Traction system and traction motor

Abstract

The utility model discloses a traction system and a traction motor, and relates to the field of motor driving, the traction system comprises an inversion module, the input positive end of the inversion module is connected with the first end of a positive pantograph, the second end of the positive pantograph is connected with the positive electrode of a power line, and the input negative end of the inversion module is connected with the first end of a negative pantograph; the second end of the cathode pantograph is connected with the cathode of the power line and is used for converting the direct-current voltage output by the power line into alternating-current voltage to supply power to the traction motor; the first end of the load contactor is connected with the output end of the inversion module, and the second end of the load contactor is connected with the power supply end of the traction motor. The inverter module is arranged to convert direct current output by the pantograph, and converted alternating current supplies power to the traction motor. Meanwhile, the load contactor is arranged, the permanent magnet traction motor and the inverter are effectively disconnected when necessary, further expansion of faults is avoided, and the effect of counter electromotive force generated by the permanent magnet traction motor is avoided.

Description

Technical Field

[0001] The utility model relates to the field of motor driving, in particular to a traction system and a traction motor. Background Art

[0002] The permanent magnet synchronous traction system is mainly composed of permanent magnet synchronous motors. Permanent magnet motors have the advantages of small size, light weight, strong overload capacity, high efficiency, etc. Compared with asynchronous motors, they have higher power density, are easier to maintain, and are more energy-saving and environmentally friendly. In recent years, they have become one of the development focuses of the rail transit industry. The traction system of permanent magnet motors is different from that of asynchronous motors, so the traction system for permanent magnet motors is an urgent problem to be solved in this field. Utility Model Content

[0003] The purpose of this application is to provide a traction system and a traction motor, in which an inverter module is provided to convert the direct current output by the pantograph, and the converted alternating current is used to power the traction motor. At the same time, a load contactor is provided to effectively disconnect the permanent magnet traction motor from the inverter when necessary to avoid further expansion of the fault, so as to avoid the influence of the back electromotive force generated by the permanent magnet traction motor.

[0004] In order to solve the above technical problems, the present application provides a traction system, comprising:

[0005] An inverter module, wherein the positive input terminal of the inverter module is connected to the first end of the positive pantograph, the second end of the positive pantograph is connected to the positive pole of the power line, the negative input terminal of the inverter module is connected to the first end of the negative pantograph, the second end of the negative pantograph is connected to the negative pole of the power line, and is used to convert the DC voltage output by the power line into an AC voltage to power the traction motor;

[0006] A load contactor, wherein a first end of the load contactor is connected to an output end of the inverter module, and a second end of the load contactor is connected to a power supply end of the traction motor.

[0007] On the other hand, it also includes a pre-charge module;

[0008] The first end of the pre-charging module is connected to the first end of the positive pantograph, and the second end of the pre-charging module is connected to the input positive end of the inverter module;

[0009] The pre-charging module is used to pre-charge the inverter module.

[0010] On the other hand, the pre-charging module includes a first contactor, a second contactor and a pre-charging resistor;

[0011] The first end of the contact of the first contactor and the first end of the contact of the second contactor are both connected to the first end of the positive pantograph, the second end of the contact of the second contactor is connected to the first end of the pre-charging resistor, the second end of the pre-charging resistor is connected to the second end of the contact of the second contactor, and the common end of the connections is connected to the input positive end of the inverter module;

[0012] The second contactor is used to attract contacts to pre-charge the pre-charging module, and the first contactor is used to attract contacts to provide electrical energy to the pre-charging module.

[0013] On the other hand, a first inductor is also included;

[0014] The first end of the first inductor is connected to the first end of the positive pantograph, and the second end of the first inductor is connected to the input positive end of the inverter module;

[0015] The first inductor is used to prevent current from changing suddenly.

