Traction converter

Abstract

The utility model belongs to the technical field of rail transit equipment, and particularly relates to a traction converter. The traction converter comprises a box body, a pre-charging circuit, a converter main body device and a cooling fan, a pre-charging cavity is formed in one side in the box body, and a pre-charging circuit is arranged in the pre-charging cavity; an L-shaped main body chamber is arranged on the other side in the box body, and one end of the main body chamber is adjacent to the pre-charging chamber; the converter main body device is arranged in the L-shaped main body cavity, one end of the converter main body device is connected with the pre-charging circuit, and the other end of the converter main body device is connected with a locomotive; the box body is also internally provided with a cooling chamber, and the cooling chamber is located between the pre-charging chamber and the main body chamber; and the cooling fan is arranged in the cooling cavity. According to the equipment, the length of the air duct is reduced, the integration level of the converter is improved, and the vehicle length size of the converter is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transportation equipment, and specifically relates to a traction converter. Background Art

[0002] According to the national standard GB / T 25122.5-2018, the traction converter system in a typical subway field includes a pre-charging circuit, a filter circuit, a chopper and a PWM inverter. Based on previous product experience, traction converter equipment suppliers generally adopt a large integration solution, that is, the components of the traction converter system are fully integrated into one equipment box. Compared with the solution of multiple equipment boxes arranged in a dispersed manner, it is indeed more advantageous in terms of convenience of installation on the whole vehicle and weight and volume indicators. The space under the rail vehicle is limited. The smaller the size of the traction equipment box, the more conducive it is to the installation and layout of other equipment under the vehicle. At the same time, the lower the weight of the traction equipment box, the more people the rail vehicle can carry. Therefore, rail vehicles have put forward higher and higher requirements for the miniaturization and lightweighting of traction converters. Under the large integration solution, the overall size of traction equipment suppliers has been close to the limit size. How to achieve further miniaturization and lightweighting has become a key point of competition.

[0003] Some products pursue smaller weight and volume. The technical solution adopted is: the width of the vehicle is greatly reduced, the length of the vehicle is increased, and the overall size and weight can be reduced. Although the width of the equipment is reduced, the remaining width of the vehicle bottom is not convenient for arranging other equipment, and the rail vehicle may need to be counterweighted. At the same time, the length of the vehicle has increased, and the equivalent space occupied by the bottom of the vehicle has increased. This is not conducive to the layout of other equipment on the vehicle, and it is also contrary to the original intention of miniaturization and lightweight. Therefore, how to efficiently utilize the width of the vehicle, reduce the length of the vehicle, and then achieve miniaturization and lightweighting has become a key point in improving the competitiveness of product design. Utility Model Content

[0004] In view of the above technical problems, the utility model proposes a traction converter. The present application provides a traction converter, including: a box, a pre-charging circuit, a converter main body component and a cooling fan; a pre-charging chamber is provided on one side of the box, a pre-charging circuit is provided in the pre-charging chamber, wherein the side of the box close to the side of the vehicle is called the side surface; an L-shaped main body chamber is provided on the other side of the box, one end of the main body chamber is adjacent to the pre-charging chamber; the converter main body component is arranged in the L-shaped main body chamber, and one end of the converter main body component is connected to the pre-charging circuit, and the other end is connected to the locomotive; a cooling chamber is also provided in the box, and the cooling chamber is located between the pre-charging chamber and the main body chamber; the cooling fan is provided in the cooling chamber, and is used to dissipate heat from the converter main body component. The equipment of the present application reduces the length of the air duct, improves the integration of the converter, and reduces the vehicle length of the converter.

[0005] In order to solve the above technical problems, the utility model provides a traction inverter, including: a box, a pre-charging circuit, an inverter main component and a cooling fan; a pre-charging chamber is arranged on one side of the box, and a pre-charging circuit is arranged in the pre-charging chamber, wherein the surface of the box close to the side of the vehicle is called the side surface; an L-shaped main body chamber is arranged on the other side of the box, and one end of the main body chamber is adjacent to the pre-charging chamber; the inverter main component is arranged in the L-shaped main body chamber, and one end of the inverter main body component is connected to the pre-charging circuit, and the other end is connected to the locomotive; a cooling chamber is also arranged in the box, and the cooling chamber is located between the pre-charging chamber and the main body chamber; the cooling fan is arranged in the cooling chamber for dissipating heat from the inverter main component.

