Locomotive self-power generation system

Abstract

The embodiment of the application discloses a locomotive self-generating system, which is used to solve the problem of low stability of the locomotive self-generating system when the locomotive is emergently powered. The system comprises a host computer, an inverter module, a control module, a first contactor, a second contactor and a secondary contactor, the first contactor and the second contactor are connected in parallel, the secondary contactor and the first contactor are connected in series, and the secondary contactor and the second contactor are connected in series; the control module is connected with the host computer in signal, in the case that a first control signal sent by the host computer is received, the second contactor is disconnected, and the first contactor and the secondary contactor are closed; or, in the case that a second control signal sent by the host computer is received, the first contactor is disconnected, and the second contactor and the secondary contactor are closed; the secondary contactor is connected with the inverter module, and is connected with a corresponding locomotive auxiliary power supply circuit through the first contactor or the second contactor.

Description

Technical Field

[0001] This application relates to the field of railway locomotive power supply and self-generating technology, and in particular to a locomotive self-generating system. Background Technology

[0002] With the continuous development of the domestic economy, the demand for various energy sources is increasing day by day. Ensuring energy supply through the establishment of a complete railway transportation system is of paramount importance. For example, heavy-haul freight locomotives use dual or multiple locomotives to transport ultra-long and ultra-heavy goods. When the train returns empty after unloading, in order to save energy and ensure safety, usually only the lead car raises its pantograph to receive power, while the pantographs of the other locomotives are lowered and the main circuit breaker is disconnected. Alternatively, when a locomotive is returning to the depot after major overhaul, a no-power return mode must be used. Due to the long distance and time required for the return trip, the locomotive is in a completely de-energized state.

[0003] The above scenarios can all lead to a lack of electricity for the drivers and passengers in the corresponding locomotives. For such locomotive power outage scenarios, related technologies provide emergency auxiliary power supply devices for locomotives. Although they have locomotive interlocking mechanisms, they are prone to equipment conflicts and damage risks due to misoperation that could lead to simultaneous power supply to two locomotives. Therefore, there is a problem of low stability of the locomotive's self-generating power system when providing emergency power to the locomotive. Utility Model Content

[0004] The purpose of this application is to provide a locomotive self-generating system to solve the problem of low stability of the locomotive self-generating system when providing emergency power to the locomotive.

[0005] To solve the above-mentioned technical problems, the embodiments of this application are implemented as follows: In a first aspect, embodiments of this application provide a locomotive self-generating system, characterized in that the system includes: a host computer, an inverter module, a control module, a first contactor, a second contactor, and a secondary contactor. The first contactor and the second contactor are connected in parallel, the secondary contactor and the first contactor are connected in series, and the secondary contactor and the second contactor are connected in series. The control module is signal-connected to the host computer. Upon receiving a first control signal from the host computer, it disconnects the second contactor and closes the first contactor and the secondary contactor; or, upon receiving a second control signal from the host computer, it disconnects the first contactor and closes the second contactor and the secondary contactor. The secondary contactor is connected to the inverter module and is connected to the corresponding locomotive auxiliary power supply circuit through the first contactor or the second contactor.

[0006] The locomotive self-generating system provided in this application includes a host computer, an inverter module, a control module, a first contactor, a second contactor, and a secondary contactor. The first and second contactors are connected in parallel, and the secondary contactor is connected in series with the first contactor. Since the first and second contactors are connected in parallel and both are connected in series with the secondary contactor, it can be seen that after either the first or second contactor is closed, further verification by the secondary contactor is required before the entire locomotive self-generating system can supply power. The control module is connected to the host computer. Upon receiving a first control signal from the host computer, it disconnects the second contactor and closes the first and secondary contactors; or, upon receiving a second control signal from the host computer, it disconnects the first contactor and closes the second and secondary contactors. The secondary contactor is connected to the inverter module and, through the first or second contactor, to the corresponding locomotive auxiliary power supply circuit. Therefore, the opening and closing of the first, second, and secondary contactors is controlled by the control module receiving control signals from the host computer. Depending on the control signal, the first and second contactors cannot close simultaneously. Since the secondary contactor is also connected to the inverter module, and can only connect to one contactor (either the first or second contactor), it can supply power to the locomotive auxiliary power supply circuit corresponding to the first or second contactor, but cannot simultaneously supply power to the locomotive auxiliary power supply circuits corresponding to both the first and second contactors. By avoiding simultaneous power supply to two locomotives, the stability of the locomotive's self-generating power system can be improved when providing emergency power to the locomotive. Attached Figure Description

