A variable frequency control method and related device of a motor train unit traction motor heat dissipation device

Abstract

The application discloses a variable frequency control method and related device of a motor train unit traction motor heat dissipation device. When the target motor train unit traction motor is in normal operation and in a non-emergency traction mode, the heat dissipation device is set to a first rotating speed gear. Then, if the motor is still in normal operation and the vehicle is in a non-emergency traction mode, the following gear switching can be performed: switching between the first rotating speed gear and a second rotating speed gear according to the real-time vehicle speed to meet the heat dissipation demand at different speeds; switching between the second rotating speed gear and a fourth rotating speed gear step by step based on the motor stator temperature to ensure that the heat dissipation effect is enhanced when the motor temperature rises; adjusting between the fourth rotating speed gear and an eighth rotating speed gear in combination with the motor temperature and the current altitude to ensure that good heat dissipation performance is maintained in different environments. The application can reduce the cooling energy consumption while ensuring the safety of the motor heat dissipation, and realize the precise matching and rapid response of the heat dissipation capacity and the load heat generation.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, specifically to a frequency conversion control method and related devices for the heat dissipation equipment of a high-speed train traction motor. Background Technology

[0002] Traditional traction motor cooling control schemes mostly rely solely on vehicle speed to switch between high and low speeds of the cooling system. Under high-load conditions such as low-speed climbing and high traction output of the EMU, the motor heats up intensely and the demand for heat dissipation increases significantly. However, due to the low vehicle speed, the cooling system remains in low-speed mode, resulting in a serious mismatch between the heat dissipation capacity and the actual heat demand. On the other hand, when running at high speed on flat roads, the motor load is lighter and the heat generation is less, but the cooling system automatically switches to high-speed mode due to the higher vehicle speed, resulting in excessive cooling airflow, high energy consumption, and wasteful overcooling.

[0003] Therefore, traditional solutions are prone to insufficient heat dissipation under conditions such as climbing slopes and continuous high loads, which can lead to motor overheating protection shutdown. In dynamic speed and load scenarios, cooling regulation has a significant lag and cannot respond in real time according to the motor's thermal state, making it difficult to achieve a fast and accurate balance between heat dissipation safety and operating energy consumption. Summary of the Invention

[0004] To address the aforementioned issues, this application provides a frequency conversion control method and related devices for the heat dissipation equipment of a high-speed train traction motor. This method can reduce cooling energy consumption while ensuring the safety of motor heat dissipation, and achieve precise matching and rapid response between heat dissipation capacity and load heat generation.

[0005] The embodiments of this application disclose the following technical solutions: A frequency conversion control method for a heat dissipation device of a traction motor in a high-speed train, the method comprising: When the traction motor of the target train is in normal working condition, the target train is in non-emergency traction mode and the target train is in low-speed start-up state, the heat dissipation equipment of the target train is controlled to work in the first speed range. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation equipment is controlled to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation device is controlled to switch bidirectionally between the second speed range and the fourth speed range based on the real-time stator temperature of the traction motor. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located, the heat dissipation device is controlled to switch bidirectionally from the fourth speed range to the eighth speed range. The bidirectional step-by-step switching between the second and fourth speed gears and the bidirectional step-by-step switching between the fourth and eighth speed gears both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting.

[0006] In one possible implementation, the unidirectional, step-by-step shifting between the second and fourth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the first gear temperature threshold, then the heat dissipation device of the target vehicle is controlled to switch from the second speed gear to the third speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the second gear temperature threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the third speed gear to the fourth speed gear.

[0007] In one possible implementation, the unidirectional progressive gear shifting between the fourth and eighth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the third gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fourth gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fifth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the sixth speed gear to the seventh speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the sixth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the second altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the seventh speed gear to the eighth speed gear.

[0008] In one possible implementation, the unidirectional downshifting between the fourth speed gear and the second speed gear includes: When the heat dissipation equipment of the target vehicle is working at the fourth speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the first down-speed temperature threshold. If so, the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed setting to the third speed setting. When the heat dissipation equipment of the target train is operating at the third speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the second downshift temperature threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the third speed setting to the second speed setting.

