Short circuit protection system, method and train for a traction motor

Abstract

This application provides a short-circuit protection system, method, and train for traction motors. In this system, each TCU module performs targeted short-circuit fault detection based on inverter status and motor operating data through a first preset fault detection model. Simultaneously, the system constructs a dual fault detection system consisting of TCU model-based initial detection, CCU-linked speed-limiting control, and SMS-based secondary fault detection. The SMS module responds to temperature monitoring signals and performs short-circuit fault detection through a second preset fault detection model. This, combined with the CCU's train speed-limiting control executed based on two types of speed-limiting indication signals, overcomes the limitation of traditional three-phase active short-circuit protection, which can only achieve basic short-circuit protection. This effectively suppresses fires caused by permanent magnet synchronous motor faults, avoids the risk of further fire spread, and ensures train operation safety.

Description

Technical Field

[0001] This application relates to the field of traction motor protection technology, and in particular to a short-circuit protection system, method and train for a traction motor. Background Technology

[0002] After the new train was first equipped with permanent magnet synchronous traction motors, its various operating indicators were significantly improved. However, due to its high speed, the motors are highly susceptible to fires when they malfunction. Furthermore, the current installation location of the permanent magnet synchronous traction motors is far from the temperature-sensing cables under the train, resulting in a very short window for handling faults after an alarm is triggered, and making it difficult to accurately locate the fault point, posing a significant safety hazard. Currently, three-phase active short-circuit protection is commonly used to address this problem. However, this protection only provides basic short-circuit protection and cannot effectively suppress fires caused by faults, posing a risk of further escalating the fire. Simultaneously, because the working principle of permanent magnet synchronous motors differs fundamentally from that of traditional asynchronous motors, there are currently no dedicated protection functions for their unique inter-turn / phase-to-phase short-circuit faults, leading to significant safety hazards during the operation of the new trains. Summary of the Invention

[0003] In view of the above problems, in order to effectively address the safety hazards existing in new trains, this application provides a short-circuit protection system, method and train for traction motors.

[0004] The embodiments of this application disclose the following technical solutions: In a first aspect, embodiments of this application provide a short-circuit protection system for a traction motor, applied to a train. The system includes: multiple TCU modules, CCU modules, and SMS modules, each of which is independently associated with a traction motor. The TCU module is used to perform short-circuit fault detection on the traction motor based on the motor operation data of the associated traction motor through a first preset fault detection model, and when the short-circuit fault detection result of the traction motor is that the motor operation data matches the first preset fault detection rule corresponding to the first preset fault detection model, it sends a first speed limit indication signal to the CCU module. The CCU module is configured to send a temperature monitoring signal to the SMS module in response to the first speed limit indication signal or in the event of a fault detected in the TCU module, and to perform speed limit control on the train according to at least one of the first speed limit indication signal and the second speed limit indication signal; the second speed limit indication signal comes from the SMS module. The SMS module is used to respond to the temperature monitoring signal, perform short-circuit fault detection on the traction motor according to the motor operating data and the second preset fault detection model, and send the second speed limit indication signal to the CCU module if the short-circuit fault detection result of the traction motor is that the motor operating data matches the first preset fault detection rule corresponding to the first preset fault detection model.

[0005] In one possible implementation, the motor operating data includes motor current data and motor voltage data; the first preset fault detection model includes a current protection model and a voltage protection model, and the first preset fault detection rule includes a current detection rule corresponding to the current protection model and a voltage detection rule corresponding to the voltage protection model; the first speed limit indication signal includes a first speed indication signal corresponding to the current protection model and a second speed indication signal corresponding to the voltage protection model; the TCU module is specifically used for: When the inverter is in a state without abnormality, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module. When the inverter is in an abnormal state, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model. If the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

[0006] In one possible implementation, the system further includes: an IOCU module; the speed limit values ​​of both the first speed indication signal and the second speed indication signal are greater than the speed limit value of the second speed limit indication signal; the IOCU module is specifically used for: Obtain the current speed of the train; If the received speed indication signal includes the second speed indication signal, determine whether the current driving speed is greater than the speed limit value of the second speed limit indication signal. If it is determined that the current travel speed is greater than the speed limit value of the second speed limit indication signal, a first EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed limit indication signal; the EB braking is emergency braking. If only the first speed indication signal is received, and the current travel speed is greater than the speed limit value of the first speed indication signal, a second EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the first speed indication signal. If only the second speed indication signal is received, and the current travel speed is greater than the speed limit value of the second speed indication signal, a third EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed indication signal.

[0007] In one possible implementation, the speed limit values ​​of both the first speed indication signal and the second speed indication signal are greater than the speed limit value of the second speed limit indication signal; the CCU module is further configured to: After triggering the EB braking of the train, monitor in real time whether the train performs a stopping operation; If the train has already performed the stopping operation, a signal is determined to trigger the train to perform speed limit control. If the signal that triggers the train to perform speed limit control is the first speed indication signal or the second speed indication signal, the speed limit value of the train shall be adjusted to the speed limit value of the first speed indication signal. When the signal that triggers the train to perform speed limit control is the second speed limit indication signal, the speed limit value of the train is adjusted to the speed limit value of the second speed limit indication signal.