[0006] In some embodiments, the converter main body components include: a magnetic device, a capacitive device, a chopper and a PWM inverter; the magnetic device is located at one end of the main body chamber close to the pre-charging chamber; the PWM inverter and the chopper are located at the other end of the main body chamber; the capacitive device is located between the magnetic device and the PWM inverter; one end of the magnetic device is connected to the pre-charging circuit, and the other end is connected to one end of the capacitive device; the other end of the capacitive device is connected to the PWM inverter and the chopper.

[0007] In some embodiments, it also includes: a switching device and an output sensor; the box body also includes: a transition chamber; the transition chamber is arranged at one end of the box body, adjacent to the pre-charging chamber, the cooling chamber and the main chamber; the switching device and the output sensor are arranged in the transition chamber; the chopper is connected to the chopper resistor of the locomotive through the switching device; the PWM inverter is connected to the motor of the locomotive through the switching device; the switching device is used to achieve complete disconnection or electrical isolation of the traction converter from the motor and the chopper resistor in the event of a fault or abnormality; the output sensor is used to detect the current and / or voltage output by the chopper and the PWM inverter.

[0008] In some embodiments, the cooling fan is a centrifugal fan; the air inlet of the cooling fan faces the area where the chopper and the PWM inverter are located; the air outlet of the cooling fan faces the area where the magnetic device is located; an isolation plate is provided in the cooling chamber, and the isolation plate completely divides the air inlet area and the air outlet area of ​​the cooling fan.

[0009] In some embodiments, an air intake duct is provided in the area where the chopper and the PWM inverter are located; the chopper and the PWM inverter are divided into a plurality of power components according to the heat generation power; and a heat sink is installed on each of the power components, and the heat sink is extended into the air intake duct from different directions of the air intake duct.

[0010] In some embodiments, the magnetic device has a flat structure and is arranged perpendicular to the air flow direction.

[0011] In some embodiments, a partition is provided between the capacitive device and the magnetic device and / or between the capacitive device and the area where the PWM inverter is located, and the partition is used to separate the inlet and outlet air of the cooling fan to improve the heat dissipation effect of the cooling fan.

[0012] In some embodiments, the heat generation power of each of the power components is the same.

[0013] In some embodiments, it also includes: a control unit and an input sensor; the control unit and the input sensor are arranged in the pre-charging chamber; the input sensor is electrically connected to the pre-charging circuit, and is used to detect the voltage and / or current input from the locomotive; the control unit is electrically connected to the locomotive, the pre-charging circuit, the inverter main device and the input sensor, and is used to receive control information from the locomotive, and control the operation of the inverter main device according to the control information.

[0014] In some embodiments, it also includes: a control unit; the box body also includes: a control chamber; the control unit is installed in the control chamber; the control chamber is arranged in the pre-charging chamber or in the main chamber; the control unit is electrically connected to the locomotive, the pre-charging circuit, the inverter main component and the input sensor, for receiving control information from the locomotive, and controlling the operation of the inverter main component according to the control information.