[0009] In one possible implementation, the unidirectional downshifting between the eighth speed gear and the fourth speed gear includes: If the real-time stator temperature of the traction motor is less than or equal to the third downshift temperature threshold, then control the cooling device of the target vehicle to switch from the eighth speed setting to the seventh speed setting. If the real-time stator temperature of the traction motor is less than or equal to the fourth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the seventh speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the fifth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the sixth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the sixth downshift temperature threshold, the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed setting to the fourth speed setting.

[0010] In one possible implementation, controlling the cooling device to switch bidirectionally between a first speed range and a second speed range based on the real-time speed of the target train includes: When the heat dissipation equipment of the target train is working at the first speed setting, it is identified whether the real-time speed of the target train is greater than or equal to the first speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the first speed setting to the second speed setting. When the heat dissipation equipment of the target train is operating at the second speed setting, it is identified whether the real-time speed of the target train is less than or equal to the second speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the second speed setting to the first speed setting.

[0011] In one possible implementation, the method further includes: When the target train is in emergency traction mode, the heat dissipation equipment of the target train is controlled to operate at the fifth speed setting.

[0012] A frequency converter control device for heat dissipation equipment of traction motor in high-speed trains, the device comprising: The first control unit is used to control the heat dissipation equipment of the target vehicle to operate at the first speed setting when the traction motor of the target vehicle is in normal working condition, the target vehicle is in non-emergency traction mode and the target vehicle is in low-speed start-up state. The second control unit is used to control the heat dissipation device to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The third control unit is used to control the heat dissipation device to switch bidirectionally between the second and fourth speed ranges based on the real-time stator temperature of the traction motor when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The fourth control unit is used to control the heat dissipation device to switch bidirectionally from the fourth speed range to the eighth speed range when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located. The bidirectional step-by-step switching between the second and fourth speed gears and the bidirectional step-by-step switching between the fourth and eighth speed gears both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting.

[0013] A frequency conversion control device for a heat dissipation device of a traction motor of a high-speed train includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the frequency conversion control method for the heat dissipation device of the traction motor of the high-speed train as described above.

[0014] A computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the frequency conversion control method for the cooling device of the traction motor of a high-speed train as described above.

[0015] Compared with the prior art, this application has the following beneficial effects: This application provides a frequency conversion control method and related apparatus for a heat dissipation device for a traction motor of a high-speed train. Specifically, when implementing the frequency conversion control method for the heat dissipation device of a traction motor of a high-speed train provided in this application embodiment, firstly, when the target high-speed train's traction motor is working normally, in a non-emergency traction mode, and starting at low speed, the heat dissipation device is controlled at the first speed level to ensure the basic heat dissipation needs during the starting phase. Subsequently, based on the real-time speed of the target high-speed train, the heat dissipation device is bidirectionally switched between the first and second speed levels to adapt to the speed adjustment needs after low-speed and medium-speed starts. On this basis, when the target high-speed train's traction motor is in normal working condition and the target high-speed train is in a non-emergency traction mode, the following speed level switching operation can also be performed: combined with the real-time stator temperature of the traction motor, the heat dissipation device is controlled to switch bidirectionally from the second to the fourth speed level to accurately match the heat dissipation needs under different heat levels of the motor; when the heat dissipation level is raised to the fourth speed level, further combined with the altitude of the target high-speed train's current location and the real-time stator temperature of the traction motor, bidirectionally switched between the fourth and eighth speed levels to take into account the impact of high-altitude environments on heat dissipation efficiency. The bidirectional step-by-step switching between the second to fourth speed gears and the fourth to eighth speed gears includes both unidirectional step-by-step upshifting and unidirectional step-by-step downshifting, ensuring smooth and lag-free gear adjustment. This avoids both insufficient heat dissipation and energy waste, achieving a dual guarantee of traction motor heat dissipation safety and operational economy. This application achieves multi-dimensional joint adjustment of vehicle speed, motor stator temperature, and altitude, and realizes bidirectional step-by-step upshifting and downshifting within different gear ranges. It can adjust the heat dissipation intensity in real time according to the actual heating state of the motor and the operating environment, avoiding the problems of insufficient heat dissipation under low-speed, high-load conditions and excessive airflow and energy waste under high-speed, light-load conditions. It eliminates the adjustment lag of traditional control methods, effectively reducing cooling energy consumption while ensuring traction motor heat dissipation safety and preventing overheating shutdown. This achieves precise matching of heat dissipation capacity and load heating, and an efficient balance between heat dissipation safety and operational economy. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings used in the description of the embodiment 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.