[0008] In one possible implementation, the motor operating data includes motor temperature data, the second preset fault detection model includes a temperature protection model, and the second preset fault detection rule includes a temperature monitoring rule; the SMS module is specifically used for: Upon receiving the temperature monitoring signal, short-circuit fault detection is performed based on the motor temperature data and the temperature protection model. If the motor temperature data matches the temperature detection rule, the second speed limit indication signal is sent to the CCU module.

[0009] In one possible implementation, the system further includes an HMI module, which is used to display the speed limit value of the train on the human-machine interface of the train based on the speed limit status signal from the CCU module; the speed limit status signal is generated by the CCU module after performing speed limit control on the train.

[0010] In one possible implementation, the CCU module is further used for: In response to a speed limit status release command from the HMI module, the speed limit control for the train is released.

[0011] Secondly, embodiments of this application provide a short-circuit protection method for a traction motor, applied to a CCU module within a train. The train includes multiple TCU modules, CCU modules, and SMS modules, each TCU module being independently associated with a traction motor. The method includes: In response to a first speed limit indication signal from the TCU module or in the event of a fault detected in the TCU module, a temperature monitoring signal is sent to the SMS module, and speed limit control is performed on the train according to the first speed limit indication signal or a second speed limit indication signal from the SMS module.

[0012] In one possible implementation, the motor operating data includes motor current data and motor voltage data; the first preset fault detection model includes a current protection model and a voltage protection model, and the first preset fault detection rule includes the current detection rule corresponding to the current protection model and the voltage detection rule corresponding to the voltage protection model; the first speed limit indication signal includes a first speed indication signal and a second speed indication signal, wherein the speed limit value of the first speed indication signal is greater than the speed limit value of the second speed indication signal; the TCU module is specifically used for: When the inverter is in a state without abnormality, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module. When the inverter is in an abnormal state, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model. If the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

[0013] Thirdly, embodiments of this application provide a train that includes a short-circuit protection system for a permanent magnet synchronous traction motor as described in the first aspect, or a short-circuit protection method for a permanent magnet synchronous traction motor as described in the second aspect.

[0014] Compared with existing technologies, this application has the following beneficial effects: This application provides a short-circuit protection system, method, and train for a traction motor. In this system, each TCU module is independently associated with a traction motor. Each TCU module, based on inverter status and motor operating data, completes targeted short-circuit fault detection through a first preset fault detection model. Simultaneously, the system constructs a dual fault detection system: TCU model-based initial detection, CCU-linked speed-limiting control, and SMS-based secondary fault detection. The SMS module responds to temperature monitoring signals and further completes short-circuit fault detection through a second preset fault detection model. Combined with train speed-limiting control executed by the CCU based on two types of speed-limiting indication signals, this overcomes the limitation of traditional three-phase active short-circuit protection, which can only achieve basic short-circuit protection. A closed loop is formed from fault detection to speed-limiting control, effectively suppressing fires caused by permanent magnet synchronous motor faults, avoiding the risk of further fire spread, effectively reducing safety hazards during the operation of new high-speed trains, and ensuring train operation safety. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a short-circuit protection system for a traction motor provided in an embodiment of this application; Figure 2 This is a schematic diagram of another short-circuit protection system for a traction motor provided in an embodiment of this application. Detailed Implementation

[0017] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0018] As described earlier, the installation of permanent magnet synchronous traction motors on the new trains for the first time has significantly improved various operational indicators. However, due to their high speed, motor malfunctions can easily lead to fires. Furthermore, the current installation location of the permanent magnet synchronous traction motors is far from the undercarriage temperature-sensing cables, resulting in a very short window for handling faults after an alarm is triggered, and making it difficult to accurately pinpoint the fault location, posing a significant safety hazard. Currently, three-phase active short-circuit protection is commonly used to address this issue. However, this protection only provides basic short-circuit protection and cannot effectively suppress fires caused by faults, potentially exacerbating the fire's spread. Simultaneously, because the working principle of permanent magnet synchronous motors differs fundamentally from that of traditional asynchronous motors, there are currently no dedicated protection functions for their unique inter-turn / phase-to-phase short-circuit faults, leading to significant safety hazards during the operation of the new trains.

[0019] Based on this, this application provides a short-circuit protection system, method, and train for a traction motor. In this system, each TCU module is independently associated with a traction motor. Each TCU module, based on inverter status and motor operating data, performs targeted short-circuit fault detection using a first preset fault detection model. Simultaneously, the system constructs a dual fault detection system: TCU model-based initial detection, CCU-linked speed-limiting control, and SMS-based secondary fault detection. The SMS module responds to temperature monitoring signals and further completes short-circuit fault detection through a second preset fault detection model. Combined with train speed-limiting control executed by the CCU based on two types of speed-limiting indication signals, this system overcomes the limitation of traditional three-phase active short-circuit protection, which can only achieve basic short-circuit protection. A closed loop is formed from fault detection to speed-limiting control, effectively suppressing fires caused by permanent magnet synchronous motor faults, avoiding the risk of further fire spread, effectively reducing safety hazards during the operation of new high-speed trains, and ensuring train operation safety.

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] For example, the short-circuit protection system for the traction motor provided in this application embodiment can be applied to the permanent magnet synchronous traction motor configured in the train. The permanent magnet synchronous traction motor is only one example of a traction motor in this example. This embodiment can be applied to motors other than permanent magnet synchronous traction motors. This embodiment does not limit the type of traction motor for the target application.

