second power source is a generator, the control unit 950 can detect the three-phase AC output of the generator and convert it into a corresponding DC voltage. For example, the control unit 950 can identify the generator's frequency and amplitude, control the third power unit 933 to enter inverter mode, rectify the three-phase AC to DC, and further adjust the voltage to meet the first DC voltage standard. For instance, in diesel generator power supply mode, the generator outputs AC 680V three-phase AC. After detecting the second input voltage, the control unit 950 controls the rectifier in the third power unit 933 to perform rectification and adjust the voltage to DC 870V for use by the subsequent traction inverter.

[0118] As described above, the third power unit 933 can be an additional auxiliary power supply device, such as a power battery or energy storage system. The control unit 950 controls the fourth power unit 934 to enter boost mode by monitoring the connection status of the third power source and the voltage provided by the third power source, so as to meet the system's voltage level requirements.

[0119] Based on the aforementioned technical means, the design of the control unit 950 dynamically switching the working modes of the third power unit 933 and the fourth power unit 934 according to different power source types can effectively improve the adaptability and stability of the new energy locomotive platform, enhance voltage matching and system compatibility under multiple power source inputs, and thus reduce the overall system design cost.

[0120] In some embodiments, the power module further includes a plurality of fifth power units 935, and the interface unit 920 further includes a plurality of auxiliary interfaces 925, which are used to connect to auxiliary electrical units in the locomotive. The fifth power units 935 are connected to the DC bus 940 and the plurality of auxiliary interfaces 925.

[0121] The fifth power unit 935 refers to an independent power conversion unit in the power module used to handle the power supply of auxiliary loads. The fifth power unit 935 typically includes switching devices (such as IGBTs or MOSFETs) and associated drive circuitry. It converts DC voltage to AC voltage to meet the power supply needs of different types of auxiliary equipment. The fifth power unit 935 can operate independently or in parallel with other fifth power units 935, thereby improving system redundancy and flexibility.

[0122] Auxiliary interface 925 refers to the electrical interface in interface unit 920 used for connection with the locomotive auxiliary system. The main function of auxiliary interface 925 is to transmit the auxiliary AC voltage output from the fifth power unit 935 to various auxiliary electrical units on the locomotive. Auxiliary interface 925 has a standardized design, facilitating maintenance and replacement, and supports the connection of various types of auxiliary equipment. By adding multiple fifth power units 935 and auxiliary interfaces 925, the system provides richer auxiliary power supply capabilities while maintaining main traction functionality. The aforementioned control unit 950 is also connected to multiple fifth power units 935 to control the switching devices in the fifth power units 935, so that the fifth power units 935 generate auxiliary AC voltage based on the first DC voltage. More specifically, the control unit 950 establishes a communication connection with the switching devices (such as IGBTs) in the multiple fifth power units 935 to achieve precise control of the switching devices in the multiple fifth power units 935, thereby adjusting the output voltage waveform and frequency to meet the power requirements of different auxiliary electrical units.

[0123] The auxiliary interface 925 provides a stable and reliable power supply to the auxiliary electrical unit by outputting an auxiliary AC voltage (e.g., AC380V / 50Hz) converted by the fifth power unit 935.

[0124] In the technical solutions provided in the embodiments of this application, the auxiliary electrical unit may include at least one of an air compressor, an air compressor preheating unit, a traction fan, a battery thermal protection unit, a power valve fan, an air conditioner, a low-voltage power supply unit, a power pack preheating unit, and a reinforced cold-proof unit.

[0125] Based on the above technical means, by integrating multiple fifth power units 935 and multiple auxiliary interfaces 925 in the traction auxiliary converter cabinet, and with the intelligent control of the control unit 950, the system realizes multi-channel, efficient and flexible power supply to the auxiliary electrical units.

[0126] In some embodiments, the interface unit 920 further includes a plurality of high-voltage charging interfaces 926 connected to the DC bus 940.

[0127] In the technical solution of this application, the high-voltage charging interface 926 is a physical connection device for connecting to external high-voltage charging equipment, typically connected to an external power source via a standardized plug-in method. The high-voltage charging interface 926 supports high-voltage energy input (such as DC 870V) and features electrical isolation, overvoltage protection, and communication protocols. In new energy locomotive systems, the high-voltage charging interface 926 not only provides a power transmission path but also interacts with the control system to transmit charging status, fault signals, and other information, enabling intelligent charging management.