[0007] Figure 1 This is a schematic block diagram of a locomotive self-generating system provided according to an embodiment of this application; Figure 2 This is a schematic block diagram of another locomotive self-generating system provided according to an embodiment of this application; Figure 3 This is a schematic block diagram of another locomotive self-generating system provided according to an embodiment of this application; Figure 4(a) is a schematic block diagram of a locomotive self-generating system according to an embodiment of this application; Figure 4(b) is a schematic block diagram of another locomotive self-generating system provided according to an embodiment of this application; Figure 5 This is a schematic block diagram of another locomotive self-generating system provided according to an embodiment of this application; Figure 6 This is a schematic block diagram of another locomotive self-generating system provided according to an embodiment of this application. Detailed Implementation

[0008] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0009] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0010] Figure 1 This is a schematic block diagram of a locomotive self-generating system according to an embodiment of this application, such as... Figure 1 As shown, the system includes a host computer 11, an inverter module 12, a control module 13, a first contactor 14, a second contactor 15, and a secondary contactor 16.

[0011] The first contactor 14 and the second contactor 15 are connected in parallel, the secondary contactor 16 and the first contactor 14 are connected in series, and the secondary contactor 16 and the second contactor 15 are connected in series.

[0012] The first contactor 14 typically includes main contacts and a coil control terminal, used to control the on / off state of the auxiliary power supply circuit corresponding to the first contactor 14 and to receive signals sent by the control module 13.

[0013] The second contactor 15 typically includes main contacts and a coil control terminal, used to control the on / off state of the auxiliary power supply circuit corresponding to the second contactor 15 and to receive signals sent by the control module 13.

[0014] The secondary contactor 16 typically includes main contacts and a coil control terminal. It can be used to determine whether the first contactor 14 and the second contactor 15 are in a closed state and the other is in an open state, and to receive signals sent by the control module 13.

[0015] Since the first contactor 14 and the second contactor 15 are connected in parallel, in the locomotive's self-generating power system, the disconnection of one of them does not affect the operation of the other contactor. However, the secondary contactor 16 is connected in series with the first contactor 14 and also in series with the second contactor 15. If the secondary contactor 16 determines that the first contactor 14 and the second contactor 15 do not meet the preset conditions, then the secondary contactor 16 will be in the open state. In this case, the auxiliary power supply circuits corresponding to the first contactor 14 and the second contactor 15 will not work properly. The preset conditions include: the first contactor 14 is in the open state and the second contactor 15 is in the closed state, or the first contactor 14 is in the open state and the second contactor 15 is in the closed state. It should be understood that if the first contactor 14 is in the open state and the second contactor 15 is also in the open state, even if the secondary contactor 16 is closed, it will not be able to supply power to the auxiliary power supply circuit.

[0016] The control module 13 is connected to the host computer 11 via signals. When it receives the first control signal sent by the host computer 11, it disconnects the second contactor 15 and closes the first contactor 14 and the secondary contactor 16; or, when it receives the second control signal sent by the host computer 11, it disconnects the first contactor 14 and closes the second contactor 15 and the secondary contactor 16.

[0017] The host computer 11 is a computer that can directly issue control command signals, such as a touch screen device with programming capabilities and a human-computer interaction interface.

[0018] The control module 13 (Vehicle Control Unit, VCU) can collect operating data from each module in the locomotive self-generating system for the vehicle control unit. This data is used for the transmission of control commands and collected data, so as to monitor and coordinate the operation of each module in the entire locomotive self-generating system in real time.

[0019] The first control signal includes a signal for starting the first locomotive power generation corresponding to the first contactor 14. According to the first control signal, the control module 13 can send instructions to the first contactor 14, the second contactor 15 and the secondary contactor 16, and obtain the status change signals of each contactor through the host computer 11.

[0020] Specifically, the control module 13 receives the first control signal sent by the host computer 11, and can send a second contactor 15 disconnect command to the second contactor 15. After receiving the signal that the second contactor 15 has been disconnected, it sends a first contactor 14 close command to the first contactor 14. After receiving the signal that the first contactor 14 has been closed, it sends a secondary contactor 16 close command to make the secondary contactor 16 close.