[0022] See Figure 1 This figure is a schematic diagram of a short-circuit protection system for a traction motor provided in an embodiment of this application. As shown in the figure, the short-circuit protection system in this embodiment includes multiple TCU (Traction Control Unit) modules 100, CCU (Central Control Unit) modules 200, and SMS (Safety Monitoring System / Host) modules 300. Each TCU module is independently associated with a traction motor 400. When the TCU module is not faulty, it monitors the operating status of the traction motor and the inverter status of the traction motor in real time according to its built-in traction motor monitoring algorithm. The TCU module, CCU module, and SMS module in this system will be described in turn below.

[0023] The TCU module 100 is used to perform short-circuit fault detection on the traction motor based on the motor operation data of the associated traction motor through a first preset fault detection model, and when the short-circuit fault detection result of the traction motor is that the motor operation data matches the first preset fault detection rule corresponding to the first preset fault detection model, it sends a first speed limit indication signal to the CCU module.

[0024] The TCU module is the execution unit in the permanent magnet synchronous traction motor short-circuit protection system for detecting short-circuit faults in the traction motor. It plays a crucial role in pre-fault detection and speed-limiting command triggering. When performing short-circuit fault detection on the traction motor, the TCU module uses the inverter status corresponding to the traction motor as the basis for operating condition adaptation, synchronously acquiring motor operating data and combining the actual operating status of the inverter with the real-time motor operating data as the basic input for short-circuit fault detection. Based on this, the TCU module uses a pre-configured first preset fault detection model to perform targeted short-circuit fault detection on the traction motor. During the detection process, the first preset fault detection rule corresponding to the first preset fault detection model is used as the judgment standard to match and verify the collected motor operating data, thereby effectively determining whether a short-circuit fault (inter-turn / phase-to-phase short-circuit fault) has occurred in the traction motor. If it is determined that the motor operating data matches the first preset fault detection rule, i.e., a short-circuit fault has occurred in the traction motor, the TCU module sends a first speed-limiting indication signal to the CCU module. This signal serves as a control command for fault feedback and is the signal basis for the subsequent train speed-limiting control operation initiated by the CCU module.

[0025] Specifically, the pre-configured first preset fault detection models within the TCU module include a current protection model and a voltage protection model. Correspondingly, the first preset fault detection rules for each model are current detection rules and voltage monitoring rules. The TCU module needs to determine whether to use the current protection model or the voltage protection model for short-circuit fault detection based on the inverter's status. The two models use motor current and voltage data from the motor operating data, respectively. The current protection model analyzes the traction motor's current to determine if there is an inter-turn / phase-to-phase short-circuit fault, while the voltage protection model analyzes the traction motor's voltage to determine if a fault exists. Although the analysis data used by the two protection models differs, the type of short-circuit fault they identify is the same: inter-turn / phase-to-phase short-circuit fault. Therefore, in the actual process of short-circuit fault detection for the traction motor, the TCU module needs to determine which model to use based on the inverter's status. Next, we will introduce the specific implementation process of the TCU module for fault detection of the traction motor. In this embodiment, the TCU module mainly uses the current protection model and the voltage protection model for fault detection. Only one of the current protection model and the voltage protection model will be used for fault detection, and the two models will not be called at the same time. The process of fault monitoring based on the two types of models will be introduced separately.

[0026] Specifically, when the inverter is in a normal state, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module.

[0027] In the process of short-circuit fault detection based on the current protection model, motor current data is used as the detection basis. Following the current detection rules corresponding to the current protection model, the collected motor current data is verified and matched. By comparing the data with the rules, it is determined whether a short-circuit fault has occurred in the traction motor. If it is determined that the motor current data matches the current detection rules, it is considered that a short-circuit fault has occurred in the traction motor under the normal operating condition of the inverter. The first speed indication signal will be sent to the CCU module in a timely manner, providing a direct signal input for the CCU module to execute the corresponding level of train speed limit control. This ensures that short-circuit faults when the inverter is not abnormal can be quickly detected and trigger appropriate safety protection actions.

[0028] On the other hand, when the inverter is in an abnormal state, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model, and when it is determined that the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

[0029] This approach complements the aforementioned current-model-based short-circuit fault detection scheme, requiring the inverter corresponding to the traction motor to be in an abnormal state before detection can begin. It specifically fills the gap in detection during inverter malfunctions, achieving full coverage of short-circuit fault detection for the traction motor across all operating conditions. Under this condition, motor voltage data is used as the detection basis, combined with a voltage protection model for short-circuit fault detection. The voltage detection rules corresponding to the voltage protection model are used as the judgment standard to match and verify the motor voltage data, thereby determining whether a short-circuit fault exists in the traction motor. When the detection results show that the motor voltage data matches the voltage detection rules, it is determined that a short-circuit fault has occurred in the traction motor under inverter malfunction conditions. A second speed indication signal is then sent to the CCU module, serving as a fault speed limit command under inverter malfunction conditions.

[0030] It should be noted that the speed limit of the first speed indication signal (which can be set to 200 km / h) is greater than that of the second speed indication signal (which can be set to 40 km / h). This is a graded design based on the differences in fault detection conditions and fault judgment scenarios corresponding to the two types of signals. The first speed indication signal corresponds to the normal operating condition where the inverter is not abnormal. Under this condition, the equipment data acquisition system is normal, and fault detection is an early judgment under normal operating conditions. Short circuit faults in the traction motor are often in a relatively early stage, and the controllability of the danger is relatively high. Adapting to a higher speed limit can achieve basic safety protection through speed limiting, preventing the fault from worsening, while also taking into account the train's operating efficiency and reducing the impact of the fault on the normal operation of the train. The second speed indication signal corresponds to the special operating condition of inverter malfunction. Under this condition, the equipment's normal data acquisition conditions are limited, and fault detection is determined under special conditions. At this time, the short circuit fault of the traction motor has often developed to a more serious stage, and the controllability of the danger is lower. It is necessary to adapt to a lower speed limit value to achieve stricter safety protection. By operating at a lower speed, the risk of fire caused by the fault can be suppressed, the danger can be prevented from spreading further, and the safety of train operation can be ensured.