[0128] When an external high-voltage charging unit is connected, the system automatically identifies it and establishes a power transmission channel. At this time, the control unit 950 will activate the corresponding power unit according to the preset charging strategy to ensure the safety and efficiency of the charging process. For example, when the locomotive is parked at a station or in a dedicated charging area, the ground charging facility can supply power to the onboard energy storage system through the high-voltage charging interface 926 to achieve rapid energy replenishment.

[0129] When the external high-voltage charging unit is connected to the high-voltage charging interface 926, the control unit 950 is also used to: control the multiple first power units 931 to operate in charging mode to charge the first power source based on the first charging voltage provided by the external high-voltage charging unit.

[0130] As described above, the first power unit 931 can convert DC voltage. Therefore, when there is a first charging voltage on the DC bus 940, the first power unit 931 can be controlled by the control unit 950 to operate in charging mode, thereby charging the first power source.

[0131] The control unit 950 is also used to control the third power unit 933 to operate in charging mode when the second power source is a power battery, so as to charge the second power source based on the first charging voltage.

[0132] Similar to the first power unit 931 mentioned above, in the case of a power battery as the second power source, the third power unit 933 can be controlled to operate in a charging mode, thereby charging the second power source based on the first charging voltage.

[0133] The control unit 950 is also configured to control the fourth power unit 934 to operate in a charging mode when the third power source is connected to the fourth power unit 934, so as to charge the third power source based on the first charging voltage.

[0134] In summary, in this embodiment of the application, by introducing multiple high-voltage charging interfaces 926 and corresponding control logic, efficient charging management of multiple power sources is achieved, which can improve the system's compatibility and flexibility to support the rapid energy replenishment needs under different power levels and power combinations.

[0135] In some embodiments, the aforementioned traction auxiliary converter cabinet further includes a low-voltage charging module 960, which is disposed in the third region 913 and connected to the fifth power unit 935, for charging the battery based on the auxiliary AC voltage when the auxiliary interface is connected to the battery.

[0136] The interface unit 920 also includes a low-voltage charging interface 927, which is connected to the low-voltage charging module 960. The low-voltage charging module 960 is used to charge the battery based on a second charging voltage provided by the external low-voltage charging unit when the low-voltage charging interface 927 is connected to the external low-voltage charging unit.

[0137] In this embodiment of the application, the low-voltage charging module 960 refers to a device specifically used to enable low-voltage DC or AC power to charge the battery in the locomotive system. When the battery is connected to the auxiliary interface 925, the low-voltage charging module 960 can automatically start the charging process according to the system setting parameters, and adjust the output power according to the status of different battery models to improve charging efficiency and extend battery life.

[0138] The low-voltage charging interface 927 refers to a physical connection port located on the traction auxiliary converter cabinet or the vehicle system, used to connect an external low-voltage charging unit to supply power to the battery within the system. By providing this low-voltage charging interface 927, the system can flexibly connect to an external low-voltage charging unit.

[0139] An external low-voltage charging unit refers to a charging device provided by an external device with a lower voltage level (such as DC110V or DC24V). The external low-voltage charging unit can be a ground charging pile, an on-board charger, or other types of low-voltage power supply equipment. The external low-voltage charging unit is connected to the circuit in the traction auxiliary converter cabinet via a low-voltage charging interface 927, providing additional charging energy to the battery. For example, in the technical solution of this application, when the external low-voltage charging unit is connected to the low-voltage charging interface 927, the low-voltage charging module 960 detects the output voltage of the external low-voltage charging unit and adjusts its charging strategy according to the detection result to match the characteristics of the external low-voltage charging unit, achieving an efficient and safe charging process.

[0140] Based on the above technical means, by adding a low-voltage charging module, a low-voltage charging interface, and supporting external low-voltage charging units, a diversified and flexible charging solution for batteries has been achieved.

[0141] In some embodiments, the DC bus 940 includes a positive DC bus 941 and a negative DC bus 942, and the power module further includes a support capacitor 936 disposed between the positive DC bus 941 and the negative DC bus 942.

