A traction converter and a city rail vehicle based on vehicle water cooling coupling

Abstract

The utility model discloses a kind of traction converter and city rail vehicle based on whole vehicle water cooling coupling, including cabinet body, and the pre-charging component, voltage detection component, control unit, water-cooled converter module, filter component, isolation contactor, direct current input current sensor, discharge resistance and support capacitor being set in cabinet body;The cabinet body both sides are respectively equipped with water inlet and water outlet, and the water inlet and water outlet are connected with water-cooled converter module, to realize water-cooled converter module access whole vehicle cooling loop;Modular peripheral interface is equipped in the cabinet body side, to match emergency brake resistance and electric reactor.The utility model has the characteristics such as miniaturization, light weight, high integration, effectively breaks through city rail vehicle space limit, and provides innovative solution for the efficient and reliable operation of traction system.

Description

Technical Field

[0001] This utility model relates to the field of urban rail transit technology, specifically to a traction converter and urban rail vehicle based on whole-vehicle water-cooled coupling. Background Technology

[0002] With the rapid development of urban rail transit equipment, the requirements for miniaturization and power density of traction converters are becoming increasingly stringent, especially in new urban rail transit equipment. Compared to conventional subway vehicles, new urban rail vehicles have more compact equipment installation space, requiring highly integrated and modular designs that distribute equipment on the roof, at both ends of the vehicle, or utilize miniaturization technologies to save space. Simultaneously, the design must balance ease of maintenance with the overall size constraints of the vehicle, ensuring the rational arrangement of various equipment within a limited space. How to effectively overcome the space constraints of new urban rail vehicles has become a pressing technical problem in this field.

[0003] In addition, permanent magnet motors have become the mainstream choice in new urban rail traction systems due to their high efficiency, high power density and energy-saving advantages, but their thermal management requirements are more stringent, and they need to ensure reliability through an efficient and stable cooling system. Utility Model Content

[0004] The technical problem to be solved by this utility model is to address the difficulty of compacting existing traction converters, and to provide a miniaturized, lightweight, and highly integrated traction converter and urban rail vehicle based on whole-vehicle water-cooling coupling.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A traction converter based on whole-vehicle water-cooled coupling includes a cabinet, and a pre-charging component, a voltage detection component, a control unit, a water-cooled converter module, a filter component, an isolation contactor, a DC input current sensor, a discharge resistor, and a supporting capacitor disposed within the cabinet. The cabinet has an inlet and an outlet water interface on both sides, both of which are connected to the water-cooled converter module to enable the water-cooled converter module to be connected to the vehicle's cooling circuit. The side of the cabinet has a modular peripheral interface for matching emergency braking resistors and reactors.

[0006] As a further improvement of this utility model, the cabinet adopts a single-chamber structure.

[0007] As a further improvement of this utility model, the cabinet is provided with a control unit mounting bracket and a converter module mounting bracket. The pre-charging component is located on the side of the control unit mounting bracket, the control unit is located on the upper part of the control unit mounting bracket, the isolation contactor is located on the lower part of the control unit mounting bracket, the water-cooled converter module is located on the upper part of the converter module mounting bracket, and the discharge resistor and the supporting capacitor are located on the lower part of the converter module mounting bracket.

[0008] As a further improvement of this utility model, the DC input current sensor is disposed on the partition of the control unit mounting bracket.

[0009] As a further improvement of this utility model, the voltage detection component and the filtering component are respectively installed on the two side walls of the cabinet, and a grounding capacitor is provided at the bottom of the cabinet.

[0010] As a further improvement of this utility model, the control unit mounting bracket and the converter module mounting bracket divide the cabinet into upper and lower spaces. The upper space is independently laid with low-voltage cables, and the lower space is independently laid with high-voltage cables. The high-voltage interface and the low-voltage interface are respectively arranged on opposite sides of the cabinet.

[0011] As a further improvement of this utility model, the cabinet is also provided with inlet and outlet water hoses, which are respectively connected to the water inlet interface and the water-cooled converter module, and the water outlet interface and the water-cooled converter module.

[0012] As a further improvement of this utility model, the side of the cabinet is provided with multiple control connection ports for connecting low-voltage cables to the vehicle.

[0013] As a further improvement of this utility model, the water-cooled converter module integrates a water-cooled substrate, a composite busbar, an RCU control component, a drive power supply, an RCU power supply, a fast interface, an IGBT component, a temperature sensor, and a current sensor.

[0014] As a further improvement of this utility model, the cabinet is made of carbon steel, stainless steel or aluminum alloy.

[0015] As a general technical concept, this utility model also provides an urban rail vehicle, including the above-mentioned traction converter based on whole-vehicle water-cooled coupling.