[0031] The CCU module 200 is configured to send a temperature monitoring signal to the SMS module in response to the first speed limit indication signal or in the event of a fault detected in the TCU module, and to perform speed limit control on the train according to at least one of the first speed limit indication signal and the second speed limit indication signal; the second speed limit indication signal comes from the SMS module.

[0032] The CCU module, serving as the control hub of this system, receives signals from the front-end TCU module, coordinates with the back-end SMS module to perform multi-level fault detection, and handles the execution of train speed limit control. Its operation revolves around two types of triggering conditions and dual speed limit criteria. The CCU module sends a temperature monitoring signal to the SMS module under two specific conditions: First, upon receiving the first speed limit indication signal from the TCU module, it immediately responds, triggering the transmission of a temperature monitoring signal to initiate short-circuit fault fallback detection at the temperature level, thus achieving seamless integration between electrical quantity detection and temperature quantity detection. Second, when it detects a fault in the TCU module (either a communication failure or a power outage), preventing normal short-circuit fault detection at the electrical level, it also proactively sends a temperature monitoring signal to the SMS module. This ensures that even with a TCU module malfunction, short-circuit fault detection of each traction motor can still be performed via the SMS module. Meanwhile, the CCU module uses the first speed limit indication signal from the TCU module and / or the second speed limit indication signal from the SMS module as the core basis for implementing speed limit control on the train. Upon receiving either speed limit indication signal, it will implement targeted speed limit control operations on the train according to the speed limit level corresponding to the signal, so that the train can quickly activate the appropriate speed limit protection after a short circuit fault occurs, and suppress the further deterioration of the fault.

[0033] Specifically, the CCU module may simultaneously receive a first speed limit indication signal from the TCU module and a second speed limit indication signal from the SMS module, or it may receive either the first speed indication signal or the second speed indication signal within the first speed limit indication signal. In these signal reception scenarios, the CCU module needs to execute speed limit control on the train based on its current speed. This process is implemented by the CCU module, and the following section will describe the speed limiting function performed by the CCU module.

[0034] Specifically, the CCU module implements speed limit control for trains through the following five steps: Step 1: Obtain the current speed of the train.

[0035] Upon receiving various speed limit indication signals, the train's current speed is obtained through relevant speed acquisition components. The current speed is primarily acquired using magnetoelectric or photoelectric speed sensors mounted on the wheelset axle ends. These sensors capture the wheelset's rotational speed signal in real time, converting the analog signal of the physical rotational speed into a transmittable digital electrical signal. This signal is then transmitted via the train's hardwired circuitry or Ethernet communication link to a dedicated signal acquisition port on the CCU module, from which real-time rotational speed data is directly retrieved. Subsequently, the execution unit, combining the fixed standard wheel diameter parameters of the train's wheelsets, uses a preset rotational speed conversion algorithm to convert the wheelset rotational speed into the train's instantaneous speed. Simultaneously, dynamic calibration is performed using the operating parameters of the train's traction control system to eliminate speed errors caused by wheelset slippage and coasting, ultimately yielding the train's current speed.

[0036] Step 2: If the received speed indication signal includes the second speed indication signal, determine whether the current driving speed is greater than the speed limit value of the second speed limit indication signal.

[0037] Before implementing speed limit control, it is necessary to classify all received speed limit indication signals to determine whether the received speed indication signals include the second speed indication signal. If it is determined that the speed indication signals include the second speed indication signal, the real-time data of the train's current travel speed obtained in step one is retrieved, and the preset speed limit value corresponding to the second speed limit indication signal is extracted. The two sets of data are compared to determine whether the train's current travel speed is greater than the speed limit value, thus forming a unique and clear judgment result.

[0038] The reason for setting the precondition for the second speed limit indicator signal in this way is that the second speed limit indicator signal often corresponds to more serious train fault conditions, such as TCU module failure leading to electrical quantity detection failure, or traction motor short circuit fault escalating to cause abnormal temperature. Therefore, the speed limit value of the second speed limit indicator signal has a stricter safety protection standard (i.e., the speed limit value of the second speed limit indicator signal is less than the speed limit values ​​of the first and second speed indicator signals in the first speed limit indicator signal). Using the reception status of this signal as a precondition ensures that the stricter speed limit standard is followed first under high-risk fault conditions, minimizing safety hazards such as fire spread and motor damage. On the other hand, the setting of the precondition in step two can effectively avoid the confusion of judgment logic when multiple signals are superimposed. When the first and second speed limit indicator signals are received simultaneously, it means that the motor fault has been judged by both electrical quantity detection and temperature quantity detection, the fault status is clearer and the risk is higher. At this time, the second speed limit indicator signal is given priority as the judgment basis, which can unify the judgment standard under multiple signals, avoid the logical redundancy of multiple speed limit value selection, and improve the calculation efficiency.