[0142] In this embodiment, the support capacitor 936 is used to absorb transient fluctuations in current and voltage, preventing voltage spikes caused by load changes, thereby maintaining the stability of the DC bus voltage. Furthermore, the support capacitor 936 also acts as a filter, reducing high-frequency noise, improving the operating environment of the power module, and extending equipment lifespan.

[0143] In some embodiments, the traction auxiliary converter cabinet further includes a heat dissipation device 970, which includes a heat dissipation duct and a heat dissipation fan. The heat dissipation duct covers the second region 912 and the third region 913. The heat dissipation fan is connected to the fifth power unit 935 and is used to operate under the drive of the auxiliary AC voltage to dissipate heat from the second region 912 and the third region 913.

[0144] A cooling duct is a channel structure used to guide airflow to achieve heat dissipation. In traction auxiliary systems, cooling ducts typically consist of metal guide plates, ventilation holes, and duct baffles. Through a reasonable airflow path design, heat can be quickly dissipated from the heat-generating area.

[0145] In this embodiment, the heat dissipation duct covers the second region 912 and the third region 913, that is, it covers key electrical components such as the power unit and the control power supply, to ensure that these components have good heat dissipation conditions and avoid damage caused by high temperature. A heat dissipation fan is installed in the heat dissipation duct to drive the air to flow in the heat dissipation duct. The heat dissipation fan can be, for example, an axial flow fan or a centrifugal fan, and its power is provided by the fifth power unit.

[0146] In some embodiments, the aforementioned first region 911 includes a high-voltage interface region 9111 and a low-voltage interface region 9112 that are spaced apart. The aforementioned first input interface 921, second input interface 922, third input interface 923, traction output interface 924 and high-voltage charging interface 926 are disposed in the high-voltage interface region 9111, and the auxiliary interface 925 is disposed in the low-voltage interface region 9112.

[0147] The aforementioned high-voltage interface area 9111 refers to the area used for connecting high-voltage power input and output interfaces, typically involving electrical connections for high-power equipment such as power batteries and traction motors; while the low-voltage interface area 9112 is used for connecting low-voltage control signals, auxiliary system power supplies, and other low-power equipment. By dividing the first area 911 into the high-voltage interface area 9111 and the low-voltage interface area 9112, and using an interval-based arrangement (such as physical isolation or partitioned layout), interference from high-voltage circuits to the low-voltage control system can be effectively avoided, improving operational safety and stability.

[0148] The above text combined Figures 9-12 The traction auxiliary converter cabinet provided in the embodiments of this application has been described in detail. The solution of this application will be further explained below in conjunction with a specific application scenario.

[0149] To adapt to the demands of green and low-carbon development, a series of measures have been adopted to plan and guide energy, steel, coal mining, and other related industries and enterprises to promote the development of clean energy and reduce dependence on high-carbon emission energy sources. The strategy of upgrading and transforming energy applications has become an inevitable trend, covering multiple sectors such as transportation, power, coal mining, steel, and metallurgy. The clean energy transformation of the rail transit industry has become a major development trend.

[0150] Currently, the diverse functional requirements from multiple users, various application scenarios, different vehicle system functions, different system topologies, and varying dimensions and weights have prompted companies to develop a wide range of traction assist system products. Because these products have numerous core components and a wide variety of specifications, their development cycles are lengthy, costs are high, overall system reliability is low, and they are unable to flexibly adapt to changing customer needs or quickly respond to market demands.

[0151] Taking a new energy locomotive platform as an example, its power source modes include "diesel generator + power battery", "pure power battery", and "hydrogen fuel cell + power battery". Meanwhile, the wheel traction power can be 1500kW and 2000kW. These different power source modes and power combinations result in a variety of different traction assistance system products for this locomotive platform. Table 1 shows the overall vehicle and electric transmission parameters of this locomotive platform, Table 2 shows the system parameters of the traction assistance system, and Table 3 shows the configuration of the main functional components of the traction assistance system.

[0152] Table 1

[0153] Table 2

[0154] Table 3

[0155] As can be seen from the above tables, under different energy forms and power requirements, the locomotive platform has developed six different system configurations, which has brought many disadvantages to the design, production and application of the traction auxiliary system. The following is a further explanation with reference to the attached figures.

