Locomotive power supply mode switching control device

Abstract

The utility model provides a locomotive power supply mode switching control device, which is applied to the technical field of rail transit and comprises a contact network, a traction storage battery, a workshop power supply, a storage battery high-voltage box, a contactor group, a first load branch and a second load branch, the contactor group comprises a charging contactor, a traction contactor and a storage battery traction contactor; the contact network is respectively connected with the first load branch and the second load branch through traction contactors in the contactor group; the traction storage battery is connected with the storage battery high-voltage box; the storage battery high-voltage box is respectively connected with a charging contactor and a storage battery traction contactor in the contactor group; the storage battery traction contactor is respectively connected with the first load branch and the second load branch; and the workshop power supply is connected with the second load branch. According to the utility model, different power supply modes of the locomotive can be controlled and switched, including a mode of using a traction storage battery to supply power to the locomotive without a contact network, so that the locomotive can still work without the contact network, and the application range of the locomotive is expanded.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit, and particularly relates to a control device for switching the power supply mode of a locomotive. Background Art

[0002] With the development of the technology in the rail transit industry, the degree of railway electrification is getting deeper and deeper, and electric locomotives that are more environmentally friendly and have higher economic performance have attracted the attention of engineers in the locomotive manufacturing industry.

[0003] An electric locomotive is a locomotive driven by traction motors, which has the advantages of low pollution and low noise, and is suitable for various application scenarios such as urban rail transit that require low pollution and low noise. This makes electric locomotives have a broad market prospect. However, the traditional electric locomotive adopts a single power supply mode of catenary power supply, resulting in the inability of the electric locomotive to be applied in a line environment without a catenary, which limits the application range of the electric locomotive. Summary of the Utility Model

[0004] In view of this, an embodiment of the utility model provides a control device for switching the power supply mode of a locomotive. The device provided by the utility model can control the switching of different power supply methods of the locomotive, including the method of using a traction battery to supply power to the locomotive without a catenary, so that the locomotive can still work without a catenary and expand the application range of the locomotive.

[0005] To achieve the above object, the embodiment of the utility model provides the following technical solutions:

[0006] A control device for switching the power supply mode of a locomotive, comprising:

[0007] A catenary, a traction battery, a workshop power supply, a battery high-voltage box, a contactor group, a first load branch and a second load branch;

[0008] The contactor group includes a charging contactor, a traction contactor and a battery traction contactor;

[0009] The catenary is respectively connected to the first load branch and the second load branch through the traction contactor in the contactor group;

[0010] The traction battery is connected to the battery high-voltage box;

[0011] The battery high-voltage box is respectively connected to the charging contactor and the battery traction contactor in the contactor group;

[0012] The battery traction contactor is respectively connected to the first load branch and the second load branch;

[0013] The charging contactor is connected to the second load branch;

[0014] The workshop power supply is connected to the second load branch.

[0015] For the above device, optionally, the first load branch includes:

[0016] A high-speed circuit breaker, a traction converter, and a traction motor;

[0017] The high-speed circuit breaker, the traction converter, and the traction motor are connected in series in sequence;

[0018] One end of the high-speed circuit breaker that is not connected to the traction converter is respectively connected to the traction contactor and the battery traction contactor.

[0019] For the above device, optionally, the second load branch includes:

[0020] An auxiliary contactor, an auxiliary converter module, and an AC load;

[0021] The auxiliary contactor, the auxiliary converter module, and the AC load are connected in series in sequence;

[0022] One end of the auxiliary contactor that is not connected to the auxiliary converter module is respectively connected to the traction contactor and the battery traction contactor;

[0023] The auxiliary converter module is respectively connected to the workshop power supply and the charging contactor.

[0024] For the above device, optionally, the auxiliary converter module includes:

[0025] An auxiliary converter and a traction battery charger;

[0026] The auxiliary converter is respectively connected to the auxiliary contactor, the workshop power supply, the AC load, and the traction battery charger;

[0027] One end of the traction battery charger that is not connected to the auxiliary converter is connected to the charging contactor.