[0039] Step 3: If it is determined that the current travel speed is greater than the speed limit value of the second speed limit indication signal, a first EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed limit indication signal; the EB braking is emergency braking.

[0040] Furthermore, if it is determined that the train's current speed exceeds the speed limit value of the second speed limit indication signal, the unit generates a standardized first EB braking command according to the train control system's preset communication protocol. This command contains the control parameters that trigger EB braking and is then transmitted to the IOCU module within the system via the train's dedicated Ethernet communication link, ensuring the stability and effectiveness of the command transmission. Upon receiving the first EB command, the IOCU module immediately activates its own hard-wired control module to disconnect the train's hard-wired safety loop, thereby controlling the train to perform EB braking based on the speed limit value corresponding to the second speed limit indication signal. This hardware action directly triggers the train's EB emergency braking, and the train then initiates a combined air-electric braking mode to achieve rapid deceleration with controllable and efficient braking force. The entire process, from result verification to braking triggering, forms an execution closed loop, ensuring that under high-risk fault conditions, the train can quickly escape the risk of overspeeding and approach the safe speed limit value.

[0041] The IOCU (Input and Output Control Unit) module is the execution unit that connects the software control layer and the train braking hardware system in this system. The IOCU module's operation revolves around the EB commands from the CCU module. It performs its dedicated operations solely through its built-in command receiving module and hardwired control module. Specifically, it receives EB braking commands from the CCU module in real time via the train's Ethernet. Upon receiving the command, the hardwired control module immediately disconnects the train's hardwired safety loop. This hardware action triggers the train's EB emergency braking, without any manual intervention, and it does not participate in the constant speed control or speed limit maintenance after the train has slowed down. The IOCU module's role is to convert CCU commands into train braking. The hardwired control method ensures the reliability of emergency braking triggering, avoids braking failure due to communication failures, and provides rapid speed reduction execution support for the system's graded speed limit control, allowing trains exceeding the speed limit to be quickly brought to the safe speed limit.

[0042] Step 4: If only the first speed indication signal is received, and the current travel speed is greater than the speed limit value of the first speed indication signal, a second EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the first speed indication signal.

[0043] As mentioned earlier, for the first speed limit indication signal from the TCU module (including the first speed indication signal triggered by the current protection model and the second speed indication signal triggered by the voltage protection model), the first and second speed indication signals within the signal will not be generated simultaneously; only one of them will be used. If only the first speed indication signal is received and the train's current speed is greater than the speed limit value corresponding to that signal, it indicates that although the traction motor has a short circuit fault, its temperature has not reached the risk of fire. In this case, the train can be speed-limited according to the higher speed limit value corresponding to the first speed indication signal to ensure train efficiency and avoid delays. Similarly to step three, the train's speed limit control also relies on the IOCU module and the second EB command. When only the first speed indication signal is received, the train is triggered to perform EB braking at the speed limit value corresponding to the first speed indication signal. Specific details of the speed limit implementation have been described in step three and will not be repeated here.

[0044] Step 5: If only the second speed indication signal is received, and the current travel speed is greater than the speed limit value of the second speed indication signal, a third EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed indication signal.

[0045] Similarly to step four, if only the second speed indication signal is received and the current speed of the train is greater than the speed limit value corresponding to the second speed indication signal, the IOCU module performs speed limiting processing to control the train to perform EB braking based on the speed limit value corresponding to the second speed indication signal, thereby ensuring the train's driving safety.

[0046] In one possible implementation, the CCU module in this embodiment is used to monitor whether the train has stopped in real time, and adjusts the previously set speed limit value after determining that the train has stopped, thereby improving train operation efficiency. The execution of this part will be described in detail below.

[0047] Specifically, speed limit adjustments are implemented through the following four steps: Step 1: After triggering the EB braking of the train, monitor in real time whether the train performs a stopping operation.

[0048] After the train departs and undergoes EB braking, a real-time data communication link is established with the onboard braking control system, wheelset speed acquisition system, and vehicle control unit via the train's Ethernet. At a fixed data acquisition cycle, three data points are continuously retrieved: the train's real-time speed, wheelset speed, and braking system operating status. Simultaneously, a dual quantitative standard for stopping is preset: the train's instantaneous speed remains within the 0 km / h range for a certain period, and the braking control system reports a parking and pressure-maintaining operating state. During monitoring, this data is collected based on a set sampling cycle. If the data from three consecutive acquisition cycles accurately match the dual stopping criteria, the unit automatically determines that the train has performed a stopping operation, terminates the current monitoring cycle, and triggers the subsequent workflow.

[0049] Step 2: If the train has already performed the stopping operation, determine the signal to trigger the train to perform speed limit control.

[0050] After confirming that the train has stopped, the system immediately retrieves the real-time speed limit control execution log stored in the CCU module. This log contains key data such as the signal type, signal reception time, and signal source that triggered the speed limit control. The unit extracts the signal identifier through its built-in log parsing module to determine the specific signal that triggered the speed limit control, identifying it as either the first speed indication signal, the second speed indication signal, or the second speed limit indication signal within the first speed limit indication signal set. The entire determination process is automated based on the system's digital records, without any manual intervention, effectively avoiding errors caused by subjective judgment and ensuring the accuracy and uniqueness of the signal type determination result.

[0051] Step 3: If the signal that triggers the train to perform speed limit control is the first speed indication signal or the second speed indication signal, adjust the speed limit value of the train to the speed limit value of the first speed indication signal.