[0156] Previous text Figures 1-3 The circuit topologies of the traction assist system are shown in the "diesel generator + power battery" power source mode, "pure power battery" power source mode, and "hydrogen fuel cell + power battery" power source mode at a power of 2000kW.

[0157] exist Figure 1In the hybrid mode shown, the diesel generator outputs three-phase AC 680V, ​​which is converted to DC 870V by a rectifier module to supply the intermediate DC bus. The traction inverter then converts the DC 870V to three-phase VVVF voltage to power the traction motor. The power battery unit provides supplementary power to the traction motor and auxiliary loads through a DC-DC circuit and the traction inverter. The auxiliary system consists of four groups, all drawing power from the intermediate DC circuit. The auxiliary inverter converts the DC 870V to AC 380V to power the subsequent auxiliary loads. Auxiliary system 4 has an LC filter and outputs three-phase 380VAC / 50Hz sinusoidal AC power.

[0158] exist Figure 2 In the pure electric mode shown, the DC 530V-DC 785V output from the power battery is boosted to DC 870V via a bidirectional DC / DC module. The traction inverter then converts the DC 870V to a three-phase VVVF voltage to power the traction motor. The auxiliary system consists of four groups, all drawing power from the intermediate DC circuit. The auxiliary inverter converts the DC 870V to AC 380V to power the subsequent auxiliary loads. Auxiliary systems 3 and 4 are equipped with LC filters, outputting three-phase 380VAC / 50Hz sinusoidal AC power.

[0159] exist Figure 3 In the hydrogen fuel cell mode shown, the hydrogen fuel cell directly connects to the DC bus and outputs DC 870V. The traction inverter converts this DC 870V into a three-phase VVVF voltage to power the traction motor. The auxiliary system consists of four groups, all drawing power from the intermediate DC circuit. The auxiliary inverter converts the DC 870V to AC 380V to power the downstream auxiliary loads. Auxiliary system 4 has an LC filter and outputs three-phase 380VAC / 50Hz sinusoidal AC power. Figures 1-3 By reducing the number of power batteries in the circuit, a circuit topology with a power output of 1500kW can be obtained. The basic principle is the same as that of the 2000kW scheme, and will not be repeated here. Based on the above description, the following problems exist in the relevant technologies: 1. There are many types of new energy hybrid vehicles, and different models have different functional requirements and different overall vehicle layouts. Therefore, the specifications and models of the core components used are quite diverse. For these reasons, the product development cycle of new energy hybrid vehicles is long, the product price is high, and the overall product reliability is relatively low.

[0160] 2. The system has various power supply methods. Due to the differences in shaft power, battery power, main generator power, auxiliary load power and charger power during system operation, the power supply requirements for each device are also different. 3. The main circuit topology, bus voltage level, and number of drive motors of new energy locomotive systems vary between different models; 4. The specific values ​​of mechanical dimensions, electrical interfaces, weight parameters, etc. of new energy locomotives vary; 5. Due to the wide variety of product components and the complexity of specifications, a large number of spare parts are required, resulting in a large inventory backlog in the factory. This is not conducive to the reuse of products and increases the design cost of products. 6. The low requirements for interchangeability, simplification, and standardization in the design of product components lead to low reliability of product components, which in turn reduces the reliability of the system.

[0161] To address the aforementioned issues, this application, based on practical applications, designs a traction auxiliary system for a standard new energy locomotive platform (1500kW-2000kW) compatible with three power sources of different power levels. Building upon existing new energy locomotive development, this application establishes a standard new energy locomotive technology platform with power levels of 1500kW and 2000kW, powered by internal combustion engines, power batteries, and hydrogen fuel cells.

[0162] The technical solution of this application includes the simplification of the traction auxiliary system and the simplified design of the electrical scheme of the traction auxiliary converter cabinet. By analyzing the requirements and configuration differences of the vehicle system parameters, system functions, main circuit topology, electrical interfaces, etc., for three different power sources and two different power levels of the locomotive system platform, the power battery input source system is the highest configuration for all three power sources and power levels of 1500kW and 2000kW. Furthermore, the 2000kW system can achieve backward compatibility with the 1500kW traction auxiliary system through simplified main circuit design, cabinet compatibility design, reuse of electrical interfaces, modularization of basic functional units, and flexible configuration of modular products. Therefore, the 2000kW power battery power source system is used as the base product design to build a unified product technology platform. The other five different power levels and power source systems achieve system compatibility through configuration reduction, reducing design costs, flexibly adapting to changes in customer needs, and quickly responding to market demands.