[0017] Figure 1 A flowchart illustrating a frequency conversion control method for a heat dissipation device for a traction motor of a high-speed train, provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a frequency converter control device for a heat dissipation device of a traction motor of a high-speed train, provided in an embodiment of this application. Detailed Implementation

[0018] To facilitate understanding of the technical solutions provided in the embodiments of this application, the background technology involved in the embodiments of this application will be described below.

[0019] Traditional traction motor cooling control schemes typically rely solely on vehicle speed as the control criterion. This single control method has numerous limitations in practical applications, especially under conditions of significant load variations. Taking a high-speed train as an example, when the train is climbing a hill at low speed, the output power required by the traction motor increases significantly, leading to increased motor heat generation and a sharp rise in cooling demands. However, due to the low vehicle speed at this time, traditional cooling systems still operate at low speeds, resulting in insufficient cooling fan speed to meet the motor's cooling requirements. In this situation, the motor may overheat and trigger its protection mechanism, ultimately causing a shutdown and impacting overall operational efficiency and safety.

[0020] In contrast, the motor load is relatively light when running on highways, and the heat generation is reduced. However, traditional solutions still automatically switch to high speed based on the higher vehicle speed, which will cause excessive airflow in the cooling system, resulting in energy waste.

[0021] For example, suppose a high-speed train is traveling at 160 km / h. If the cooling system is kept at high speed, even though the motor is under low load, it will still consume a lot of energy for excessive heat dissipation. This not only increases operating costs but may also affect the motor's operating condition due to excessive cooling, resulting in unnecessary energy consumption.

[0022] To address this issue, this application provides a frequency conversion control method and related apparatus for the cooling equipment of a train traction motor. First, when the target train's traction motor is in normal operation and in the low-speed start-up phase of a non-emergency traction mode, the cooling equipment can be set to the first speed setting. This initial setting ensures that the cooling system provides basic cooling support with low energy consumption during vehicle startup, avoiding unnecessary energy waste. Next, based on the real-time speed of the target train, bidirectional switching can be performed between the first and second speed settings. When the target train's traction motor is in normal operation and the target train is in a non-emergency traction mode, the following speed settings can also be switched: as the real-time stator temperature of the traction motor changes, bidirectional step-by-step switching can be performed between the second and fourth speed settings. This mechanism allows the system to dynamically adjust the speed of the cooling fan according to the actual operating temperature of the motor. Simultaneously, considering the influence of altitude on air density and cooling effect, when the target train's traction motor is in normal operation and the target train is in a non-emergency traction mode, bidirectional step-by-step switching can be performed between the fourth and eighth speed settings based on the real-time stator temperature and the current altitude of the area. This advanced adjustment strategy ensures that the cooling system maintains optimal operating conditions and provides sufficient heat dissipation capacity under different environmental conditions. During this process, the bidirectional step-by-step switching between the second and fourth speed ranges, and between the fourth and eighth speed ranges, includes not only unidirectional step-up switching but also unidirectional step-down switching. This design allows the cooling system to respond more flexibly to the motor's temperature control needs, ensuring the motor operates safely and stably under various complex operating conditions, while optimizing energy consumption and improving overall operating efficiency. This application can reduce cooling energy consumption while ensuring motor heat dissipation safety, achieving precise matching and rapid response between heat dissipation capacity and load heat generation.