[0016] On the other hand, it also includes a first voltage sensor, a first current sensor, a second current sensor and a third current sensor;

[0017] The first end of the first voltage sensor is connected to the positive input end of the inverter module, the second end of the first voltage sensor is connected to the negative input end of the inverter module, the first end of the first current sensor is connected to the first end of the positive pantograph, the second end of the first current sensor is connected to the positive input end of the inverter module, the first end of the second current sensor is connected to the first end of the negative pantograph, the second end of the second current sensor is connected to the negative input end of the inverter module, the first end of the third current sensor is connected to the output end of the inverter module, and the second end of the third current sensor is connected to the power supply end of the traction motor;

[0018] The first voltage sensor is used to detect the input voltage of the inverter module, the first current sensor is used to detect the current at the positive input terminal of the inverter module, the second current sensor is used to detect the current at the negative input terminal of the inverter module, and the third current sensor is used to detect the current output by the inverter module.

[0019] On the other hand, it also includes a support capacitor and a first resistor;

[0020] The first end of the support capacitor and the first end of the first resistor are both connected to the positive input terminal of the inverter module, and the second end of the support capacitor and the second end of the first resistor are both connected to the negative input terminal of the inverter module;

[0021] The supporting capacitor and the first resistor are used to stabilize the voltage.

[0022] On the other hand, when the power-to-traction ratio of the train is n:1, the number of the inverter modules is n, the number of the load contactors is n, the number of the traction motors is n, and the inverter modules, the load contactors and the traction motors correspond one to one.

[0023] On the other hand, when the power supply current of the traction motor is three-phase alternating current, the inverter module includes a first controllable switch, a second controllable switch, a third controllable switch, a fourth controllable switch, a fifth controllable switch and a sixth controllable switch;

[0024] The first end of the first controllable switch, the first end of the second controllable switch and the first end of the third controllable switch are all connected to the first end of the positive pantograph, the first end of the fourth controllable switch, the first end of the fifth controllable switch and the first end of the sixth controllable switch are all connected to the first end of the negative pantograph, the second end of the first controllable switch is connected to the second end of the fourth controllable switch, and the common end connected is connected to the first phase power supply end of the motor, the second end of the second controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the second phase power supply end of the motor, and the second end of the third controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the third phase power supply end of the motor;

[0025] The first controllable switch, the second controllable switch, the third controllable switch, the fourth controllable switch, the fifth controllable switch and the sixth controllable switch are used to convert the direct current output by the pantograph into three-phase alternating current and supply power to the traction motor.

[0026] In order to solve the above technical problems, the present application also provides a traction motor, including the above traction system.

[0027] On the other hand, it also includes a windshield plate arranged at the air outlet of the traction motor.

[0028] The present application provides a traction system and a traction motor, which relate to the field of motor drive, and include an inverter module, wherein the positive input terminal of the inverter module is connected to the first end of the positive pantograph, the second end of the positive pantograph is connected to the positive pole of the power line, the negative input terminal of the inverter module is connected to the first end of the negative pantograph, the second end of the negative pantograph is connected to the negative pole of the power line, and the inverter module is used to convert the DC voltage output by the power line into AC voltage to power the traction motor; a load contactor, wherein the first end of the load contactor is connected to the output end of the inverter module, and the second end of the load contactor is connected to the power supply end of the traction motor. An inverter module is provided to convert the DC power output by the pantograph, and the converted AC power is used to power the traction motor. At the same time, a load contactor is provided to effectively disconnect the permanent magnet traction motor from the inverter when necessary to avoid further expansion of the fault, so as to avoid the influence of the back electromotive force generated by the permanent magnet traction motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the prior art and the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1 A structural schematic diagram of a traction system provided for this application;

[0031] Figure 2 A schematic diagram of the structure of another traction system provided for this application;

[0032] Figure 3 A schematic diagram of the structure of a traction motor provided in this application. DETAILED DESCRIPTION

[0033] The core of this application is to provide a traction system and a traction motor, in which an inverter module is provided to convert the direct current output by the pantograph, and the converted alternating current is used to power the traction motor. At the same time, a load contactor is provided to effectively disconnect the permanent magnet traction motor from the inverter when necessary to avoid further expansion of the fault, so as to avoid the influence of the back electromotive force generated by the permanent magnet traction motor.