[0163] In the simplified design of the traction assist system, for three different power sources and two different power level locomotive system platforms, the traction assist system parameters are the largest and configuration is the highest in the "pure power battery" power source mode. It is compatible with the system parameters in the "diesel generator + power battery" and "hydrogen fuel cell + power battery" power source modes. Furthermore, the 2000kW system can achieve backward compatibility with 1500kW traction assist systems with different power sources through simplified main circuit design, cabinet compatibility design, reuse of electrical interfaces, modularization of basic functional units, and flexible configuration of modular products. Therefore, the system parameters and configuration design are based on the 2000kW "pure power battery" power source mode. From the perspective of traction characteristics, for the three different power sources and two different power level locomotive system platforms, the maximum wheel circumference traction power is 1500kW and 2000kW. Through a standardized design with a traction motor power of 350kW, the system identifies the characteristics of different power level systems through software code and matches the power source systems of different power levels accordingly. At the system topology level, the three locomotive system platforms with different power sources (1500kW and 2000kW) all adopt the C0-C0 axle control scheme. The standard power source is two sets of battery devices, while the optional power sources are one main generator, two sets of power battery devices, and two hydrogen fuel cells, respectively. Different power inputs can be achieved by selecting the power source. The main circuit of the 1500kW platform is based on the principle of the 2000kW platform main circuit, minus one set of power battery devices and two DC / DC converters, while the rest remains the same as the 2000kW platform main circuit. The DC / DC system, auxiliary system, and charger system circuits can all be reused.

[0164] For a simplified design of the traction assist system, please refer to [link / reference]. Figure 5 As described above, it will not be repeated here.

[0165] The simplified electrical design includes the design and selection of electrical interfaces, the design of mechanical interfaces, and the design of the traction auxiliary converter cabinet. Firstly, regarding electrical interfaces, all traction and power battery high-voltage electrical interfaces use gland heads, while auxiliary high-voltage interfaces are connected using terminal blocks. Specifically: Side A: power source input interface, one ground charging interface, one onboard battery charging interface, and a 2-axle traction motor output interface. All interfaces on Side A are sealed using metal cable conduits. Side B: auxiliary and 4-axle traction motor output interfaces, one ground charging interface, one onboard battery charging interface, and one under-vehicle battery interface. Unused electrical interfaces for different power sources are sealed with plugs. Secondly, regarding mechanical interfaces, for the three different power source locomotive system platforms (1500kW and 2000kW power levels), the traction auxiliary converter cabinet has 12 mounting holes at the bottom, secured to the car body with 12 sets of M24T bolts; the 1000kW traction auxiliary converter cabinet has 8 mounting holes at the bottom, secured to the car body with 8 sets of M24T bolts. Finally, regarding the converter cabinet design, the locomotive system platforms with three different power sources (1500kW and 2000kW) adopt a unified cabinet. The cabinet design follows a standardized and modular approach, reserving space and vacancy areas based on the 2000kW pure electric solution cabinet. Converter functional areas are divided and expanded, with basic functional units modularized and flexibly configured to support multiple power source systems. The traction auxiliary converter cabinet uses forced air cooling. The entire cabinet is divided into a sealed area and a wind-cooled heat dissipation area, designed to IP54 protection level, while the air duct is designed to IP20 protection level, ensuring the airtightness of the sealed area, reducing dust pollution inside the cabinet, and improving system reliability. The converter cabinet obtained through the above simplified design scheme can be found in [reference needed]. Figures 9-12 And the description above.

[0166] Figure 13 This is a schematic diagram of the structure of a locomotive provided in one embodiment of this application. Figure 13 The locomotive 1300 includes the locomotive traction auxiliary system 400 described in any of the preceding embodiments or the traction auxiliary converter cabinet 900 described in any of the preceding embodiments.