[0028] For the above device, optionally, the traction contactor and the battery traction contactor are interlocked through hard-wired connection.

[0029] For the above device, optionally, it further includes:

[0030] A power supply mode conversion switch and a three-position switch;

[0031] The power supply mode conversion switch and the three-position switch are used to control the opening and closing states of the traction contactor and the battery traction contactor in the contactor group to achieve the switching of the power supply mode.

[0032] The above-mentioned device, optionally, further includes:

[0033] The three-position switch is interconnected with the charging contactor, the traction contactor, and the battery traction contactor in the contactor bank through hardwiring. The above-mentioned device, optionally, further includes:

[0034] A battery detection module;

[0035] The battery detection module is connected to the traction battery.

[0036] The above-mentioned device, optionally, further includes:

[0037] A protection circuit;

[0038] The protection circuit is disposed between the AC load and the auxiliary rectifier module.

[0039] In the above-mentioned device, optionally, the traction battery includes at least one set of batteries.

[0040] Compared with the prior art, the present utility model has the following advantages:

[0041] The present utility model provides a locomotive power supply mode switching control device, including: an overhead line, a traction battery, a workshop power supply, a battery high-voltage box, a contactor bank, a first load branch, and a second load branch; the contactor bank includes a charging contactor, a traction contactor, and a battery traction contactor; the overhead line is respectively connected to the first load branch and the second load branch through the traction contactor in the contactor bank; the traction battery is connected to the battery high-voltage box; the battery high-voltage box is respectively connected to the charging contactor and the battery traction contactor in the contactor bank; the battery traction contactor is respectively connected to the first load branch and the second load branch; the charging contactor is connected to the second load branch; the workshop power supply is connected to the second load branch. The device provided by the present utility model can switch locomotive power supply modes of different modes, and the locomotive power supply modes include a mode of using the traction battery to supply power to the locomotive, so as to ensure that the locomotive can still operate without an overhead line, and expand the application range of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present utility model, and for those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0043] Figure 1 It is a schematic structural diagram of a locomotive power supply mode switching control device provided by an embodiment of the present utility model;

[0044] Figure 2 Another structural schematic diagram of a locomotive power supply mode switching control device provided by an embodiment of the present invention;

[0045] Figure 3 An example diagram of current flow when the locomotive power supply mode switching control device provided in this embodiment switches different power supply modes;

[0046] Figure 4 A switching control logic diagram for entering the catenary power supply traction mode provided by the present invention;

[0047] Figure 5 A switching control logic diagram for entering the battery power supply traction mode provided by the present invention;

[0048] Figure 6 A switching control logic diagram for entering the workshop power supply mode provided by the present invention. Detailed implementation manners

[0049] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0050] In this application, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0051] The present invention can be used in many general or special computing device environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multi-processor devices, distributed computing environments including any of the above devices or equipment, etc. The device provided by the present invention can be applied to locomotives.

[0052] Refer to Figure 1 , a structural schematic diagram of a locomotive power supply mode switching control device provided by an embodiment of the present invention, which is specifically described as follows:

[0053] The overhead catenary 101, the traction battery 102, the workshop power supply 103, the battery high-voltage box 104, the contactor group 105, the first load branch 106, and the second load branch 107.

[0054] The contactor group 105 includes a charging contactor, a traction contactor, and a battery traction contactor. Among them, when switching to the traction battery power supply mode, the charging contactor closes; when switching to the overhead catenary (pantograph) power supply mode, the traction contactor closes; when switching to the traction battery power supply, the battery traction contactor closes. Preferably, for the traction contactor and the battery traction contactor, when the locomotive is in the overhead catenary power supply mode or the traction battery power supply mode, at any moment, only one of the traction contactor and the battery traction contactor can be closed, and the other contactor is open.

[0055] The overhead catenary 101 is respectively connected to the first load branch 106 and the second load branch 107 through the traction contactor in the contactor group 105.