[0034] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0035] Figure 1 A structural schematic diagram of a traction system provided in this application. The traction system includes:

[0036] An inverter module 1, wherein the positive input terminal of the inverter module is connected to the first end of the positive pantograph, the second end of the positive pantograph is connected to the positive pole of the power line, the negative input terminal of the inverter module is connected to the first end of the negative pantograph, the second end of the negative pantograph is connected to the negative pole of the power line, and is used to convert the DC voltage output by the power line into an AC voltage to power the traction motor;

[0037] A load contactor 2, wherein a first end of the load contactor is connected to an output end of the inverter module, and a second end of the load contactor is connected to a power supply end of the traction motor.

[0038] The permanent magnet synchronous traction system is mainly composed of permanent magnet synchronous motors. Permanent magnet motors have the advantages of small size, light weight, strong overload capacity and high efficiency. Compared with asynchronous motors, they have higher power density, are easier to maintain, and are more energy-saving and environmentally friendly. In recent years, they have become one of the development focuses of the rail transit industry.

[0039] The traction motor used in this application is an 8-pole self-ventilated permanent magnet traction motor, which is specially designed for rail transit vehicles. It is installed on the bogie in a frame-supported suspension manner, and is transmitted through a coupling. It is powered by a permanent magnet traction inverter and is controlled by a shaft control. Compared with asynchronous motors, permanent magnet motors are excited by permanent magnets and have no rotor copper loss, so they are more efficient and energy-saving; at the same time, due to the increase in power density, permanent magnet motors are reduced in size and weight compared to asynchronous motors of the same capacity, and have the advantages of good torque characteristics, stable speed, fast dynamic response, and strong overload capacity.

[0040] The pantograph receives high voltage power from the power line, which is usually 750V DC. After passing through the circuit breaker, it is transmitted to the inverter module, which converts it into AC power to power the traction motor. It can be understood that the function of the load contactor is to protect the circuit and prevent excessive voltage from damaging the components. In addition, a fuse can be set between the load contactor and the input end of the inverter module to prevent excessive voltage from damaging the inverter module.

[0041] Since the permanent magnet synchronous traction motor does not require rotor magnetic field excitation, the rotor magnetic field is provided by the permanent magnets on the rotor. When the permanent magnet traction motor is inert, the motor is still rotating, and the permanent magnets on the rotor will generate a rotating magnetic field, thereby generating an induced voltage, that is, the no-load back electromotive force. When the inverter module has a fault such as a phase-to-phase short circuit, the permanent magnet motor will supply power to the fault point, generating a short-circuit current, which may expand the impact of the fault. Therefore, in order to avoid the impact of the back electromotive force of the permanent magnet synchronous motor on the system, a load contactor is set between the permanent magnet synchronous motor and the inverter, so that the permanent magnet synchronous traction motor can be effectively disconnected from the inverter when necessary to avoid further expansion of the fault.

[0042] The present application provides a traction system, which relates to the field of motor drive, including an inverter module, wherein the positive input terminal of the inverter module is connected to the first end of the positive pantograph, the second end of the positive pantograph is connected to the positive pole of the power line, the negative input terminal of the inverter module is connected to the first end of the negative pantograph, the second end of the negative pantograph is connected to the negative pole of the power line, and the inverter module is used to convert the DC voltage output by the power line into AC voltage to power the traction motor; a load contactor, wherein the first end of the load contactor is connected to the output end of the inverter module, and the second end of the load contactor is connected to the power supply end of the traction motor. The inverter module is provided to convert the DC power output by the pantograph, and the converted AC power is used to power the traction motor. At the same time, a load contactor is provided to effectively disconnect the permanent magnet traction motor from the inverter when necessary to avoid further expansion of the fault, so as to avoid the influence of the back electromotive force generated by the permanent magnet traction motor.

[0043] Based on the above embodiments:

[0044] Figure 2 A schematic diagram of the structure of another traction system provided for this application;

[0045] In some embodiments, a pre-charge module is also included;

[0046] The first end of the pre-charging module is connected to the first end of the positive pantograph, and the second end of the pre-charging module is connected to the input positive end of the inverter module;

[0047] The pre-charging module is used to pre-charge the inverter module.

[0048] Considering that at the moment the circuit breaker is closed, high voltage electricity will directly power the inverter module, and the generated impact voltage may cause damage to the inverter module, it is necessary to pre-charge the inverter module. When the voltage of the inverter module matches the high voltage electricity output by the power line, the conversion of high-voltage direct current can be officially started to avoid damage to the inverter module.