[0015] The beneficial effects of the utility model are as follows: 1. The present application shortens the spatial path of the components in the traction inverter by changing the layout between the components inside the traction inverter, so that there is no circuitous structure in the traction inverter, and the overall structural volume of the traction inverter is reduced, and the integration is improved. 2. In order to improve the integration of the inverter, reduce the volume of the inverter, and reduce the length of the inverter in the vehicle length direction, a centrifugal fan is used as a cooling fan in the present application. The centrifugal fan has the characteristics of sucking air along the axial direction and throwing air vertically to all sides. Therefore, the area where the magnetic devices and the power devices are located is used as the air duct, so that the inverter saves the space occupied by the construction of the air duct. The flow channel is made very simple and the "special-shaped" structure is avoided. This design can significantly reduce the complexity of the structural design of the entire cabinet, thereby reducing the weight of the air duct structural parts and reducing the air flow resistance. 3. Moreover, in the present application, the chopper and PWM inverter are divided into multiple power components according to the heat generation power, and a radiator is installed on each power component, and the radiator is inserted into the air duct from different angles, which can well ensure the heat dissipation effect of the chopper and PWM inverter. Compared with the arrangement design of the front and back of the air duct, this arrangement reduces the length of the air duct, increases the cross-sectional area of ​​the air duct, and reduces the flow resistance. 4. In the present application, the magnetic device adopts a flat structure, so that the magnetic device is as long as possible in the vehicle width direction and as narrow as possible in the vehicle length direction, so that the wind resistance is reduced, and the heat dissipation area of ​​the magnetic device is increased, thereby improving the heat dissipation effect. 5. The existence of the transition chamber can also serve as a transfer space to change the output line direction of the PWM inverter and the chopper, and at the same time can better protect the output line and improve the overall service life of the traction inverter. 6. Therefore, the double right-angle layout in the present application ensures that there is no circuitous structure in the path of electric energy flow. The connection between adjacent devices is the shortest in the spatial path. It also conforms to the characteristics of the centrifugal fan that absorbs air axially and discharges air vertically to all sides. The air duct has no special-shaped structure and the flow resistance is small, which reduces the volume of the inverter and the length of the inverter in the direction of the vehicle length. 7. Moreover, the flat design of the pre-charging chamber along one side also makes it more convenient to maintain from the side. Such a design allows the vehicle to be fully utilized in the vehicle width direction after the traction inverter of the present application is installed, reducing the occupation of the vehicle length. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The scope of the present disclosure may be better understood by reading the following detailed description of exemplary embodiments in conjunction with the accompanying drawings. The drawings included are:

[0017] Figure 1 A schematic diagram of a conventional arrangement of a traction converter provided in an embodiment of the present application;

[0018] Figure 2 A schematic diagram of the overall structure of a traction converter provided in an embodiment of the present application;

[0019] Figure 3 A schematic diagram of the air flow path structure of a traction converter provided in an embodiment of the present application;

[0020] Figure 4 A schematic diagram of the structure of one side of a traction converter provided in an embodiment of the present application;

[0021] Figure 5 A schematic diagram of the structure of a magnetic device provided in an embodiment of the present application;

[0022] Figure 6 A schematic diagram of the overall structure of a traction converter with a transition chamber provided in an embodiment of the present application;

[0023] Figure 7 A schematic diagram of the overall structure of a traction converter with a control chamber provided in an embodiment of the present application;

[0024] Figure 8 A schematic diagram of the overall structure of another traction converter with a control chamber provided in an embodiment of the present application;

[0025] Fig. 9 A schematic diagram of the overall structure when the control chamber is arranged in the main chamber provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.

[0027] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0028] If similar descriptions of "first\second\third" appear in the application documents, the following instructions will be added. In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0030] Embodiment 1:

[0031] Some products pursue smaller weight and volume. The technical solution adopted is: the width of the vehicle is greatly reduced, the length of the vehicle is increased, and the overall size and weight can be reduced. Although the width of the equipment is reduced, the remaining width of the vehicle bottom is not convenient for arranging other equipment, and the rail vehicle may need to be counterweighted. At the same time, the length of the vehicle has increased, and the equivalent space occupied by the bottom of the vehicle has increased. This is not conducive to the layout of other equipment on the vehicle, and it is also contrary to the original intention of miniaturization and lightweight. Therefore, how to efficiently utilize the width of the vehicle, reduce the length of the vehicle, and then achieve miniaturization and lightweighting has become a key point in improving the competitiveness of product design.

[0032] The traction converter system in the typical subway field includes a pre-charging circuit, a filter circuit, a chopper and a PWM inverter. The layout of the traction converter with a width of m and a length of n on the bottom of the train is shown as follows: Figure 1 As shown. The arrow on the left side of the direction of travel of the subway vehicle is shown. Based on this direction of travel, the overall design of the converter is shown on the right. The direction of the vehicle cable duct is usually parallel to the direction of travel. Based on this and considering the actual situation of the vehicle bottom, the traction converter side shown in i and j is used to arrange cables and control harnesses, which are connected to the whole vehicle. The side shown in k and l is the position on both sides of the rail vehicle, which is usually used to set cabinet doors for maintaining the sub-component units in the traction converter.