[0056] The traction battery 102 is connected to the battery high-voltage box 104.

[0057] The battery high-voltage box 104 is respectively connected to the charging contactor and the battery traction contactor in the contactor group 105.

[0058] The battery traction contactor is respectively connected to the first load branch 106 and the second load branch 107.

[0059] The charging contactor is connected to the second load branch 107.

[0060] The workshop power supply 103 is connected to the second load branch 107.

[0061] Preferably, the device provided by the present invention includes three power supply modes, namely: the overhead catenary power supply mode, the battery power supply mode, and the workshop power supply mode.

[0062] By controlling the operation of the traction contactor and the battery traction contactor, one of the three modes of the overhead catenary power supply mode, the battery power supply mode, and the workshop power supply mode can be entered.

[0063] In the device provided by the embodiment of the present utility model, it includes: a catenary, a traction battery, a workshop power supply, a battery high-voltage box, a contactor group, a first load branch, and a second load branch; the contactor group includes a charging contactor, a traction contactor, and a battery traction contactor; the catenary is respectively connected to the first load branch and the second load branch through the traction contactor in the contactor group; the traction battery is connected to the battery high-voltage box; the battery high-voltage box is respectively connected to the charging contactor and the battery traction contactor in the contactor group; the battery traction contactor is respectively connected to the first load branch and the second load branch; the charging contactor is connected to the second load branch; the workshop power supply is connected to the second load branch. The device provided by the present utility model can switch different modes of locomotive power supply modes, and the locomotive power supply mode includes a mode of using the traction battery to supply power to the locomotive, so as to ensure that the locomotive can still work without a catenary, expand the application range of the locomotive, and the workshop power supply of the present utility model can charge the traction battery and supply power to the AC load of the locomotive when the locomotive is parked in the depot, so as to ensure the normal operation of the AC load.

[0064] A further description is made for the first load branch in the locomotive power supply mode switching control device provided by the embodiment of the present utility model. The first load branch 106 includes: a high-speed circuit breaker, a traction converter, and a traction motor. Among them, the high-speed circuit breaker, the traction converter, and the traction motor are connected in series in sequence; one end of the high-speed circuit breaker that is not connected to the traction converter is respectively connected to the traction contactor and the battery traction contactor. In other words, the first end of the high-speed circuit breaker is respectively connected to the traction contactor and the battery traction contactor; the second end of the high-speed circuit breaker is connected to the first end of the traction converter; the second end of the traction converter is connected to the traction motor.

[0065] A further description is made for the second load branch in the locomotive power supply mode switching control device provided by the embodiment of the present utility model. The second load branch 107 includes an auxiliary contactor, an auxiliary converter module, and an AC load. Among them, the auxiliary contactor, the auxiliary converter module, and the AC load are connected in series in sequence; one end of the auxiliary contactor that is not connected to the auxiliary converter module is respectively connected to the traction contactor and the battery traction contactor; the auxiliary converter module is respectively connected to the workshop power supply and the charging contactor. In other words, the first end of the auxiliary contactor is respectively connected to the traction contactor and the battery traction contactor, the second end of the auxiliary contactor is connected to the first end of the auxiliary converter module, the second end of the auxiliary converter module is connected to the workshop power supply, the third end of the auxiliary converter module is connected to the AC load, and the fourth end of the auxiliary converter module is connected to the charging contactor.

[0066] Among them, the auxiliary converter module includes: an auxiliary converter and a traction battery charger; the auxiliary converter and the traction battery charger can be integrated together.

[0067] The auxiliary converter is respectively connected to the auxiliary contactor, the workshop power supply, the AC load, and the traction battery charger; one end of the traction battery charger that is not connected to the auxiliary converter is connected to the charging contactor. In other words, the first end of the auxiliary converter is connected to the auxiliary contactor, the second end of the auxiliary converter is connected to the workshop power supply, the third end of the auxiliary converter is connected to the AC load, the fourth end of the auxiliary converter is connected to the first end of the traction battery charger, and the second end of the traction battery charger is connected to the charging contactor. It should be noted that the traction contactor and the battery traction contactor are interlocked through hard wire.