[0049] In some embodiments, the pre-charging module includes a first contactor KM1, a second contactor KM2 and a pre-charging resistor RY1;

[0050] The first end of the contact of the first contactor and the first end of the contact of the second contactor are both connected to the first end of the positive pantograph, the second end of the contact of the second contactor is connected to the first end of the pre-charging resistor, the second end of the pre-charging resistor is connected to the second end of the contact of the second contactor, and the common end of the connections is connected to the input positive end of the inverter module;

[0051] The second contactor is used for closing the contacts to pre-charge the pre-charge module, and the first contactor is used for closing the contacts to provide electrical energy to the pre-charge module.

[0052] When the second contactor closes the contact, the inverter module is pre-charged through the pre-charging resistor. When the first contactor closes the contact, the current will not flow through the pre-charging resistor to reduce losses. In the pre-charging condition, the second contactor is in the closed state, mainly to charge the supporting capacitor and limit the impact of the input current.

[0053] It is understandable that whether the contactor is closed can be controlled by controlling whether the circuit where the coil of the contactor is located is energized. When the coil is energized, the contact will be closed. Therefore, a step-down module is provided in the present application to step down the high voltage on the power line, which can convert the voltage from 750V DC to 600V DC, and control the corresponding switch to close based on the control signal. When the corresponding switch is closed, pre-charging starts.

[0054] Please refer to Figure 1 When the control switches MQS1, MQS2 and MQS3 are closed, the signals X01.1, X01.2 and X01.3 are control signals, which control the corresponding contactors to be attracted. X01.4 is the input voltage detection signal. P1 and N1 are the positive and negative input terminals of the first inverter module, P2 and N2 are the positive and negative input terminals of the second inverter module, and P3 and N3 are the positive and negative input terminals of the third inverter module.

[0055] In some embodiments, it further includes a first inductor L1;

[0056] The first end of the first inductor is connected to the first end of the positive pantograph, and the second end of the first inductor is connected to the input positive end of the inverter module;

[0057] The first inductor is used to prevent current from changing suddenly.

[0058] Since the inductor has the characteristic that the current cannot change suddenly, the first inductor is arranged at the positive input terminal of the inverter module to prevent the current from changing suddenly when the inverter module is powered, thereby protecting the inverter module.

[0059] In some embodiments, it further includes a first voltage sensor TV1, a first current sensor CTS1, a second current sensor CTS2, and a third current sensor CTS3;

[0060] A first end of the first voltage sensor is connected to the positive input end of the inverter module, a second end of the first voltage sensor is connected to the negative input end of the inverter module, a first end of the first current sensor is connected to the first end of the positive pantograph, a second end of the first current sensor is connected to the positive input end of the inverter module, a first end of the second current sensor is connected to the first end of the negative pantograph, a second end of the second current sensor is connected to the negative input end of the inverter module, a first end of the third current sensor is connected to the output end of the inverter module, and a second end of the third current sensor is connected to the power supply end of the traction motor;

[0061] The first voltage sensor is used to detect the input voltage of the inverter module, the first current sensor is used to detect the current at the positive input end of the inverter module, the second current sensor is used to detect the current at the negative input end of the inverter module, and the third current sensor is used to detect the current output by the inverter module.

[0062] In order to detect the working state of the inverter module, it is first necessary to detect the voltage input to the inverter module, so a first voltage sensor is set. At the same time, a current sensor is also set, which is used to detect the current of the branch. The first current sensor is set on the positive input branch, the second current sensor is set on the negative input branch, and the third current sensor is set on the output end.

[0063] It should also be noted that if the traction motor is powered by three-phase AC, three third current sensors need to be provided, that is, third current sensors are provided on the U, V and W branches respectively.

[0064] In some embodiments, it further includes a support capacitor PC1 and a first resistor R1;

[0065] The first end of the support capacitor and the first end of the first resistor are both connected to the positive input terminal of the inverter module, and the second end of the support capacitor and the second end of the first resistor are both connected to the negative input terminal of the inverter module;

[0066] The support capacitor and the first resistor are used to stabilize the voltage.