[0167] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0168] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0169] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0170] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0171] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A locomotive traction assistance system, characterized in that, include: The primary power source includes multiple power batteries; Multiple first power units are disposed between the first power source and the DC bus, and are used to generate a first DC voltage based on the first input voltage of the first power source; Multiple second power units are connected to the DC bus and are used to generate traction AC voltage based on the first DC voltage to drive the traction motor of the locomotive; The third power unit is connected to the DC bus and is used to operate in inverter mode or converter mode according to the type of the second power source when connected to the second power source, so as to generate the first DC voltage based on the second input voltage provided by the second power source, wherein the second power source includes at least one of a fuel cell, a generator and a power battery. The fourth power unit, connected to the DC bus, is used to generate the first DC voltage based on the third input voltage provided by the third power source when connected to the third power source, wherein the third power source is a power battery.

2. The locomotive traction assistance system according to claim 1, characterized in that, It also includes a control unit, which is connected to the plurality of first power units, the plurality of second power units, the third power unit, and the fourth power unit, and is used for: When the second power source is a fuel cell or a power battery, the third power unit is controlled to operate in converter mode to boost the second input voltage to the first DC voltage; When the second power source is a generator, the third power unit is controlled to operate in inverter mode to invert the second input voltage into the first DC voltage; When the third power source is connected to the fourth power unit, the fourth power unit is controlled to operate so that it boosts the third input voltage to the first DC voltage.

3. The locomotive traction assistance system according to claim 2, characterized in that, It also includes multiple fifth power units; The plurality of fifth power units are connected to the DC bus and the control unit, and the control unit is further configured to: Controlling the switching devices in the plurality of fifth power units to enable the fifth power units to generate an auxiliary AC voltage based on the first DC voltage to power the auxiliary electrical units in the locomotive; The auxiliary electrical unit includes at least one of the following: an air compressor, an air compressor preheating unit, a traction fan, a battery thermal protection unit, a power valve fan, an air conditioner, a low-voltage power supply unit, a power pack preheating unit, and a reinforced cold-proof unit.

4. The locomotive traction assistance system according to claim 2, characterized in that, When the DC bus is connected to an external high-voltage charging unit, the control unit is further configured to: Controlling the plurality of first power units to operate in charging mode, so as to charge the first power source based on the first charging voltage provided by the external high-voltage charging unit; and, When the second power source is a power battery, the third power unit is controlled to operate in charging mode to charge the second power source based on the first charging voltage; and, When the third power source is connected to the fourth power unit, the fourth power unit is controlled to operate in charging mode to charge the third power source based on the first charging voltage.

5. The locomotive traction assistance system according to claim 3, characterized in that, The auxiliary electrical unit also includes a storage battery, and the locomotive traction auxiliary system also includes a low-voltage charging circuit, disposed between the fifth power unit and the storage battery, for: The battery is charged based on the auxiliary AC voltage; and when connected to an external low-voltage charging unit, the battery is charged based on a second charging voltage provided by the external low-voltage charging unit.

6. The locomotive traction assistance system according to any one of claims 1-5, characterized in that, The DC bus includes a positive DC bus and a negative DC bus, and the locomotive traction auxiliary system also includes a supporting capacitor, which is disposed between the positive DC bus and the negative DC bus.

7. The locomotive traction assistance system according to any one of claims 3-5, characterized in that, It also includes multiple heat dissipation units connected to the fifth power unit, which are used to operate under the drive of the auxiliary AC voltage to dissipate heat from the multiple power units in the locomotive traction auxiliary system.

8. A traction auxiliary converter cabinet, used in locomotives, characterized in that, include: The cabinet frame includes a first area, a second area, and a third area that are spaced apart from bottom to top along the height direction; An interface unit, located in the first area, includes multiple first input interfaces, second input interfaces, third input interfaces, and multiple traction output interfaces; A power module, disposed in the second region, includes multiple first power units, multiple second power units, a third power unit, and a fourth power unit; DC bus; The plurality of first power units are connected to the plurality of first input interfaces and the DC bus, and are used to generate a first DC voltage based on the first input voltage of the first power source when a first power source is connected to the first input interface. The power source includes a plurality of power batteries. The plurality of second power units are connected to the DC bus and the plurality of traction output interfaces, and are used to generate traction AC voltage based on the first DC voltage. The traction output interfaces are used to output the traction AC voltage to power the traction motor of the locomotive. The third power unit is connected to the plurality of second input interfaces and the DC bus, and is used to operate in inverter mode or converter mode according to the type of the second power source when a second power source is connected to the second input interface, so as to generate the first DC voltage based on the second input voltage provided by the second power source, wherein the second power source includes at least one of a fuel cell, a generator and a power battery; The fourth power unit is connected to the third input interface and the DC bus, and is used to generate the first DC voltage based on the third input voltage provided by the third power source when the third input interface is connected to the third power source, wherein the third power source is a power battery.