[0016] Compared with the prior art, the advantages of this utility model are: This utility model relates to a traction converter and urban rail vehicle based on whole-vehicle water-cooled coupling. It integrates core components such as pre-charging components, voltage detection components, control units, water-cooled converter modules, filtering components, isolation contactors, DC input current sensors, discharge resistors, and supporting capacitors within the converter's cabinet. Emergency braking resistors and reactors are flexibly configured via modular external interfaces. The cooling system employs a deep integration strategy—the converter retains only a standardized water-cooling interface, directly connecting to the vehicle's cooling circuit via a built-in water-cooled converter module. Leveraging the integrated advantages of the whole-vehicle water-cooling device, efficient heat dissipation of the core components in the traction converter is achieved. Through the aforementioned system-level integration optimization, this utility model's traction converter achieves significant results, reducing equipment volume by more than 35% and weight by more than 30%, achieving miniaturization, lightweighting, and high integration. It effectively overcomes the space limitations of urban rail vehicles and provides an innovative solution for the efficient and reliable operation of the traction system. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the external structure of the traction converter based on whole-vehicle water-cooling coupling in a specific embodiment of this utility model; Figure 2 This is a schematic diagram of the internal structure of the traction converter based on whole-vehicle water-cooling coupling in a specific embodiment of this utility model; Figure 3 for Figure 1 Schematic diagram of the structural principle in the DD direction; Figure 4 This is a top view schematic diagram of the traction converter and reactor configuration in a specific embodiment of this utility model. Figure 5 This is a schematic diagram illustrating the structural principle of the water-cooled converter module in a specific embodiment of this utility model; Figure 6 This is a schematic diagram of the structural principle of the water-cooled converter module after removing the composite busbar and control unit in a specific embodiment of this utility model; Figure 7 This is a schematic diagram of the structural principle of the mounting bracket in a specific embodiment of this utility model; Figure 8 This is a circuit diagram of the traction converter in a specific embodiment of the present invention; Legend: 1. Cabinet; 2. Water inlet; 3. Control connection port; 4. Water outlet; 5. Pre-charge component; 6. Voltage detection component; 7. Control unit; 8. Water-cooled converter module; 9. Inlet and outlet hoses; 10. Filter component; 11. Isolation contactor; 12. DC input current sensor; 13. Grounding capacitor; 14. Discharge resistor; 15. Support capacitor; 16. Reactor; 17. Water-cooled base plate; 18. Composite busbar; 19. RCU control component; 20. Drive power supply; 21. RCU power supply; 22. Quick connector; 23. IGBT component; 24. Temperature sensor; 25. Current sensor; 26. Control unit mounting bracket; 27. Converter module mounting bracket. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings and specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0019] In the description of this utility model, it should be understood that the terms "side", "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "multiple" means two or more, unless otherwise explicitly specified.

[0021] Example like Figure 1 , Figure 2 , Figure 3 and Figure 4As shown, the traction converter based on whole-vehicle water-cooled coupling of this utility model includes a cabinet 1, and a pre-charging component 5, a voltage detection component 6, a control unit 7, a water-cooled converter module 8, a filter component 10, an isolation contactor 11, a DC input current sensor 12, a discharge resistor 14, and a supporting capacitor 15, all disposed within the cabinet 1. Water inlet 2 and water outlet 4 are respectively provided on both sides of the cabinet 1, and both water inlet 2 and water outlet 4 are connected to the water-cooled converter module 8 to enable the water-cooled converter module 8 to be connected to the vehicle cooling circuit. A modular peripheral interface is provided on the side of the cabinet to match the emergency braking resistor (not shown in the figure) and the reactor 16, and the reactor 16 adopts a traveling air-cooled natural heat dissipation method.

[0022] In this embodiment, based on the system integration advantages of the whole vehicle-level water cooling device, a collaborative design is adopted, which integrates core functional components (such as IGBT power devices, control units (RCU+LGU), supporting capacitors, etc.) and expands peripheral equipment modularly (such as emergency braking resistors, reactors), and reconstructs the converter architecture layout. This breaks through the volume constraints of traditional split cooling solutions and effectively solves the problem of limited space for equipment in new urban rail vehicles.

[0023] The cabinet 1 in this embodiment adopts a single-chamber structure formed by bending and welding carbon steel, which is compact and small in size. In other embodiments, the cabinet 1 can also be made of stainless steel, aluminum alloy or other lightweight materials.