[0033] In view of the problems existing in the prior art, such as Figure 2 As shown, the present application provides a traction converter, including: a box 1, a pre-charging circuit 21, a converter body 23 and a cooling fan 22.

[0034] A pre-charging chamber 11 is provided on one side of the box body 1, and a pre-charging circuit 21 is provided in the pre-charging chamber 11, wherein the surface of the box body 1 close to the side of the vehicle is called the side surface. An L-shaped main body chamber 13 is provided on the other side of the box body 1, and one end of the main body chamber 13 is adjacent to the pre-charging chamber 11. The inverter body 23 device is arranged in the L-shaped main body chamber 13, and one end of the inverter body 23 device is connected to the pre-charging circuit 21, and the other end is connected to the locomotive. The pre-charging circuit 21 can limit the voltage and current output by itself, thereby protecting the inverter main body device.

[0035] In some embodiments, the converter body 23 components include: magnetic components, capacitive components, a chopper and a PWM inverter.

[0036] The magnetic device is located at one end of the main chamber 13 close to the pre-charge chamber 11. The PWM inverter and the chopper are located at the other end of the main chamber 13. The capacitive device is located between the magnetic device and the PWM inverter. One end of the magnetic device is connected to the pre-charge circuit 21, and the other end is connected to one end of the capacitive device. The other end of the capacitive device is connected to the PWM inverter and the chopper.

[0037] The present application changes the layout of the components inside the traction converter to shorten the spatial path of the components inside the traction converter, so that there is no circuitous structure in the traction converter, and the overall structure volume of the traction converter is reduced and the integration is improved. Figure 2 As shown, in the present application, the pre-charging circuit 21, the magnetic device of the filter circuit, the capacitive device of the filter circuit, the chopper and the PWM inverter are arranged according to the connection sequence, so that the connection between the components in the traction converter can be as short as possible in space without a circuitous structure, thereby reducing the size of the converter to a certain extent.

[0038] A motor is provided on the locomotive, and a chopper resistor is also provided. After the PWM inverter comes out of the traction converter, it is directly connected to the motor of the locomotive, and the chopper is connected to the chopper resistor of the whole vehicle equipment. Therefore, in the present application, the energy flow of the PWM inverter is: whole vehicle-pre-charging circuit 21-magnetic device-capacitive device-PWM inverter-motor. The energy flow of the chopper is: whole vehicle-pre-charging circuit 21-magnetic device-capacitive device-chopper-chopper resistor. For locomotives, in some cases, a braking electric energy recovery working condition will also be set. Under the electric energy recovery working condition, the energy flow of the PWM inverter is: motor-PWM inverter-capacitive device-magnetic device-pre-charging circuit 21-whole vehicle.

[0039] The box body 1 is also provided with a cooling chamber 12, and the cooling chamber 12 is located between the pre-charging chamber 11 and the main chamber 13. The cooling fan 22 is arranged in the cooling chamber 12, and is used to dissipate heat from the components of the converter main body 23.

[0040] In some embodiments, the cooling fan 22 is a centrifugal fan.

[0041] The air inlet of the cooling fan 22 faces the area where the chopper and the PWM inverter are located. The air outlet of the cooling fan 22 faces the area where the magnetic device is located. An isolation plate is provided in the cooling chamber 12, and the isolation plate completely separates the air inlet area and the air outlet area of ​​the cooling fan 22.

[0042] Of course, in the present application, the directions of the air inlet and the air outlet of the centrifugal fan can also be swapped, and this method can also achieve the technical effect of the present application.

[0043] In some embodiments, an air intake duct 221 is provided in the area where the chopper and the PWM inverter are located. The chopper and the PWM inverter are divided into a plurality of power components 231 according to the heat generation power. A heat sink 232 is installed in each of the power components 231, and the heat sink 232 extends into the air intake duct 221 from different directions of the air intake duct 221.

[0044] In some embodiments, the heat generation power of each of the power components 231 is the same.