[0052] This step is based on the signal used to trigger speed limit control determined in step two. If the signal triggering the train speed limit control originates from the TCU module (i.e., belongs to either the first or second speed indication signal), it is determined that the short circuit fault in the traction motor is due to an electrical cause, with a low risk of temperature runaway. In this case, the train's speed limit is adjusted to the speed limit of the first speed indication signal, i.e., the higher limit among the two signal types, thereby improving train operating efficiency. In one possible implementation, the speed limit of the first speed indication signal can be 200 km / h, and the speed limit of the second speed indication signal can be 40 km / h. Even if the train speed limit control is triggered by the second speed indication signal, because the risk of traction motor fire is low in this scenario, the train's speed limit is readjusted to 200 km / h of the first speed indication signal after the train stops, thereby improving train operating efficiency.

[0053] Step 4: When the signal that triggers the train to perform speed limit control is the second speed limit indication signal, adjust the speed limit value of the train to the speed limit value of the second speed limit indication signal.

[0054] Conversely, if the signal triggering the train to execute speed limit control is the second speed limit indication signal triggered by the SMS module, it indicates that the short circuit fault in the traction motor was triggered by abnormal motor temperature, and the traction motor's battery cells are highly likely to have melted. In this case, the safety of the train must be prioritized to prevent the spread or occurrence of fire. Therefore, the train's speed limit value should not be adjusted to a higher value; the speed limit value of the second speed limit indication signal must be maintained. For example, if the speed limits of the first speed indication signal, the second speed indication signal, and the second speed limit indication signal are set to 200 km / h, 40 km / h, and 30 km / h respectively, and the signal triggering the train to execute speed limit control is the second speed limit indication signal, then after the train stops, the train's speed limit value should be limited to 30 km / h to maintain the train's speed limit value to prevent the risk of fire.

[0055] The above is an introduction to the TCU module in this system. The following will continue to combine... Figure 1 The SMS module in the embodiments of this application will be described.

[0056] SMS module 300 is used to respond to the temperature monitoring signal, perform short circuit fault detection on the traction motor according to the motor operating data and the second preset fault detection model, and send the second speed limit indication signal to the CCU module if the short circuit fault detection result of the traction motor is that the motor operating data matches the first preset fault detection rule corresponding to the first preset fault detection model.

[0057] The SMS module 300 is the execution unit responsible for temperature-based short-circuit fault detection in this system. All its fault detection and signal transmission actions are solely triggered by the temperature monitoring signal sent by the CCU module. Without this trigger signal, the module will not initiate the relevant detection process. Upon receiving the temperature monitoring signal, the SMS module immediately retrieves the motor operating data of the associated traction motor and performs targeted short-circuit fault detection based on the built-in second preset fault detection model. During the detection process, it follows the second preset fault detection rules corresponding to the second preset fault detection model to perform rule matching verification on the motor operating data. Through standardized automatic comparison operations, it determines whether a short-circuit fault exists in the traction motor. If the detection determines that the motor operating data matches the second preset fault detection rules, i.e., a short-circuit fault is determined in the traction motor based on its temperature, the SMS module immediately sends a second speed limit indication signal to the CCU module. This signal serves as a temperature-based fault speed limit control command, providing a signal basis for the CCU module to execute stricter train speed limit control. It also enables the system to achieve complementarity between electrical quantity detection and temperature quantity detection, strengthening the system's all-condition protection capability against short-circuit faults.

[0058] Specifically, the SMS module is also used to determine short-circuit faults in the traction motor from the perspective of motor temperature, based on the motor temperature data in the motor operation data and the temperature protection model in the second preset fault monitoring model. Specifically, it is used to perform the following steps: Step 1: Upon receiving the temperature monitoring signal, perform short-circuit fault detection based on the motor temperature data and the temperature protection model, and if the motor temperature data matches the temperature detection rule, send the second speed limit indication signal to the CCU module.

[0059] Upon successfully receiving the temperature monitoring signal from the CCU module, the unit immediately retrieves the real-time motor temperature data of the associated traction motor from the system's motor data acquisition terminal. Simultaneously, it invokes the built-in temperature protection model and corresponding temperature detection rules. Using the temperature protection model as the core basis for detection, the unit performs feature extraction, anomaly trend analysis, and threshold standard comparison on the motor temperature data to verify whether the real-time temperature data matches the preset temperature detection rules. If a match is confirmed, the unit generates a standardized second speed limit indication signal according to the train control system's preset communication protocol and sends it to the CCU module via the train Ethernet. If the data does not match, continuous monitoring is maintained, and the temperature data is updated in real time for repeated verification. The entire process is automated, ensuring the accuracy and efficiency of detection and command transmission.

[0060] Thus, by relying on the temperature protection model to determine short-circuit faults from a temperature perspective, the limitations of the TCU module's electrical quantity detection capabilities are compensated for. When the TCU module malfunctions and cannot complete electrical quantity detection, or when an existing short-circuit fault in the traction motor escalates to cause temperature anomalies, the fault state can be identified through motor temperature data, filling the system's fault detection blind spots and creating a dual fault detection system that complements electrical and temperature measurements. On the other hand, the second speed limit indication signal sent to the CCU module after fault determination is the core signal basis for the CCU module to execute stricter graded speed limit control. It can trigger the train to adapt to lower safe speed limits, providing timely warnings of high-risk fault conditions through temperature-based fault determination, strengthening the ability to suppress safety hazards such as motor fires and further fault spread, and ensuring train operation safety in scenarios where detection units fail or faults escalate.