[0067] During pre-charging, the supporting capacitor is actually charged, reactive power is provided, the DC voltage is kept stable, and the reliability and stability of the system are ensured. The first resistor and the supporting capacitor are used to protect the inverter module.

[0068] In some embodiments, when the power-to-traction ratio of the train is n:1, the number of inverter modules is n, the number of load contactors is n, and the number of traction motors is n, and the inverter modules, load contactors and traction motors correspond one to one.

[0069] The ratio of the vehicle weight carried by the powered axle to the vehicle weight carried by the unpowered axle is called the power-to-traction ratio. Taking a power-to-traction ratio of 3:1 as an example, three traction motors need to be installed on the vehicle, and each traction motor needs to have a corresponding inverter module and load contactor.

[0070] It should also be noted that the connection relationship between the inverter module and the load contactor corresponding to each motor is consistent, and they work in parallel, and the number is positively correlated with the power-to-drag ratio.

[0071] In some embodiments, when the power supply current of the traction motor is three-phase AC, the inverter module includes a first controllable switch Q1, a second controllable switch Q2, a third controllable switch Q3, a fourth controllable switch Q4, a fifth controllable switch Q5 and a sixth controllable switch Q6;

[0072] The first end of the first controllable switch, the first end of the second controllable switch and the first end of the third controllable switch are all connected to the first end of the positive pantograph, the first end of the fourth controllable switch, the first end of the fifth controllable switch and the first end of the sixth controllable switch are all connected to the first end of the negative pantograph, the second end of the first controllable switch is connected to the second end of the fourth controllable switch, and the common end connected is connected to the first phase power supply end of the motor, the second end of the second controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the second phase power supply end of the motor, and the second end of the third controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the third phase power supply end of the motor;

[0073] The first controllable switch, the second controllable switch, the third controllable switch, the fourth controllable switch, the fifth controllable switch and the sixth controllable switch are used to convert the direct current output by the pantograph into three-phase alternating current and supply power to the traction motor.

[0074] The present application adopts IGBT elements, and a controller can be set to be connected to the control ends of the first controllable switch, the second controllable switch, the third controllable switch, the fourth controllable switch, the fifth controllable switch and the sixth controllable switch, and the voltage processing can be controlled by controlling the on and off of the first controllable switch, the second controllable switch, the third controllable switch, the fourth controllable switch, the fifth controllable switch and the sixth controllable switch.

[0075] Figure 3 A schematic structural diagram of a traction motor provided in the present application, the traction motor includes the above-mentioned traction system.

[0076] In some embodiments, a wind shield plate is also included which is arranged at the air outlet of the traction motor.

[0077] The permanent magnet motor is mounted on the bogie, which is located at the end of the monorail vehicle. In order to ensure good sound insulation, the end of the monorail vehicle adopts a closed design with a skirt and sound insulation cotton. At the same time, since there are many rubber parts such as tires and air springs on the bogie, the permanent magnet motor needs to maintain good heat dissipation performance and reduce spontaneous heat.

[0078] In order to ensure that the motor has good heat dissipation performance, the structure of the air outlet is adjusted and a wind shield plate is set above the air outlet to reduce the impact of the motor's heat dissipation and ventilation on other components on the bogie.

[0079] When the motor is at rated speed and the ambient temperature (i.e., air inlet temperature) is 35°C, 40°C, and 45°C respectively, the air outlet temperature is 55°C, 60°C, and 65°C correspondingly, and the air volume is 0.3m³ / s. When the heat dissipation simulation calculation is performed at the maximum temperature of 45°C, the average temperature of the top plate (empty spring position) closest to the motor can be controlled below 50°C, greatly reducing the impact of motor heat dissipation on other components.

[0080] For the introduction of the traction motor provided in this application, please refer to the above embodiments and will not be repeated here.

[0081] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0082] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the statement "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0083] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A traction system, characterized in that: include: An inverter module, wherein the positive input terminal of the inverter module is connected to the first end of the positive pantograph, the second end of the positive pantograph is connected to the positive pole of the power line, the negative input terminal of the inverter module is connected to the first end of the negative pantograph, the second end of the negative pantograph is connected to the negative pole of the power line, and is used to convert the DC voltage output by the power line into an AC voltage to power the traction motor; A load contactor, wherein a first end of the load contactor is connected to an output end of the inverter module, and a second end of the load contactor is connected to a power supply end of the traction motor.