[0068] Refer to Figure 2 , which is another schematic structural diagram of a locomotive power supply mode switching control device provided by an embodiment of the present invention. Figure 2 On the Figure 1 basis, a power supply mode conversion switch, a three-position switch, a battery detection module, and a protection circuit are added.

[0069] Among them, both the power supply mode conversion switch and the three-position switch are connected to the contactor group. The power supply mode conversion switch and the three-position switch are used to participate in controlling the opening and closing states of the traction contactor and the battery traction contactor in the contactor group, so as to realize the switching operation of the locomotive power supply mode. The three-position switch is interlocked with the charging contactor, the traction contactor, and the battery traction contactor in the contactor group through hard wire connection.

[0070] It should be noted that the power supply mode conversion switch has four positions: "catenary, 0, battery, depot charge", and the three-position switch has three positions: "normal power supply, workshop power supply, grounding".

[0071] Exemplarily, the staff operates the power supply mode conversion switch and the three-position switch to control the actions of the traction contactor and the battery traction contactor, so as to enter three power supply modes: "catenary power supply", "battery power supply", or "workshop power supply". The power supply mode conversion switch has four positions: "catenary\0\battery\depot charge". The three-position switch can select three positions: "normal power supply\workshop power supply\grounding". When the power supply mode switch is in the 0 position or the three-position switch is in the grounding position, the locomotive cannot establish a power supply mode and cannot access the high-voltage power supply. Further, when the three-position switch is in the grounding position, the charging contactor, the traction contactor, and the battery traction contactor are all disconnected.

[0072] Among them, the battery detection module is connected to the traction battery. The battery detection module is used to detect the performance of the traction battery. For example, it collects various battery parameters of the traction battery to determine whether the power storage performance of the traction battery is normal, so that the subsequent staff can determine whether to replace the traction battery based on the detection data of the battery detection module to ensure that the traction battery on the locomotive can support the operation of the locomotive. Preferably, the traction battery includes at least one group of batteries.

[0073] The protection circuit is arranged between the auxiliary converter and the AC load. The protection circuit is used to protect the AC load and other devices in the locomotive power supply mode switching control device. When the current is abnormal, the protection circuit opens the circuit, disconnecting the AC load from the auxiliary converter, thereby avoiding the situation where the AC load fails when the current of the auxiliary converter is abnormal, or avoiding the situation where the auxiliary converter fails when the AC load is abnormal.

[0074] Refer to Figure 3 , which is an example diagram of the current flow when the locomotive power supply mode switching control device provided in this embodiment switches different power supply modes. The current flow of the red line in the figure is the current flow in the catenary power supply mode, the current flow of the yellow line is the current flow in the battery power supply mode, and the current flow of the blue line is the current flow in the workshop power supply mode.

[0075] Based on Figure 3 the shown current flow diagram, illustrate the current flow in the catenary power supply mode, the battery power supply mode, and the workshop power supply mode.

[0076] Exemplarily, the current flow in the catenary power supply mode is specifically as follows:

[0077] (1) Catenary (pantograph) --> Traction contactor --> High-speed circuit breaker --> Traction converter --> Traction motor.

[0078] (2) Catenary (pantograph) --> Traction contactor --> Auxiliary contactor --> Traction battery charger --> Charging contactor --> Battery high-voltage box (knife switch) --> Traction battery. Preferably, this current flow is one of the current flows of the traction battery charging current.

[0079] (3) Catenary (pantograph) --> Traction contactor --> Auxiliary contactor --> Auxiliary converter --> AC auxiliary.

[0080] Exemplarily, the current flow in the battery power supply mode is specifically as follows:

[0081] (1) Traction battery --> Battery high-voltage box (knife switch) --> Battery traction contactor --> High-speed circuit breaker --> Traction converter --> Traction motor.