[0061] See Figure 2 This figure is a schematic diagram of another short-circuit protection system for a traction motor provided in an embodiment of this application. In one possible implementation, the system also includes an HMI (Human Machine Interface) module. This module is used to display the train's speed limit value on the train's human-machine interface based on the speed limit status signal from the CCU module. As the core display terminal of the train's human-machine interface system, the HMI module's core responsibility is to present the speed limit control commands issued by the CCU module to the onboard personnel in a clear and intuitive visual form. The module's display action is solely triggered by the speed limit status signal generated by the CCU module, and it has a strict signal response timing sequence. After the CCU module completes the speed limit control operation on the train, it automatically parses and encapsulates key information such as the currently effective speed limit value, the reason for the speed limit trigger, and the control mode, forming a standardized speed limit status signal, which is then sent to the HMI module in real time via the train's onboard communication network. Upon receiving the signal, the HMI module will immediately perform signal analysis and data extraction to accurately identify the target speed limit value of the current train. Subsequently, the speed limit value will be dynamically displayed in a prominent position on the human-machine interface in a large font, eye-catching color, and clear icon, ensuring that the driver can obtain and confirm the current speed limit management status of the train as soon as possible.

[0062] Furthermore, the CCU module is also used to release the speed limit control for the train in response to a speed limit state release command from the HMI module.

[0063] Specifically, the CCU module establishes a continuous real-time communication link with the HMI module, constantly receiving and verifying commands to capture various command signals from the HMI module and identify speed limit cancellation commands. Speed ​​limit cancellation commands are manually generated by the driver through the train's human-machine interface after completing on-site inspection of the train fault, confirming the elimination of the traction motor short-circuit fault hazard, or determining it to be a false alarm. This is the highest priority manual intervention command. Upon successful identification and receipt of this valid cancellation command, a standardized speed limit cancellation process is initiated. First, the current speed limit control status and set speed limit parameters are quickly verified. After confirming no other speed limit trigger signals are superimposed, the built-in parameter reset module restores all speed limit control-related parameters in the CCU module to the default state for normal train operation. Simultaneously, the speed limit cancellation status signal is synchronized in real-time to relevant system functional modules such as the IOCU module, causing each module to immediately stop performing speed limit-related operations such as speed determination and EB braking triggering, allowing the train to return to normal speed control mode. This effectively avoids operational efficiency losses caused by the automatic speed limit remaining in effect after the fault has been cleared.

[0064] This application provides a short-circuit protection system for a traction motor. In this system, each TCU module is independently associated with a traction motor. Based on inverter status and motor operating data, each TCU module performs targeted short-circuit fault detection using a first preset fault detection model. Simultaneously, the system constructs a dual fault detection system: TCU model-based initial detection, CCU-linked speed-limiting control, and SMS-based secondary fault detection. The SMS module responds to temperature monitoring signals and further completes short-circuit fault detection using a second preset fault detection model. Combined with train speed-limiting control executed by the CCU based on two types of speed-limiting indication signals, this system overcomes the limitation of traditional three-phase active short-circuit protection, which only achieves basic short-circuit protection. A closed loop is formed from fault detection to speed-limiting control, effectively suppressing fires caused by permanent magnet synchronous motor faults, avoiding the risk of further fire spread, effectively reducing safety hazards during the operation of new high-speed trains, and ensuring train operation safety.

[0065] The following describes a short-circuit protection system for a traction motor provided in an embodiment of this application. The short-circuit protection system for a traction motor described below can be referred to in correspondence with the short-circuit protection method for a traction motor described above.

[0066] In one possible implementation, this application embodiment also provides a short-circuit protection method for a traction motor, applied to a CCU module within a train. The train includes multiple TCU modules, CCU modules, and SMS modules, each TCU module being independently associated with a traction motor. The method includes: In response to a first speed limit indication signal from the TCU module or in the event of a fault detected in the TCU module, a temperature monitoring signal is sent to the SMS module, and speed limit control is performed on the train according to the first speed limit indication signal or a second speed limit indication signal from the SMS module.

[0067] In one possible implementation, the motor operating data includes motor current data and motor voltage data; the first preset fault detection model includes a current protection model and a voltage protection model, and the first preset fault detection rule includes the current detection rule corresponding to the current protection model and the voltage detection rule corresponding to the voltage protection model; the first speed limit indication signal includes a first speed indication signal and a second speed indication signal, wherein the speed limit value of the first speed indication signal is greater than the speed limit value of the second speed indication signal; the TCU module is specifically used for: When the inverter is in a state without abnormality, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module. When the inverter is in an abnormal state, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model. If the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

[0068] This application also provides a train that includes a short-circuit protection system for a permanent magnet synchronous traction motor as described in any of the foregoing embodiments, or a short-circuit protection method for a permanent magnet synchronous traction motor as described in any of the foregoing embodiments.