[0045] like Figure 3 As shown, since the converter contains high-power devices such as choppers and PWM inverters, an appropriate heat dissipation device needs to be configured, and an air duct needs to be formed during heat dissipation to ensure the heat dissipation effect. In order to ensure the heat dissipation effect of the chopper and inverter, the chopper and inverter are divided into multiple power components in this application. The heat dissipation devices of these power components can be inserted into the air duct from different directions to improve the utilization rate of the air duct space while ensuring the heat dissipation effect of the chopper and inverter. Therefore, the positional relationship between each power component and the air duct in this application is not necessarily as shown. Figure 3 As shown, the air duct is set to a rectangular structure, and then the power components are inserted into the two sides of the rectangular structure. The air duct can also be set to an elliptical structure or other structures, and the power components can also be inserted into the air duct from other directions. Moreover, the application mentions limiting the heating power of each power component, and its purpose is also to ensure the heat dissipation effect of the chopper and inverter, but this is only one direction. It is also possible to change the heat dissipation device of each power component when the heating efficiency of each power component is different, and the heat dissipation effect of the chopper and inverter in this application can also be achieved.

[0046] In order to improve the integration of the converter, reduce the volume of the converter, and reduce the length of the converter in the vehicle length direction, a centrifugal fan is used as the cooling fan 22 in the present application. The centrifugal fan has the characteristics of sucking air in the axial direction and blowing air vertically to all sides. Therefore, the area where the magnetic device and the power device are located is used as the air duct, so that the converter saves the space occupied by the construction of the air duct. Therefore, the double right-angle layout in the present application ensures that there is no circuitous structure on the flow path of the electric energy, and the connection between adjacent devices is the shortest in the spatial path. At the same time, it also meets the characteristics of the centrifugal fan sucking air in the axial direction and discharging air vertically to all sides. The air duct has no special-shaped structure, the flow resistance is small, the volume of the converter is reduced, and the length of the converter in the vehicle length direction is reduced. The flow channel is very simple and avoids the "special-shaped" structure. This design can significantly reduce the complexity of the structural design of the entire cabinet, thereby reducing the weight of the air duct structural parts and reducing the air flow resistance. In the present application, the magnetic device, capacitive device, chopper and PWM inverter are arranged at right angles from input to output, there is no circuitous structure on the path of electric energy flow, and the connection between adjacent devices is the shortest in the spatial path. At the same time, the chopper and PWM inverter, cooling fan and magnetic device are arranged at right angles, and the area where the chopper and PWM inverter are located is used to form an air inlet duct, and the ventilation position of the magnetic device forms an air outlet duct, and the two ducts are exactly distributed at right angles.

[0047] like Figure 4 As shown, in the present application, the chopper and PWM inverter are divided into multiple power components 231 according to the heat generation power, and a heat sink 232 is installed on each power component 231, and the heat sink 232 is inserted into the air duct from different angles, which can well ensure the heat dissipation effect of the chopper and the PWM inverter. Compared with the arrangement design before and after the air duct, this arrangement method reduces the length of the air duct, increases the cross-sectional area of ​​the air duct, and reduces the flow resistance. In addition, in the present application, since the heat generation power of the magnetic device is smaller than that of the PWM inverter and the chopper, but the magnetic component needs to dissipate heat, the area where the magnetic component is located is used as the outlet air duct in the present application. In the power area (for the convenience of expression, the area where the chopper and the PWM inverter are located is referred to as the power area from now on), an air inlet duct 221 is constructed, but there is no air duct in the physical sense in the area where the magnetic device is located. The air outlet duct is formed by arranging the magnetic devices. In which Figure 4 The middle right part is the capacitive device.

[0048] Since the pre-charge chamber is designed to be flat along the length of the vehicle on one side, the magnetic device can have more vehicle width and be designed to be flat along the width of the vehicle, which improves the heat dissipation efficiency. Figure 5As shown, in some embodiments, the magnetic device adopts a flat structure and is arranged perpendicular to the airflow direction, so that the magnetic device is as long as possible in the vehicle width direction and as narrow as possible in the vehicle length direction, so that the wind resistance is reduced, and the heat dissipation area of ​​the magnetic device is increased, thereby improving the heat dissipation effect. Moreover, the pre-charging chamber is designed to be flat along one side, which also makes it more convenient to maintain from the side. Such a design can make full use of the vehicle width direction after the traction inverter of the present application is installed on the vehicle, reducing the occupation of the vehicle length.