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0024] See Figure 1 The figure is a flowchart of a frequency conversion control method for a heat dissipation device for a traction motor of a high-speed train, provided in an embodiment of this application. Figure 1 As shown, the frequency conversion control method for the traction motor cooling equipment of the EMU may include steps S101-S104: S101: When the traction motor of the target train is in normal working condition, the target train is in non-emergency traction mode and the target train is in low-speed start-up state, control the heat dissipation equipment of the target train to work in the first speed range.

[0025] To provide basic cooling during the low-speed start-up phase of the train and avoid unnecessary energy consumption caused by high-speed fan operation, while ensuring stable and reliable initial operation of the traction motor, the cooling equipment is controlled to operate at the lowest initial speed when the target train's traction motor is in normal working condition, the vehicle is in non-emergency traction mode, and it is in a low-speed start-up condition. For example, in low-speed, light-load scenarios such as the train starting at a station or slowly leaving the platform, the fan operates at only the basic speed, which meets the cooling requirements for start-up while reducing energy consumption and noise.

[0026] S102: When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation device is controlled to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train.

[0027] In order to adapt to the basic ventilation and heat dissipation requirements according to the train speed, the cooling air volume is appropriately increased when the train speed increases and the gear is reduced when the train speed decreases, so as to achieve preliminary dynamic adjustment and energy saving. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the cooling equipment can be controlled to switch bidirectionally between the first speed gear and the second speed gear based on the real-time speed of the target train.

[0028] For example, suppose that when the train gradually accelerates from a low starting speed to 40 km / h or above, it switches from the first speed gear to the second speed gear, and when the train speed drops to 38 km / h or below, it switches back from the second speed gear to the first speed gear, so that the basic heat dissipation intensity is smoothly adjusted according to the driving conditions, avoiding the mismatch between air volume and train speed.

[0029] S103: When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor, the heat dissipation device is controlled to switch bidirectionally between the second speed range and the fourth speed range.

[0030] To overcome the limitations of relying solely on vehicle speed control, the system can make precise adjustments in real time based on the heat intensity of the traction motor itself. This avoids insufficient heat dissipation under low-speed, high-load conditions or wasted airflow under light-load conditions. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the cooling equipment can be controlled to switch between the second and fourth speed ranges based on the real-time stator temperature of the traction motor.

[0031] For example, suppose that when the stator temperature of the motor rises to 120°C, the speed is gradually increased from the second speed setting to the third speed setting, and when the temperature continues to rise to 124°C, it is increased to the fourth speed setting. Conversely, when the temperature drops to 124°C or below, the speed is gradually reduced back to the third speed setting, and when it drops to 118°C or below, it returns to the second speed setting, thus achieving a precise match between the heat dissipation intensity and the motor's heating state.

[0032] S104: When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located, the heat dissipation device is controlled to switch bidirectionally from the fourth speed range to the eighth speed range.

[0033] To adapt to the special working conditions of low air density and poor heat dissipation efficiency in high-altitude environments, and to accurately adjust the highest gear based on the real-time heating status of the motor, so as to avoid motor overheating under high-altitude and continuous high-load conditions, when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation equipment can be controlled to switch bidirectionally between the fourth and eighth speed gears based on the real-time stator temperature of the traction motor and the current altitude of the area.

[0034] For example, assuming the vehicle is operating in a high-altitude area and the motor stator temperature reaches 130°C, the speed is gradually increased from the fourth gear to the eighth gear, with the gear increasing as the temperature and altitude increase. When the temperature or altitude decreases, the gear is gradually decreased, thereby ensuring heat dissipation safety in harsh environments and reducing energy consumption in a timely manner after the environment improves.