[0069] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the system, method, and train embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The system, method, and train embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components indicated as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the embodiment solution according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0070] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A short-circuit protection system for a traction motor, characterized in that, Applied to trains, the system includes: multiple TCU modules, CCU modules, and SMS modules, with each TCU module independently associated with a traction motor; The TCU module is used to perform short-circuit fault detection on the traction motor based on the motor operation data of the associated traction motor through a first preset fault detection model, and when the short-circuit fault detection result of the traction motor is that the motor operation data matches the first preset fault detection rule corresponding to the first preset fault detection model, it sends a first speed limit indication signal to the CCU module. The CCU module is configured to send a temperature monitoring signal to the SMS module in response to the first speed limit indication signal or in the event of a fault detected in the TCU module, and to perform speed limit control on the train according to at least one of the first speed limit indication signal and the second speed limit indication signal; the second speed limit indication signal comes from the SMS module. The SMS module is used to respond to the temperature monitoring signal, perform short-circuit fault detection on the traction motor according to the motor operating data and the second preset fault detection model, and send the second speed limit indication signal to the CCU module if the short-circuit fault detection result of the traction motor is that the motor operating data matches the first preset fault detection rule corresponding to the first preset fault detection model.

2. The system according to claim 1, characterized in that, The motor operating data includes motor current data and motor voltage data; the first preset fault detection model includes a current protection model and a voltage protection model, and the first preset fault detection rule includes the current detection rule corresponding to the current protection model and the voltage detection rule corresponding to the voltage protection model; the first speed limit indication signal includes a first speed indication signal corresponding to the current protection model and a second speed indication signal corresponding to the voltage protection model; the TCU module is specifically used for: When the inverter status of the associated traction motor is in an abnormal state, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module. If the inverter status of the associated traction motor is abnormal, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model, and if it is determined that the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

3. The system according to claim 2, characterized in that, The system further includes: an IOCU module; the speed limit values ​​of both the first speed indication signal and the second speed indication signal are greater than the speed limit value of the second speed limit indication signal; the CCU module is specifically used for: Obtain the current speed of the train; If the received speed indication signal includes the second speed indication signal, determine whether the current driving speed is greater than the speed limit value of the second speed limit indication signal. If it is determined that the current travel speed is greater than the speed limit value of the second speed limit indication signal, a first EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed limit indication signal; the EB braking is emergency braking. If only the first speed indication signal is received, and the current travel speed is greater than the speed limit value of the first speed indication signal, a second EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the first speed indication signal. If only the second speed indication signal is received, and the current travel speed is greater than the speed limit value of the second speed indication signal, a third EB command is sent to the IOCU module to trigger the train to perform EB braking at the speed limit value corresponding to the second speed indication signal.

4. The system according to claim 2, characterized in that, The speed limit values ​​of both the first speed indication signal and the second speed indication signal are greater than the speed limit value of the second speed limit indication signal; the CCU module is also used for: After triggering the EB braking of the train, monitor in real time whether the train performs a stopping operation; If the train has already performed the stopping operation, a signal is determined to trigger the train to perform speed limit control. If the signal that triggers the train to perform speed limit control is the first speed indication signal or the second speed indication signal, the speed limit value of the train shall be adjusted to the speed limit value of the first speed indication signal. When the signal that triggers the train to perform speed limit control is the second speed limit indication signal, the speed limit value of the train is adjusted to the speed limit value of the second speed limit indication signal.

5. The system according to claim 1, characterized in that, The motor operating data includes motor temperature data; the second preset fault detection model includes a temperature protection model; the second preset fault detection rule includes a temperature monitoring rule; the SMS module is specifically used for: Upon receiving the temperature monitoring signal, short-circuit fault detection is performed based on the motor temperature data and the temperature protection model. If the motor temperature data matches the temperature detection rule, the second speed limit indication signal is sent to the CCU module.

6. The system according to claim 1, characterized in that, The system also includes an HMI module, which is used to display the speed limit value of the train on the human-machine interface of the train according to the speed limit status signal from the CCU module; the speed limit status signal is generated by the CCU module after performing speed limit control on the train.

7. The system according to claim 6, characterized in that, The CCU module is also used for: In response to a speed limit status release command from the HMI module, the speed limit control for the train is released.

8. A short-circuit protection method for a traction motor, characterized in that, A CCU module is applied within a train, the train comprising multiple TCU modules, CCU modules, and SMS modules, each TCU module being independently associated with a traction motor; the method includes: In response to a first speed limit indication signal from the TCU module or in the event of a fault detected in the TCU module, a temperature monitoring signal is sent to the SMS module, and speed limit control is performed on the train according to the first speed limit indication signal or a second speed limit indication signal from the SMS module.

9. The method according to claim 8, characterized in that, The motor operating data includes motor current data and motor voltage data; the first preset fault detection model includes a current protection model and a voltage protection model, and the first preset fault detection rules include the current detection rules corresponding to the current protection model and the voltage detection rules corresponding to the voltage protection model; the first speed limit indication signal includes a first speed indication signal and a second speed indication signal, wherein the speed limit value of the first speed indication signal is greater than the speed limit value of the second speed indication signal; the TCU module is specifically used for: When the inverter is in a state without abnormality, short-circuit fault detection is performed based on the motor current data and the current protection model, and when it is determined that the motor current data matches the current detection rule, the first speed indication signal is sent to the CCU module. When the inverter is in an abnormal state, short-circuit fault detection is performed based on the motor voltage data and the voltage protection model. If the motor voltage data matches the voltage detection rule, the second speed indication signal is sent to the CCU module.

10. A train, characterized in that, The train includes a short-circuit protection system for a permanent magnet synchronous traction motor as described in any one of claims 1-7, or a short-circuit protection method for a permanent magnet synchronous traction motor as described in claim 8 or 9.

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