[0049] In order to ensure the heat dissipation efficiency of the centrifugal fan in the present application, an isolation plate needs to be installed in the cooling chamber 12 to completely separate the air inlet area and the air outlet area of ​​the centrifugal fan in the cooling chamber 12 to ensure the heat dissipation effect of the centrifugal fan.

[0050] In this embodiment, the chambers where the three parts of the inverter body 23 are located can be connected to each other or isolated from each other. However, if all three chambers are connected, the hot air flow in the outlet duct will enter the capacitive area or even the power area, affecting the heat dissipation efficiency of the cooling fan 22.

[0051] In some embodiments, a partition is provided between the capacitive device and the magnetic device and / or between the capacitive device and the area where the PWM inverter is located, and the partition is used to separate the inlet and outlet air of the cooling fan 22 to improve the heat dissipation effect of the cooling fan 22.

[0052] Therefore, the air flow path of the traction inverter in the present application is: air inlet duct 221 - centrifugal fan - air outlet duct.

[0053] The operation of the traction inverter also requires the control of the control unit 24 so that the traction inverter can cooperate with the operation of the vehicle. Since the control unit 24 is connected to the vehicle through optical fiber or weak electricity, in some embodiments, the traction inverter also includes: a control unit 24 and an input sensor 25.

[0054] The control unit 24 and the input sensor 25 are arranged in the pre-charging chamber 11. The input sensor 25 is electrically connected to the pre-charging circuit 21, and is used to detect the voltage and / or current input from the locomotive. The control unit 24 is electrically connected to the locomotive, the pre-charging circuit 21, the converter body 23 and the input sensor 25, and is used to receive control information from the locomotive, and control the operation of the converter body 23 according to the control information.

[0055] Moreover, the present application may also arrange a sensor in the pre-charging chamber 11. The sensor here is mainly used for the voltage or current input from the locomotive, and can also detect the input voltage and current at the same time, so the sensor is referred to as an input sensor 25 here.

[0056] Embodiment 2:

[0057] The traction converter proposed in the first embodiment is the basic structure of the traction converter. Different customers may have different requirements, and some customers may need to detect the voltage and current output by the PWM inverter and the chopper.

[0058] So in some embodiments, such as Figure 6 As shown, the traction converter further comprises: a switch device and an output sensor. The box 1 further comprises: a transition chamber 15.

[0059] The transition chamber 15 is arranged at one end of the box body 1, adjacent to the pre-charging chamber 11, the cooling chamber 12 and the main chamber 13. The switch device and the output sensor are arranged in the transition chamber 15. The chopper is connected to the chopper resistor of the locomotive through the switch device. The PWM inverter is connected to the motor of the locomotive through the switch device. The switch device is used to achieve complete disconnection or electrical isolation of the traction converter from the motor and the chopper resistor in the event of a fault or abnormality. The output sensor is used to detect the current and / or voltage output by the chopper and the PWM inverter.

[0060] The switch device preferably uses a contactor, which is used for faults or abnormal situations to achieve complete disconnection or electrical isolation from the vehicle motor. The sensor is mainly used to detect the current or voltage output by the chopper and PWM inverter, or to detect the output voltage and current at the same time, so it is called an output sensor here. The existence of the transition chamber 15 can also serve as a transfer space to change the output line direction of the PWM inverter and chopper, and at the same time better protect the output line and improve the overall service life of the traction inverter.

[0061] Embodiment 3:

[0062] Of course, in some embodiments, the control unit 24 does not necessarily have to be arranged in the pre-charging chamber 11. A separate chamber can also be allocated in the traction inverter for arranging the control unit 24, so that the control unit 24 will not be affected by other high-voltage equipment.

[0063] So in some embodiments, such as Figure 7 , Figure 8 and Fig. 9 As shown, Fig. 9 The traction converter also includes a control unit 24. The box 1 also includes a control chamber 14.

[0064] The control unit 24 is installed in the control chamber 14. The control chamber 14 is arranged in the pre-charging chamber 11 or in the main chamber 13. The control unit 24 is electrically connected to the locomotive, the pre-charging circuit 21, the converter main body 23 components and the input sensor 25, and is used to receive control information from the locomotive and control the operation of the converter main body 23 components according to the control information.

[0065] The control unit 24 is arranged in the control chamber 14 so that the control unit 24 can be isolated from other devices, thereby making the arrangement position of the control unit 24 more flexible and more in line with customer needs.