[0035] It should be noted that, in order to ensure smooth and continuous adjustment of the heat dissipation gear without any sudden shocks, and to be able to adjust the speed in real time according to changes in motor heat generation and environment, and to accurately adapt to heat dissipation needs, in this application, the bidirectional step-by-step switching from the second speed gear to the fourth speed gear and from the fourth speed gear to the eighth speed gear both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting. That is, when the motor temperature rises, the speed is increased step by step according to the gear sequence, and when the temperature drops, the speed is decreased step by step according to the same gear sequence. This allows the heat dissipation intensity to be smoothly adjusted according to changes in operating conditions, and can be increased or decreased with timely response. This avoids the fan wear caused by sudden changes in gear and can always maintain a high degree of matching between the heat dissipation capacity and actual needs.

[0036] Based on the content of S101-S104, under the premise that the target train meets the requirements of normal operation of the traction motor, non-emergency traction mode, and low-speed start, the cooling equipment is started and operates at the first speed level to lay the foundation for basic heat dissipation. When the target train's traction motor is in normal operation and the target train is in non-emergency traction mode, the following speed level switching can continue: According to the real-time speed changes of the target train, the cooling equipment is controlled to switch bidirectionally between the first and second speed levels to adapt to the changes in basic heat dissipation requirements caused by speed fluctuations; then, based on the real-time stator temperature of the traction motor, the cooling equipment is further finely adjusted to achieve bidirectional step-by-step switching between the second and fourth speed levels to accurately match the motor's own heating state; finally, when the cooling level reaches the fourth speed level, combined with the two key parameters of the real-time stator temperature of the traction motor and the altitude of the target train's current location, the cooling equipment is controlled to switch bidirectionally step-by-step between the fourth and eighth speed levels to take into account the impact of high-altitude environment on heat dissipation effect. Meanwhile, the bidirectional step-by-step switching between the second to fourth speed gears and the fourth to eighth speed gears includes both unidirectional step-by-step upshifting and unidirectional step-by-step downshifting, ensuring smooth and controllable gear adjustment with real-time response, achieving a precise balance between heat dissipation requirements and energy consumption control. This application can reduce cooling energy consumption while ensuring motor heat dissipation safety, achieving precise matching and rapid response between heat dissipation capacity and load heat generation.

[0037] In one possible implementation, the unidirectional step-up switching between the second and fourth speed gears specifically includes: real-time identification of the motor stator temperature of the target train; when the real-time motor stator temperature is greater than or equal to the first speed-up threshold (e.g., 120°C), controlling the heat dissipation device to switch from the second speed gear to the third speed gear; when the real-time motor stator temperature continues to rise and is greater than or equal to the second speed-up threshold (e.g., 124°C), further controlling the heat dissipation device to switch from the third speed gear to the fourth speed gear, thereby gradually increasing the heat dissipation intensity according to the degree of motor heating and avoiding insufficient heat dissipation.

[0038] In one possible implementation, the unidirectional step-by-step shifting between the fourth and eighth speed gears specifically includes: The stator temperature of the motor of the target train and the altitude of the current area are identified in real time. When the real-time stator temperature of the motor is greater than or equal to the third up-range temperature threshold (e.g., 130℃) and the altitude is greater than or equal to the first altitude threshold (e.g., 1800m), the heat dissipation equipment is controlled to switch from the fourth speed range to the fifth speed range. When the real-time motor stator temperature is greater than or equal to the fourth gear temperature threshold of 140℃, and the altitude is greater than or equal to the first altitude threshold, the speed will switch from the fifth speed gear to the sixth speed gear. When the real-time motor stator temperature is greater than or equal to the fifth gear temperature threshold (e.g., 145℃) and the altitude is greater than or equal to the first altitude threshold, the speed will switch from the sixth gear to the seventh gear. When the real-time motor stator temperature is greater than or equal to the sixth gear temperature threshold (e.g., 185℃) and the altitude is greater than or equal to the second altitude threshold (e.g., 3500m), the speed is switched from the seventh gear to the eighth gear to gradually enhance the heat dissipation capacity under the harsh conditions of high altitude and high heat generation, thus ensuring the safe operation of the traction motor.