[0082] (2) Traction battery --> Battery high - voltage box (knife - switch) --> Battery traction contactor --> Auxiliary contactor --> Auxiliary converter --> AC load.

[0083] Exemplarily, the current flow direction in the workshop power supply mode is specifically as follows:

[0084] (1) Workshop power supply --> Auxiliary converter --> AC load.

[0085] (2) Workshop power supply --> Auxiliary converter --> Traction battery charger --> Charging contactor --> Battery high - voltage box (knife - switch) --> Traction battery. Preferably, this current flow direction is another current flow direction for the traction battery charging current.

[0086] Furthermore, when the locomotive is parked in the garage and there is no contactor, the traction battery can be charged through the workshop power supply.

[0087] The switching logic for different power supply modes is described.

[0088] For the catenary power supply mode (i.e., catenary power supply traction mode), refer to Figure 4 , which is the switching control logic diagram for entering the catenary power supply traction mode provided by the present utility model. The conditions that need to be met when entering the catenary power supply mode are as follows:

[0089] (1) The three - position switch is in the "normal power supply" position;

[0090] (2) The workshop power supply mode relay is disconnected;

[0091] (3) The front cover of the high - voltage switch cabinet is in the closed state;

[0092] (4) The power supply mode switch is in the "catenary" position;

[0093] (5) The traction battery knife - switch is closed;

[0094] (6) The traction handle is in the zero position;

[0095] (7) The traction contactor is in the off state;

[0096] (8) The battery traction contactor is in the off state;

[0097] (9) The locomotive is stationary.

[0098] After meeting the above conditions, close the traction contactor and keep the battery traction device disconnected, then the catenary power supply mode can be switched. After switching to the catenary power supply mode, if any one of the above items 1 - 5 is not met, disconnect the traction contactor, so that the catenary power supply mode remains until the locomotive is stationary and then exits.

[0099] For the battery power supply mode (i.e., the battery-powered traction mode), refer to Figure 5 , which is the switching control logic diagram for entering the battery power supply traction mode provided by the present utility model. The conditions that need to be met when entering the battery power supply mode are as follows:

[0100] (1) The three-position switch is in the "normal power supply" position;

[0101] (2) The workshop power relay is disconnected;

[0102] (3) The front cover of the high-voltage switchgear is closed;

[0103] (4) The power supply mode switch is in the "battery" position;

[0104] (5) The traction battery knife switch is closed;

[0105] (6) The traction handle is in the zero position;

[0106] (7) The traction contactor is in the off state;

[0107] (8) The battery traction contactor is in the off state;

[0108] (9) The locomotive is stationary.

[0109] After meeting the above conditions, close the battery traction contactor and keep the traction contactor disconnected to switch to the battery power supply mode. After switching to the battery power supply mode, if any of the above items 1-5 is not met, disconnect the battery traction contactor to keep the battery power supply mode until the locomotive stops and then abort and exit.

[0110] For the workshop power supply mode, refer to Figure 6 , which is the switching control logic diagram for entering the workshop power supply mode provided by the present utility model. The conditions that need to be met when entering the workshop power supply mode are as follows:

[0111] (1) The locomotive is stationary;

[0112] (2) The power supply mode switch is in the "warehouse charge" position;

[0113] (3) The three-position switch is in the "workshop power supply" position;

[0114] (4) The front cover of the high-voltage switchgear is closed;

[0115] (5) The pantograph is in the lowered state;

[0116] (6) The traction battery knife switch is closed;

[0117] (7) The traction handle is in the zero position;

[0118] (8) Disconnection state of traction contactor;

[0119] (9) Disconnection state of battery traction contactor;

[0120] (10) Disconnection state of charging contactor.