[0021] The second control signal includes a signal for starting the second locomotive generator corresponding to the second contactor 15. According to the second control signal, the control module 13 can send instructions to the first contactor 14, the second contactor 15 and the secondary contactor 16, and obtain the status change signals of each contactor through the host computer 11.

[0022] Specifically, the control module 13 receives the second control signal sent by the host computer 11, and can send a first contactor 14 disconnect command to the first contactor 14. After receiving the signal that the first contactor 14 has been disconnected, it sends a second contactor 15 close command to the second contactor 15. After receiving the signal that the second contactor 15 has been closed, it sends a secondary contactor 16 close command to make the secondary contactor 16 close.

[0023] Secondary contactor 16 is connected to inverter module 12, and is connected to the corresponding locomotive auxiliary power supply circuit through first contactor 14 or second contactor 15.

[0024] Inverter module 12 is used to convert the received DC power into AC power, such as converting the boosted DC power (DC) of 560V to AC power (Alternating Current, AC) of 380V, for powering the load of the locomotive auxiliary power supply circuit.

[0025] The locomotive auxiliary power supply circuit is equivalent to the locomotive's load, providing electrical energy to the locomotive through connected contactors.

[0026] Since the secondary contactor 16 is connected to the inverter module 12, it can obtain the voltage output by the inverter module 12, and determine the corresponding locomotive auxiliary power supply circuit through the first contactor 14 or the second contactor 15, so as to provide power support for the corresponding locomotive auxiliary power supply circuit.

[0027] The locomotive self-generating system provided in this application includes a host computer 11, an inverter module 12, a control module 13, a first contactor 14, a second contactor 15, and a secondary contactor 16. The first contactor 14 and the second contactor 15 are connected in parallel, the secondary contactor 16 and the first contactor 14 are connected in series, and the secondary contactor 16 and the second contactor 15 are connected in series. Since the first contactor 14 and the second contactor 15 are connected in parallel, and both the first contactor 14 and the second contactor 15 are connected in series with the secondary contactor 16, it can be seen that after either the first contactor 14 or the second contactor 15 is closed, further verification by the secondary contactor 16 is required before the entire locomotive self-generating system can supply power. The control module 13 is signal-connected to the host computer 11. Upon receiving a first control signal from the host computer 11, it disconnects the second contactor 15 and closes the first contactor 14 and the secondary contactor 16; or, upon receiving a second control signal from the host computer 11, it disconnects the first contactor 14 and closes the second contactor 15 and the secondary contactor 16. The secondary contactor 16 is connected to the inverter module 12 and is connected to the corresponding locomotive auxiliary power supply circuit through the first contactor 14 or the second contactor 15. Therefore, the opening and closing of the first contactor 14, the second contactor 15, and the secondary contactor 16 are controlled by the control module 13 receiving the first control signal from the host computer 11. Controlled by the control signal sent by the host computer 11, the first contactor 14 and the second contactor 15 cannot be closed simultaneously depending on the control signal. Since the secondary contactor 16 is also connected to the inverter module 12, and the secondary contactor 16 can only be connected to one contactor, namely the first contactor 14 or the second contactor 15, it can supply power to the locomotive auxiliary power supply circuit corresponding to the first contactor 14 or the second contactor 15, but cannot supply power to the locomotive auxiliary power supply circuit corresponding to the first contactor 14 and the second contactor 15 at the same time. By avoiding supplying power to two locomotives at the same time, the stability of the locomotive self-generating system can be improved when providing emergency power to the locomotive.

[0028] In one embodiment, such as Figure 2 As shown, the locomotive self-generating system also includes: a battery management module 17 and a boost chopper module 18.

[0029] The battery management module 17 and the inverter module 12 are connected through the boost chopper module 18.

[0030] The Battery Monitoring and Management System (BMS) module 18 connects to the battery and serves as the initial power supply unit for the locomotive's self-generating system. By monitoring and managing the operating status of the battery pack, it obtains a stable DC voltage to provide basic power for the startup and operation of the entire locomotive's self-generating system.