[0039] In one possible implementation, the unidirectional downshifting between the fourth speed gear and the second speed gear specifically includes: When the heat dissipation device is in the fourth speed setting, the stator temperature of the motor of the target train is monitored in real time. If the temperature is less than or equal to the first down-speed temperature threshold (e.g., 124℃), the heat dissipation device is controlled to drop from the fourth speed setting back to the third speed setting. When the heat dissipation device is in the third speed setting, the motor stator temperature continues to be monitored. If the temperature is less than or equal to the second downgrade temperature threshold (e.g., 118℃), the heat dissipation device is further controlled to downgrade from the third speed setting to the second speed setting. This gradually reduces the heat dissipation setting as the motor heats up, thereby reducing fan energy consumption and avoiding excessive cooling waste.

[0040] In one possible implementation, the unidirectional downshifting between the eighth speed gear and the fourth speed gear specifically includes: When the cooling device operates at the eighth speed setting, it identifies the stator temperature of the target train's motor in real time. If the temperature is less than or equal to the third downgrade temperature threshold (e.g., 183℃), it switches from the eighth speed setting to the seventh speed setting. If the temperature is further less than or equal to the fourth downgrade temperature threshold (e.g., 143℃), it switches from the seventh speed setting to the sixth speed setting. If the temperature continues to be less than or equal to the fifth downgrade temperature threshold (e.g., 138℃), it switches from the sixth speed setting to the fifth speed setting. If the temperature is less than or equal to the sixth downgrade temperature threshold (e.g., 128℃), it switches from the fifth speed setting to the fourth speed setting. This allows the cooling setting to be gradually reduced as the motor heats up or the altitude environment improves, effectively reducing energy consumption while ensuring cooling safety and avoiding excessive airflow.

[0041] In one possible implementation, the cooling device is controlled based on the real-time speed of the target train, switching bidirectionally between a first speed range and a second speed range, specifically including: When the cooling device is working in the first speed setting, it determines whether the real-time vehicle speed is greater than or equal to the first vehicle speed threshold (e.g., 40km / h). If so, it switches from the first speed setting to the second speed setting. When the cooling device is operating at the second speed setting, it determines whether the real-time vehicle speed is less than or equal to the second vehicle speed threshold (e.g., 38 km / h). If so, it switches back to the first speed setting from the second speed setting. By setting the hysteresis threshold, it avoids frequent gear switching and allows the cooling setting to be adjusted smoothly with the vehicle speed, taking into account both basic cooling and energy consumption control.

[0042] In one possible implementation, the method further includes: When the target train enters emergency traction mode, the cooling equipment is directly controlled to operate at the fifth speed setting to quickly provide sufficient cooling airflow under emergency high load and high heat conditions, ensuring the traction motor's heat dissipation safety and reliable operation under extreme conditions.

[0043] See Figure 2 , Figure 2 This is a schematic diagram of the structure of a frequency converter control device for a heat dissipation device of a traction motor in a high-speed train, provided as an embodiment of this application. Figure 2 As shown, the frequency converter control device for the traction motor cooling equipment of this EMU includes: The first control unit 201 is used to control the heat dissipation equipment of the target vehicle to work at the first speed range when the traction motor of the target vehicle is in normal working state, the target vehicle is in non-emergency traction mode and the target vehicle is in low-speed start state. The second control unit 202 is used to control the heat dissipation device to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The third control unit 203 is used to control the heat dissipation device to switch bidirectionally between the second speed range and the fourth speed range based on the real-time stator temperature of the traction motor when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The fourth control unit 204 is used to control the heat dissipation device to switch bidirectionally from the fourth speed range to the eighth speed range when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located. The bidirectional step-by-step switching between the second and fourth speed gears and the bidirectional step-by-step switching between the fourth and eighth speed gears both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting.

[0044] In one possible implementation, the unidirectional, step-by-step shifting between the second and fourth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the first gear temperature threshold, then the heat dissipation device of the target vehicle is controlled to switch from the second speed gear to the third speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the second gear temperature threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the third speed gear to the fourth speed gear.