2. The traction system according to claim 1, characterized in that: Also included is a pre-charge module; The first end of the pre-charging module is connected to the first end of the positive pantograph, and the second end of the pre-charging module is connected to the input positive end of the inverter module; The pre-charging module is used to pre-charge the inverter module.

3. The traction system according to claim 2, characterized in that: The pre-charging module includes a first contactor, a second contactor and a pre-charging resistor; The first end of the contact of the first contactor and the first end of the contact of the second contactor are both connected to the first end of the positive pantograph, the second end of the contact of the second contactor is connected to the first end of the pre-charging resistor, the second end of the pre-charging resistor is connected to the second end of the contact of the second contactor, and the common end of the connections is connected to the input positive end of the inverter module; The second contactor is used to attract contacts to pre-charge the pre-charging module, and the first contactor is used to attract contacts to provide electrical energy to the pre-charging module.

4. The traction system according to claim 1, characterized in that: Also included is a first inductor; The first end of the first inductor is connected to the first end of the positive pantograph, and the second end of the first inductor is connected to the input positive end of the inverter module; The first inductor is used to prevent current from changing suddenly.

5. The traction system according to claim 1, characterized in that: Also includes a first voltage sensor, a first current sensor, a second current sensor and a third current sensor; The first end of the first voltage sensor is connected to the positive input end of the inverter module, the second end of the first voltage sensor is connected to the negative input end of the inverter module, the first end of the first current sensor is connected to the first end of the positive pantograph, the second end of the first current sensor is connected to the positive input end of the inverter module, the first end of the second current sensor is connected to the first end of the negative pantograph, the second end of the second current sensor is connected to the negative input end of the inverter module, the first end of the third current sensor is connected to the output end of the inverter module, and the second end of the third current sensor is connected to the power supply end of the traction motor; The first voltage sensor is used to detect the input voltage of the inverter module, the first current sensor is used to detect the current at the positive input terminal of the inverter module, the second current sensor is used to detect the current at the negative input terminal of the inverter module, and the third current sensor is used to detect the current output by the inverter module.

6. The traction system according to claim 1, characterized in that: Also includes a support capacitor and a first resistor; The first end of the support capacitor and the first end of the first resistor are both connected to the positive input terminal of the inverter module, and the second end of the support capacitor and the second end of the first resistor are both connected to the negative input terminal of the inverter module; The supporting capacitor and the first resistor are used to stabilize the voltage.

7. The traction system according to claim 1, characterized in that: When the power-to-traction ratio of the train is n:1, the number of the inverter modules is n, the number of the load contactors is n, the number of the traction motors is n, and the inverter modules, the load contactors and the traction motors correspond one to one.

8. The traction system according to any one of claims 1 to 7, characterized in that: When the power supply current of the traction motor is three-phase alternating current, the inverter module includes a first controllable switch, a second controllable switch, a third controllable switch, a fourth controllable switch, a fifth controllable switch and a sixth controllable switch; The first end of the first controllable switch, the first end of the second controllable switch and the first end of the third controllable switch are all connected to the first end of the positive pantograph, the first end of the fourth controllable switch, the first end of the fifth controllable switch and the first end of the sixth controllable switch are all connected to the first end of the negative pantograph, the second end of the first controllable switch is connected to the second end of the fourth controllable switch, and the common end connected is connected to the first phase power supply end of the motor, the second end of the second controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the second phase power supply end of the motor, and the second end of the third controllable switch is connected to the second end of the fifth controllable switch, and the common end connected is connected to the third phase power supply end of the motor; The first controllable switch, the second controllable switch, the third controllable switch, the fourth controllable switch, the fifth controllable switch and the sixth controllable switch are used to convert the direct current output by the pantograph into three-phase alternating current and supply power to the traction motor.

9. A traction motor, characterized in that: Comprising a traction system as claimed in any one of claims 1 to 8.

10. The traction motor according to claim 9, characterized in that: It also includes a windshield plate arranged at the air outlet of the traction motor.

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