[0031] The boost chopper module 18 is used to increase the input DC voltage to a stable output voltage higher than the input value. It is connected to the battery management module 17 and boosts the DC voltage output by the battery management module 17 to meet the DC voltage requirements of the subsequent input inverter module 12. Therefore, the boost chopper module 18 is also connected to the inverter module 12 to maintain the connection between the battery management module 17 and the inverter module 12.

[0032] In this embodiment, the DC voltage output by the battery management module 17 is boosted by the boost chopper module 18 so that the DC voltage output by the battery management module 17 meets the voltage requirements of the input inverter module 12 for subsequent power supply.

[0033] In one embodiment, such as Figure 3 As shown, the locomotive self-generating system also includes a Multi-Vehicle Bus (MVB) module 19. The MVB module 19 and the host computer 11 are respectively connected to the control module 13. The MVB module 19 is used to manage the functional units of the multi-vehicle bus. The multi-vehicle bus is a data communication bus for vehicles, responsible for realizing data exchange and information sharing between various modules or systems within the vehicle, and has high real-time performance and reliability.

[0034] In one embodiment, as shown in FIG4(a), the bus module 19 includes a Serial Communication Protocol (Controller Area Network, CAN) bus unit 191.

[0035] The battery management module 17, the boost chopper module 18, the inverter module 12, and the control module 13 are interconnected via the CAN bus unit 191.

[0036] The CAN bus unit 191 provides CAN bus services, focusing on high-efficiency, high-reliability real-time communication. The CAN bus features low bandwidth, a bus topology, high real-time performance, and strong resistance to electromagnetic interference, making it suitable for low-cost, high-reliability control command transmission.

[0037] The CAN bus unit 191 is used to enable data transmission between the battery management module 17, the boost chopper module 18, the inverter module 12, and the control module 13, achieving real-time communication between the modules. Because the CAN bus has strong anti-electromagnetic interference capabilities, it is suitable for applications with complex electromagnetic environments and severe interference, such as locomotives. The built-in error detection and automatic retransmission mechanisms of the CAN bus further ensure the reliability and real-time performance of data transmission.

[0038] In this embodiment, the CAN bus unit 191 in the bus module 19 can provide CAN bus service with anti-electromagnetic interference capability, making the real-time control and status data transmission between the core modules such as the battery management module 17, the boost chopper module 18, and the inverter module 12 and the control module 13 more stable and reliable.

[0039] In one embodiment, as shown in FIG4(b), the bus module 19 includes an Ethernet unit 192.

[0040] The host computer 11 is connected to the control module 13 via Ethernet unit 192.

[0041] Ethernet unit 192 is used to provide Ethernet services, wherein the host computer 11 and the control module 13 can be connected via Ethernet to realize data transmission. Ethernet unit 192 can provide Ethernet based on the RJ45 protocol, which is suitable for scenarios such as system monitoring, data analysis and remote control.

[0042] In this embodiment, the amount of data transmitted between the host computer 11 and the control module 13 is large and frequent. Ethernet has a high communication rate and excellent transmission efficiency, which can meet the needs of large data volume and high frequency information exchange, and can improve the efficiency and intelligence of information interaction between the host computer 11 and the control module 13.

[0043] It should be noted that the bus module 19 includes a CAN bus unit 191 and an Ethernet unit 192. The CAN bus unit 191 can be used for the control link, and the Ethernet unit 192 can be used for the transmission of large amounts of information data. The dual-bus architecture and its collaborative design ensure both the real-time performance and reliability of the control link, and support the efficiency and intelligence of the information link, realizing the advanced architectural concept of "separation of control and information".

[0044] In one embodiment, such as Figure 5 As shown, the locomotive auxiliary power supply circuit includes: a first locomotive auxiliary power supply circuit 20 and a second locomotive auxiliary power supply circuit 21.

[0045] The auxiliary power supply circuit 20 of the first locomotive, the first contactor 14 and the secondary contactor 16 are connected in series; the auxiliary power supply circuit 21 of the second locomotive, the second contactor 15 and the secondary contactor 16 are connected in series.

[0046] The first locomotive auxiliary power supply circuit 20 is the locomotive auxiliary power supply circuit corresponding to the first contactor 14, and the second locomotive auxiliary power supply circuit 21 is the locomotive auxiliary power supply circuit corresponding to the second contactor 15.