[0045] In one possible implementation, the unidirectional progressive gear shifting between the fourth and eighth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the third gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fourth gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fifth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the sixth speed gear to the seventh speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the sixth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the second altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the seventh speed gear to the eighth speed gear.

[0046] In one possible implementation, the unidirectional downshifting between the fourth speed gear and the second speed gear includes: When the heat dissipation equipment of the target vehicle is working at the fourth speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the first down-speed temperature threshold. If so, the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed setting to the third speed setting. When the heat dissipation equipment of the target train is operating at the third speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the second downshift temperature threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the third speed setting to the second speed setting.

[0047] In one possible implementation, the unidirectional downshifting between the eighth speed gear and the fourth speed gear includes: If the real-time stator temperature of the traction motor is less than or equal to the third downshift temperature threshold, then control the cooling device of the target vehicle to switch from the eighth speed setting to the seventh speed setting. If the real-time stator temperature of the traction motor is less than or equal to the fourth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the seventh speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the fifth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the sixth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the sixth downshift temperature threshold, the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed setting to the fourth speed setting.

[0048] In one possible implementation, the second control unit 202 is specifically used for: When the heat dissipation equipment of the target train is working at the first speed setting, it is identified whether the real-time speed of the target train is greater than or equal to the first speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the first speed setting to the second speed setting. When the heat dissipation equipment of the target train is operating at the second speed setting, it is identified whether the real-time speed of the target train is less than or equal to the second speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the second speed setting to the first speed setting.

[0049] In one possible implementation, the device further includes a fifth control unit, configured to: When the target train is in emergency traction mode, the heat dissipation equipment of the target train is controlled to operate at the fifth speed setting.

[0050] In addition, this application embodiment also provides a frequency conversion control device for the heat dissipation equipment of the traction motor of a high-speed train, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the frequency conversion control method for the heat dissipation equipment of the traction motor of the high-speed train as described above.

[0051] In addition, this application embodiment also provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the frequency conversion control method for the heat dissipation equipment of the EMU traction motor as described above.

[0052] This application's embodiment avoids the problem of insufficient cooling capacity and mismatch between cooling capacity and the actual heat demand of the motor due to low vehicle speed during high-load conditions such as low-speed climbing, which could lead to motor overheating protection shutdown. It also eliminates the wasteful phenomenon of excessive cooling airflow and high energy consumption due to high vehicle speed during high-speed flat road low-load conditions. Furthermore, by achieving bidirectional step-by-step switching between different speed ranges, it can respond in real-time to changes in the motor's thermal state and operating environment, overcoming the shortcomings of traditional solutions' lagging cooling regulation. Ultimately, while ensuring the traction motor's heat dissipation safety, it effectively reduces the cooling system's energy consumption, achieving a rapid and precise balance between heat dissipation safety and operating energy consumption.

[0053] The frequency conversion control method and related apparatus for heat dissipation of traction motors in high-speed trains provided in this application have been described in detail above. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0054] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A frequency conversion control method for a heat dissipation device of a traction motor in a high-speed train, characterized in that, The method includes: When the traction motor of the target train is in normal working condition, the target train is in non-emergency traction mode and the target train is in low-speed start-up state, the heat dissipation equipment of the target train is controlled to work in the first speed range. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation equipment is controlled to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, the heat dissipation device is controlled to switch bidirectionally between the second speed range and the fourth speed range based on the real-time stator temperature of the traction motor. When the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located, the heat dissipation device is controlled to switch bidirectionally from the fourth speed range to the eighth speed range. The bidirectional step-by-step switching between the second and fourth speed gears and the bidirectional step-by-step switching between the fourth and eighth speed gears both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting.

2. The method according to claim 1, characterized in that, The unidirectional, step-by-step shifting between the second and fourth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the first gear temperature threshold, then the heat dissipation device of the target vehicle is controlled to switch from the second speed gear to the third speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the second gear temperature threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the third speed gear to the fourth speed gear.