[0024] like Figure 7 As shown, cabinet 1 contains a control unit mounting bracket 26 and a converter module mounting bracket 27. Figure 2 and Figure 3 As shown, the pre-charging component 5 is disposed on the side of the control unit mounting bracket 26, the DC input current sensor 12 is disposed on the partition of the control unit mounting bracket 26, the control unit 7 is disposed on the upper part of the control unit mounting bracket 26, the isolation contactor 11 is disposed on the lower part of the control unit mounting bracket 26, the water-cooled converter module 8 is disposed on the upper part of the converter module mounting bracket 7, and the discharge resistor 14 and the supporting capacitor 15 are disposed on the lower part of the converter module mounting bracket 27.

[0025] like Figure 2 and Figure 3 As shown, the voltage detection component 6 and the filter component 10 are respectively installed on two opposite side walls of the cabinet 1, and a grounding capacitor 13 is provided at the bottom of the cabinet 1. In this embodiment, the control unit mounting bracket 26 and the converter module mounting bracket 27 divide the cabinet 1 into upper and lower spaces. The upper space is independently laid with low-voltage cables, and the lower space is independently laid with high-voltage cables. The high-voltage interface and the low-voltage interface are respectively arranged on opposite sides of the cabinet 1.

[0026] In this embodiment, a functional layered layout is achieved by setting up mounting racks inside cabinet 1—low-voltage cables are centrally arranged on the upper layer of the mounting racks, while high-voltage cables are independently laid on the lower layer, strictly adhering to the wiring principle of "physical isolation between high and low voltage cables." The external interfaces of cabinet 1 adopt a split-side configuration strategy, with the high-voltage side and low-voltage side completely isolated in space. This not only meets the vehicle's high and low voltage wiring harness separation specifications but also effectively suppresses electromagnetic interference through layered isolation wiring, enhancing the overall EMC electromagnetic compatibility performance of the cabinet. The layered layout and split-side interface design of this embodiment achieves physical isolation and path optimization of the high and low voltage systems at the structural level, ensuring electromagnetic environment safety and electrical system reliability.

[0027] like Figure 2 As shown, the cabinet 1 is also equipped with inlet and outlet water hoses 9, which are respectively connected to the water inlet interface 2 and the water-cooled converter module 8, and the water outlet interface 4 and the water-cooled converter module 8. In other embodiments, the cooling water channel and the cabinet 1 can also be integrated into the design to eliminate the installation interface between the water-cooling module and the cabinet 1.

[0028] like Figure 1 As shown, the side of the cabinet 1 is equipped with multiple control connection ports 3. The control connection ports 3 are connected to the control unit 7 via cables, and also enable the low-voltage cables to connect to the vehicle to meet power supply and communication requirements.

[0029] like Figure 5 and Figure 6 As shown, in this embodiment, the water-cooled converter module 8 integrates a water-cooled substrate 17, a composite busbar 18, an RCU control component 19, a drive power supply 20, an RCU power supply 21, a fast interface 22, an IGBT component 23, a temperature sensor 24, and a current sensor 25. The current sensor 25 integrated in the water-cooled converter module 8 is both an inverter output current sensor and a chopper output current sensor. The water-cooled converter module 8 uses eight ECONDUAL half-bridge power units to form two independent three-phase inverter bridge arms, which can simultaneously control two permanent magnet synchronous motors.

[0030] In this embodiment, an urban rail vehicle is also provided, in which the above-mentioned traction converter based on whole-vehicle water-cooling coupling is installed.

[0031] In terms of circuit design, the traction converter in this embodiment supplies power to two permanent magnet traction motors, such as... Figure 8As shown. The main circuit of the traction converter adopts a DC-AC inverter circuit. DC 750V direct current passes through the high-voltage box and the line reactor FL before entering the traction converter. It then enters the converter module via the pre-charging circuit (charging contactor KM2, charging resistor R1, and short-circuit contactor KM1). The converter module inverts the DC power into VVVF AC power to supply the traction motor. Current sensors LH1-LH2 are used to detect the input current of the traction converter and the main circuit grounding. Current sensors LH12, LH13, LH22, and LH23 are also present. 3 is used to detect the output current of the converter; LH11 and LH21 are used to detect the braking chopper current; voltage sensor VH1 is used to detect the mains voltage at the back end of the three-position switch; VH2 is used to detect the intermediate voltage of the traction converter; R2 is a fixed discharge resistor connected across the supporting capacitor Cd for safe discharge; Cd is connected to the DC+ and DC- inputs of the converter module for intermediate DC voltage support and filtering; the D-phase output of the converter module is connected to a chopper resistor for energy absorption during vehicle braking. In addition, the traction converter has a built-in RCU+LGU controller responsible for inverter control.