[0047] In this embodiment, the first locomotive auxiliary power supply circuit 20 is connected to the first contactor 14 and the secondary contactor 16, and the second locomotive auxiliary power supply circuit 21 is connected to the second contactor 15 and the secondary contactor 16. The first contactor 14 controls the power supply status of the first locomotive auxiliary power supply circuit 20, and the second contactor 15 controls the power supply status of the second locomotive auxiliary power supply circuit 21.

[0048] In one embodiment, the control module 13 further includes a first instruction unit.

[0049] The first instruction unit is connected to the host computer 11. When the first instruction unit receives the second contactor 15 disconnection signal sent by the host computer 11, it disconnects the second contactor 15 and closes the first contactor 14 to disconnect the power supply to the locomotive auxiliary power supply circuit corresponding to the second contactor 15.

[0050] Specifically, the operator closes the first locomotive contactor, which is the first air circuit breaker, i.e., the first air circuit breaker is connected to the first contactor 14 via a manually operated switch. After the operator manually closes the first air circuit breaker, the host computer 11 sends a control signal to the control module 13 for "the locomotive corresponding to the first contactor 14 generates electricity", and sends a disconnect signal to the second contactor 15.

[0051] It should be noted that when excessive current occurs in the circuit corresponding to the first contactor 14, especially in the event of a short circuit, the first air circuit breaker can automatically disconnect to protect the circuit.

[0052] In this embodiment, when the first instruction unit in the control module 13 receives the second contactor 15 disconnect signal sent by the host computer 11, the first instruction unit can issue a second contactor 15 disconnect command to disconnect the second contactor 15; when the first instruction unit in the control module 13 receives the signal that the second contactor 15 has been disconnected, it issues a first contactor 14 closing command to close the first contactor 14. Since the second contactor 15 is disconnected, the power supply to the locomotive auxiliary power supply circuit corresponding to the second contactor 15 is also disconnected.

[0053] In one embodiment, the control module 13 further includes a second instruction unit.

[0054] The second instruction unit is connected to the host computer 11. When the second instruction unit receives the first contactor 14 disconnection signal sent by the host computer 11, it disconnects the first contactor 14 and closes the second contactor 15 to disconnect the power supply to the locomotive auxiliary power supply circuit corresponding to the first contactor 14.

[0055] The operator closes the second locomotive contactor, which is the second air circuit breaker, i.e., a manually operated switch. The second air circuit breaker is connected to the second contactor 15. When the operator manually closes the second air circuit breaker, the host computer 11 sends a control signal to the control module 13 for "the locomotive corresponding to the second contactor 15 generates electricity", and sends a disconnect signal to the first contactor 14.

[0056] It should be noted that when excessive current occurs in the circuit corresponding to the second contactor 15, especially in the event of a short circuit, the second air circuit breaker can automatically disconnect to protect the circuit.

[0057] In this embodiment, when the second instruction unit in the control module 13 receives the first contactor 14 disconnect signal sent by the host computer 11, the second instruction unit can issue a first contactor 14 disconnect command to disconnect the first contactor 14; when the second instruction unit in the control module 13 receives the signal that the first contactor 14 has been disconnected, it issues a second contactor 15 close command to close the second contactor 15. Since the first contactor 14 has been disconnected, the power supply to the locomotive auxiliary power supply circuit corresponding to the first contactor 14 is also disconnected.

[0058] It should be noted that before the control module 13 receives the instruction to close or open the first contactor 14 or the second contactor 15, the state of the first contactor 14 or the second contactor 15 is not limited, that is, the first contactor 14 or the second contactor 15 can be in a closed or open state.

[0059] In one embodiment, the control module 13 further includes a first signal receiving unit.

[0060] The first receiving signal unit is connected to the host computer 11. When the first receiving signal unit receives the first receiving signal sent by the host computer 11, the secondary contactor 16 is closed to supply power to the locomotive auxiliary power supply circuit corresponding to the first contactor 14.

[0061] In this embodiment, the first receiving signal unit in the control module 13 receives the first signal sent by the host computer 11, which can determine that the first contactor 14 is closed and the second contactor 15 is opened. At this time, the secondary contactor 16 is closed, which can block the impact of the abnormal output of the inverter module 12 on the locomotive auxiliary power supply circuit and improve the system fault tolerance.