9. The traction auxiliary converter cabinet according to claim 8, characterized in that, Also includes: The control unit, located in the third region and connected to the power module, is used for: When the second power source is a fuel cell or a power battery, the third power unit is controlled to operate in converter mode to boost the second input voltage to the first DC voltage; When the second power source is a generator, the third power unit is controlled to operate in inverter mode to invert the second input voltage into the first DC voltage; When the third power source is connected to the fourth power unit, the fourth power unit is controlled to operate so that it boosts the third input voltage to the first DC voltage.

10. The traction auxiliary converter cabinet according to claim 9, characterized in that, The power module further includes multiple fifth power units, and the interface unit further includes multiple auxiliary interfaces. The auxiliary interfaces are used to connect to the auxiliary electrical units in the locomotive. The multiple fifth power units are connected to the DC bus and the multiple auxiliary interfaces. The control unit is also connected to the plurality of fifth power units and is used to control the switching devices in the plurality of fifth power units to enable the fifth power units to generate an auxiliary AC voltage based on the first DC voltage. The auxiliary interface is used to output the auxiliary AC voltage to power the auxiliary electrical unit. The auxiliary electrical unit includes at least one of the following: an air compressor, an air compressor preheating unit, a traction fan, a battery thermal protection unit, a power valve fan, an air conditioner, a low-voltage power supply unit, a power pack preheating unit, and a reinforced cold-proof unit.

11. The traction auxiliary converter cabinet according to claim 10, characterized in that, The interface unit also includes multiple high-voltage charging interfaces connected to the DC bus; When an external high-voltage charging unit is connected to the high-voltage charging interface, the control unit is further configured to: Controlling the plurality of first power units to operate in charging mode, so as to charge the first power source based on the first charging voltage provided by the external high-voltage charging unit; and, When the second power source is a power battery, the third power unit is controlled to operate in charging mode to charge the second power source based on the first charging voltage; and, When the third power source is connected to the fourth power unit, the fourth power unit is controlled to operate in charging mode to charge the third power source based on the first charging voltage.

12. The traction auxiliary converter cabinet according to claim 10, characterized in that, It also includes a low-voltage charging module, which is located in the third region and connected to the fifth power unit, for charging the battery based on the auxiliary AC voltage when the battery is connected to the auxiliary interface; The interface unit further includes a low-voltage charging interface connected to the low-voltage charging module. The low-voltage charging module is used to charge the battery based on the second charging voltage provided by the external low-voltage charging unit when the low-voltage charging interface is connected to the external low-voltage charging unit.

13. The traction auxiliary converter cabinet according to any one of claims 8-12, characterized in that, The DC bus includes a positive DC bus and a negative DC bus, and the power module also includes a supporting capacitor, which is disposed between the positive DC bus and the negative DC bus.

14. The traction auxiliary converter cabinet according to any one of claims 10-12, characterized in that, It also includes a heat dissipation unit, which includes a heat dissipation duct and a heat dissipation fan. The heat dissipation duct covers the second region and the third region, and the heat dissipation fan is connected to the fifth power unit and is used to operate under the drive of the auxiliary AC voltage to dissipate heat from the second region and the third region.

15. The traction auxiliary converter cabinet according to claim 11, characterized in that, The first region includes a high-voltage interface region and a low-voltage interface region that are spaced apart. The first input interface, the second input interface, the third input interface, the traction output interface, and the high-voltage charging interface are located in the high-voltage interface region, and the auxiliary interface is located in the low-voltage interface region.

16. A traction locomotive, characterized in that, It includes the locomotive traction auxiliary converter system as described in any one of claims 1-7, or it includes the traction auxiliary converter cabinet as described in any one of claims 8-15.

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