[0121] After satisfying the above conditions, close the charging contactor and keep the traction contactor disconnected to switch to the workshop power supply mode. After switching to the workshop power supply mode, if any one of the above items 1 - 6 is not satisfied, disconnect the charging contactor to keep the workshop power supply mode until the locomotive stops and then abort and exit.

[0122] The locomotive power supply mode switching control device provided by the present utility model can switch different power supply modes among catenary power supply, battery power supply and workshop power supply. The switching process is reliable, enabling the locomotive to use different power supply modes in different scenarios and expanding the application scenarios of the locomotive. Moreover, in the locomotive power supply mode switching control device provided by the present utility model, it is ensured that the locomotive has multi - power support for operation, enabling the locomotive to use battery power supply in non - catenary sections, avoiding the limitation of overhead line power supply and improving the availability of the locomotive. The application of dual - power locomotives can not only reduce the dependence on overhead lines but also reduce the infrastructure construction and maintenance costs.

[0123] The specific implementation processes and their derivative methods of the above - mentioned various embodiments are all within the protection scope of the present utility model.

[0124] Each embodiment in this specification is described in a progressive manner. For the same or similar parts among the various embodiments, reference can be made to each other. Each embodiment focuses on the differences from other embodiments. In particular, for a system or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple. For the relevant parts, reference can be made to the partial description of the method embodiment. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative work.

[0125] Those skilled in the art may further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods for each specific application to implement the described functions, but such implementation should not be considered to exceed the scope of the present invention.

[0126] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A locomotive power supply mode switching control device, characterized in that: include: Catenary, traction battery, workshop power supply, battery high-voltage box, contactor group, first load branch and second load branch; The contactor group includes a charging contactor, a traction contactor and a battery traction contactor; The contact network is connected to the first load branch and the second load branch respectively through the traction contactors in the contactor group; The traction battery is connected to the battery high voltage box; The battery high voltage box is respectively connected to the charging contactor in the contactor group and the battery traction contactor; The battery traction contactor is connected to the first load branch and the second load branch respectively; The charging contactor is connected to the second load branch; The workshop power supply is connected to the second load branch.

2. The device according to claim 1, characterized in that The first load branch comprises: High-speed circuit breakers, traction converters, and traction motors; The high-speed circuit breaker, the traction converter and the traction motor are connected in series in sequence; One end of the high-speed circuit breaker that is not connected to the traction converter is respectively connected to the traction contactor and the battery traction contactor.

3. The device according to claim 1, characterized in that The second load branch comprises: Auxiliary contactor, auxiliary converter module and AC load; The auxiliary contactor, the auxiliary current conversion module and the AC load are connected in series in sequence; One end of the auxiliary contactor not connected to the auxiliary converter module is respectively connected to the traction contactor and the battery traction contactor; The auxiliary converter module is connected to the workshop power supply and the charging contactor respectively.

4. The device according to claim 3, characterized in that The auxiliary converter module comprises: Auxiliary converter and traction battery charger; The auxiliary converter is respectively connected to the auxiliary contactor, the workshop power supply, the AC load and the traction battery charger; One end of the traction battery charger that is not connected to the auxiliary converter is connected to the charging contactor.

5. The device according to claim 1, characterized in that The traction contactor and the battery traction contactor are interlocked by a hard-wire connection.

6. The device according to claim 1, characterized in that Also includes: Power supply mode changeover switch and three-position switch; The power supply mode conversion switch and the three-position switch are used to control the opening and closing states of the traction contactor and the battery traction contactor in the contactor group to achieve the switching of the power supply mode.

7. The device according to claim 6, characterized in that Also includes: The three-position switch is interlocked with the charging contactor, the traction contactor and the battery traction contactor in the contactor group through hard-wire connection.

8. The device according to claim 1, characterized in that Also includes: Battery detection module; The battery detection module is connected to the traction battery.

9. The device according to claim 3, characterized in that Also includes: Protection circuit; The protection circuit is arranged between the AC load and the auxiliary converter module.

10. The device according to claim 1, characterized in that The traction battery comprises at least one group of cells.

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