[0066] Therefore, the traction inverter provided in the present application can utilize the vehicle width more efficiently, and the vehicle length is small, meeting the requirements of miniaturization and lightweight.

[0067] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above-mentioned processes does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned sequence numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0068] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, 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, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0069] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0070] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A traction converter, characterized in that: include: Box, pre-charging circuit, converter main components and cooling fan; A pre-charging chamber is provided on one side of the box body, and a pre-charging circuit is provided in the pre-charging chamber, wherein the side of the box body close to the side of the vehicle is called the side surface; An L-shaped main chamber is provided on the other side of the box body, and one end of the main chamber is adjacent to the pre-charging chamber; The converter main body component is arranged in the L-shaped main body chamber, and one end of the converter main body component is connected to the pre-charging circuit, and the other end is connected to the locomotive; The box body is also provided with a cooling chamber, and the cooling chamber is located between the pre-charging chamber and the main chamber; The cooling fan is arranged in the cooling chamber and is used for dissipating heat from the converter main components.

2. The traction converter according to claim 1, characterized in that: The converter main components include: magnetic components, capacitive components, choppers and PWM inverters; The magnetic device is located at one end of the main chamber close to the pre-charge chamber; The PWM inverter and the chopper are located at the other end of the main body chamber; The capacitive device is located between the magnetic device and the PWM inverter; One end of the magnetic device is connected to the pre-charging circuit, and the other end is connected to one end of the capacitive device; The other end of the capacitive device is connected to the PWM inverter and the chopper.

3. The traction converter according to claim 2, characterized in that: Also includes: switch device and output sensor; the box also includes: a transition chamber; The transition chamber is arranged at one end of the box body, adjacent to the pre-charging chamber, the cooling chamber and the main chamber; The switch device and the output sensor are disposed in the transition chamber; The chopper is connected to the chopper resistor of the locomotive through the switch device; The PWM inverter is connected to the motor of the locomotive through the switch device; The switch device is used to achieve complete disconnection or electrical isolation of the traction converter from the motor and the chopper resistor in the event of a fault or abnormal condition; The output sensor is used to detect the current and / or voltage output by the chopper and the PWM inverter.

4. The traction converter according to claim 2, characterized in that: The cooling fan is a centrifugal fan; The air inlet of the cooling fan faces the area where the chopper and the PWM inverter are located; The air outlet of the cooling fan faces the area where the magnetic device is located; An isolation plate is provided in the cooling chamber, and the isolation plate completely separates the air inlet area and the air outlet area of ​​the cooling fan.

5. The traction converter according to claim 4, characterized in that: An air intake duct is provided in the area where the chopper and the PWM inverter are located; The chopper and the PWM inverter are divided into a plurality of power components according to the heat generation power; A radiator is installed on each of the power components, and the radiator is extended into the air intake duct from different directions of the air intake duct.

6. The traction converter according to claim 4, characterized in that: The magnetic device adopts a flat structure and is arranged perpendicular to the air flow direction.

7. The traction converter according to claim 4, characterized in that: A partition is arranged between the capacitive device and the magnetic device and / or between the capacitive device and the area where the PWM inverter is located, and the partition is used to separate the inlet and outlet air of the cooling fan to improve the heat dissipation effect of the cooling fan.

8. The traction converter according to claim 5, characterized in that: The heat generation power of each power component is the same.

9. The traction converter according to claim 1, characterized in that: Also includes: control unit and input sensors; The control unit and the input sensor are arranged in the pre-charging chamber; The input sensor is electrically connected to the pre-charging circuit and is used to detect the voltage and / or current input from the locomotive; The control unit is electrically connected to the locomotive, the pre-charging circuit, the converter main device and the input sensor, and is used to receive control information from the locomotive and control the operation of the converter main device according to the control information.

10. The traction converter according to claim 9, characterized in that: Also includes: Control unit; the box also includes: a control chamber; The control unit is installed in the control chamber; The control chamber is arranged in the pre-charging chamber or in the main chamber; The control unit is electrically connected to the locomotive, the pre-charging circuit, the converter main device and the input sensor, and is used to receive control information from the locomotive and control the operation of the converter main device according to the control information.

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