[0032] In this embodiment, core components such as the pre-charging component 5, voltage detection component 6, control unit 7, water-cooled converter module 8, filter component 10, isolation contactor 11, DC input current sensor 12, discharge resistor 14, and supporting capacitor 15 are integrated compactly within the converter cabinet 1. The emergency braking resistor and reactor 16 are flexibly configured through modular peripheral interfaces. The cooling system adopts a deep integration strategy—the converter retains only a standardized water-cooling interface and directly connects to the vehicle cooling circuit through the built-in water-cooled converter module 8. Based on the integration advantages of the vehicle-level water-cooling device, efficient heat dissipation of the core components in the traction converter is achieved. Through the above-mentioned system-level integration optimization, the traction converter of this utility model achieves significant results in reducing equipment volume by more than 35% and weight by more than 30%, achieving the goals of miniaturization, lightweighting, and high integration. While maintaining the same output capacity, the power density of the converter is greatly improved through compact and lightweight design, effectively solving the contradiction between space constraints and performance requirements of new urban rail vehicles, breaking through the space limitations of urban rail vehicles, and providing an innovative solution for the efficient and reliable operation of the traction system.

[0033] The above description is merely a preferred embodiment of this utility model. The protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are protected. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of this utility model should also be considered within the protection scope of this utility model.

Claims

1. A traction converter based on whole-vehicle water-cooled coupling, characterized in that, It includes a cabinet (1), and a pre-charging component (5), a voltage detection component (6), a control unit (7), a water-cooled converter module (8), a filter component (10), an isolation contactor (11), a DC input current sensor (12), a discharge resistor (14), and a support capacitor (15) installed in the cabinet (1); the cabinet (1) is provided with a water inlet interface (2) and a water outlet interface (4) on both sides, and the water inlet interface (2) and the water outlet interface (4) are connected to the water-cooled converter module (8) to realize the connection of the water-cooled converter module (8) to the vehicle cooling circuit; the side of the cabinet (1) is provided with a modular peripheral interface to match the emergency braking resistor and the reactor (16).

2. The traction converter based on whole-vehicle water-cooled coupling according to claim 1, characterized in that, The cabinet (1) adopts a single-chamber structure.

3. The traction converter based on whole-vehicle water-cooled coupling according to claim 2, characterized in that, The cabinet (1) is provided with a control unit mounting bracket (26) and a converter module mounting bracket (27). The pre-charging component (5) is located on the side of the control unit mounting bracket (26). The control unit (7) is located on the upper part of the control unit mounting bracket (26). The isolation contactor (11) is located on the lower part of the control unit mounting bracket (26). The water-cooled converter module (8) is located on the upper part of the converter module mounting bracket (27). The discharge resistor (14) and the support capacitor (15) are located on the lower part of the converter module mounting bracket (27).

4. The traction converter based on whole-vehicle water-cooled coupling according to claim 3, characterized in that, The DC input current sensor (12) is mounted on the partition of the control unit mounting bracket (26).

5. The traction converter based on whole-vehicle water-cooled coupling according to claim 3, characterized in that, The voltage detection component (6) and the filter component (10) are respectively installed on the two side walls of the cabinet (1), and the bottom of the cabinet (1) is provided with a grounding capacitor (13).

6. The traction converter based on whole-vehicle water-cooled coupling according to claim 3, characterized in that, The control unit mounting bracket (26) and the converter module mounting bracket (27) divide the cabinet (1) into upper and lower spaces. The upper space is independently laid with low-voltage cables, and the lower space is independently laid with high-voltage cables. The high-voltage interface and the low-voltage interface are respectively arranged on opposite sides of the cabinet (1).

7. The traction converter based on whole-vehicle water-cooled coupling according to claim 6, characterized in that, The cabinet (1) has multiple control connection ports (3) on its side, which are used to connect low-voltage cables to the vehicle.

8. The traction converter based on whole-vehicle water-cooled coupling according to any one of claims 1 to 7, characterized in that, The cabinet (1) is also equipped with inlet and outlet water hoses (9), which are respectively connected to the inlet interface (2) and the water-cooled converter module (8), and the outlet interface (4) and the water-cooled converter module (8).

9. The traction converter based on whole-vehicle water-cooled coupling according to any one of claims 1 to 7, characterized in that, The water-cooled converter module (8) integrates a water-cooled substrate (17), a composite busbar (18), an RCU control component (19), a drive power supply (20), an RCU power supply (21), a quick interface (22), an IGBT component (23), a temperature sensor (24), and a current sensor (25).

10. A type of urban rail vehicle, characterized in that, Includes the traction converter based on whole-vehicle water-cooled coupling as described in any one of claims 1 to 9.

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