3. The method according to claim 1, characterized in that, The unidirectional progressive gear shifting between the fourth and eighth speed gears includes: If the real-time stator temperature of the traction motor is greater than or equal to the third gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fourth gear temperature threshold and the altitude of the target vehicle's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the fifth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the first altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the sixth speed gear to the seventh speed gear. If the real-time stator temperature of the traction motor is greater than or equal to the sixth gear temperature threshold and the altitude of the target train's current location is greater than or equal to the second altitude threshold, then the heat dissipation equipment of the target train is controlled to switch from the seventh speed gear to the eighth speed gear.

4. The method according to claim 1, characterized in that, The unidirectional downshifting between the fourth speed gear and the second speed gear includes: When the heat dissipation equipment of the target vehicle is working at the fourth speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the first down-speed temperature threshold. If so, the heat dissipation equipment of the target vehicle is controlled to switch from the fourth speed setting to the third speed setting. When the heat dissipation equipment of the target train is operating at the third speed setting, it is identified whether the real-time stator temperature of the traction motor is less than or equal to the second downshift temperature threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the third speed setting to the second speed setting.

5. The method according to claim 1, characterized in that, The unidirectional downshifting between the eighth and fourth speed gears includes: If the real-time stator temperature of the traction motor is less than or equal to the third downshift temperature threshold, then control the cooling device of the target vehicle to switch from the eighth speed setting to the seventh speed setting. If the real-time stator temperature of the traction motor is less than or equal to the fourth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the seventh speed gear to the sixth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the fifth downgrade temperature threshold, then control the cooling device of the target vehicle to switch from the sixth speed gear to the fifth speed gear. If the real-time stator temperature of the traction motor is less than or equal to the sixth downshift temperature threshold, the heat dissipation equipment of the target vehicle is controlled to switch from the fifth speed setting to the fourth speed setting.

6. The method according to claim 1, characterized in that, The step of controlling the cooling device to switch bidirectionally between a first speed range and a second speed range based on the real-time speed of the target train includes: When the heat dissipation equipment of the target train is working at the first speed setting, it is identified whether the real-time speed of the target train is greater than or equal to the first speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the first speed setting to the second speed setting. When the heat dissipation equipment of the target train is operating at the second speed setting, it is identified whether the real-time speed of the target train is less than or equal to the second speed threshold. If so, the heat dissipation equipment of the target train is controlled to switch from the second speed setting to the first speed setting.

7. The method according to claim 1, characterized in that, The method further includes: When the target train is in emergency traction mode, the heat dissipation equipment of the target train is controlled to operate at the fifth speed setting.

8. A frequency conversion control device for the heat dissipation equipment of a traction motor in a high-speed train, characterized in that, The device includes: The first control unit is used to control the heat dissipation equipment of the target vehicle to operate at the first speed setting when the traction motor of the target vehicle is in normal working condition, the target vehicle is in non-emergency traction mode and the target vehicle is in low-speed start-up state. The second control unit is used to control the heat dissipation device to switch bidirectionally between the first speed range and the second speed range based on the real-time speed of the target train when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The third control unit is used to control the heat dissipation device to switch bidirectionally between the second and fourth speed ranges based on the real-time stator temperature of the traction motor when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode. The fourth control unit is used to control the heat dissipation device to switch bidirectionally from the fourth speed range to the eighth speed range when the traction motor of the target train is in normal working condition and the target train is in non-emergency traction mode, based on the real-time stator temperature of the traction motor and the altitude of the area where the target train is currently located. The bidirectional step-by-step switching between the second and fourth speed gears and the bidirectional step-by-step switching between the fourth and eighth speed gears both include unidirectional step-by-step upshifting and unidirectional step-by-step downshifting.

9. A frequency converter control device for heat dissipation of traction motors in high-speed trains, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the frequency conversion control method for the cooling device of the traction motor of a high-speed train as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the frequency conversion control method for the heat dissipation equipment of the traction motor of a high-speed train as described in any one of claims 1-7.

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