[0062] In one embodiment, the control module 13 further includes a second signal receiving unit.

[0063] The second receiving signal unit is connected to the host computer 11. When the second receiving signal unit receives the second receiving signal sent by the host computer 11, the secondary contactor 16 is closed to supply power to the locomotive auxiliary power supply circuit corresponding to the second contactor 15.

[0064] In this embodiment, the second receiving signal unit in the control module 13 receives the second signal sent by the host computer 11, which can determine that the second contactor 15 is closed and the first contactor 14 is opened. At this time, closing the secondary contactor 16 can block the impact of the abnormal output of the inverter module 12 on the locomotive auxiliary power supply circuit and improve the system's fault tolerance.

[0065] In one embodiment, when the control module 13 receives a third control signal sent by the host computer 11, it disconnects the first contactor 14 and / or the second contactor 15, and disconnects the secondary contactor 16.

[0066] The third control signal refers to the signal received by the host computer 11 to disconnect the first contactor 14 and / or the second contactor 15. The host computer 11 sends the third control signal to the control module 13, and the control module 13 sends a disconnect command for the first contactor 14 and / or the second contactor 15, and disconnects the first contactor 14 and / or the second contactor 15. When the control module 13 receives the signal that the first contactor 14 and / or the second contactor 15 has been disconnected, it sends a disconnect command for the secondary contactor 16 to disconnect the secondary contactor 16, so that the locomotive self-generating system returns to its original position.

[0067] In this embodiment, the control module 13 can receive signals sent by the host computer 11 at any time and execute corresponding instructions to control the opening and closing of the contactor. By disconnecting the first contactor 14 and / or the second contactor 15, as well as the secondary contactor 16, the locomotive self-generating system is restored to the state before power supply.

[0068] Figure 6 As shown, Figure 6 This is a schematic block diagram of a locomotive self-generating power system according to another embodiment of this application. The locomotive self-generating power system includes: a battery and battery management module 17, a boost chopper module 18, an inverter module 12, a control module 13, a bus module 19, a host computer 11, a secondary contactor 16, a first air circuit breaker 22, a second air circuit breaker 23, a first contactor 14, a second contactor 15, a first locomotive auxiliary power supply circuit 20, and a second locomotive auxiliary power supply circuit 21.

[0069] The battery and battery management module 17 is connected to the boost chopper module 18, which in turn is connected to the inverter module 12. The boost chopper module 18 boosts the voltage output from the battery management module 17 to obtain the required voltage for the inverter. This boosted voltage is then input to the inverter module 12, converting the DC voltage to AC voltage. For example, inputting a DC 110V voltage to the boost chopper module 18 yields a DC 560V voltage, which is then input to the inverter module 12. The inverter module 12 outputs an AC 380V voltage. The inverter module 12 is connected to a secondary contactor 16, which controls whether the voltage output by the inverter module 12 supplies power to the corresponding locomotive. Secondary contactor 16 is connected in parallel with the first air circuit breaker 22 and the second air circuit breaker 23. The first air circuit breaker 22 is connected to the first contactor 14, which is connected to the first locomotive auxiliary power supply circuit 20. The second air circuit breaker 23 is connected to the second contactor 15, which is connected to the second locomotive auxiliary power supply circuit 21. Power can only be supplied to the locomotive corresponding to either the first contactor 14 or the second contactor 15 if only one of the first contactor 14 or the second contactor 15 is closed, requiring the secondary contactor 16 to be closed. The battery management module 17, the boost chopper module 18, the inverter module 12, and the control module 13 are interconnected via the CAN bus in the bus module 19. The control module 13 is also connected to the host computer 11 via the Ethernet in the bus module 19 to receive signals sent by the host computer 11. The voltage values ​​input to the first locomotive auxiliary power supply circuit 20 and the second locomotive auxiliary power supply circuit 21 can be measured using voltmeters, such as V1, V2, V3, and V4.

[0070] The control module 13 includes multiple units, such as a first instruction unit, a first signal receiving unit, a second instruction unit, and a second signal receiving unit. The first instruction unit is used to receive the second contactor 15 disconnect signal sent by the host computer 11 and send a second contactor 15 disconnect command. When it receives the signal from the host computer 11 that the second contactor 15 has been disconnected, it sends a first contactor 14 closing command and receives a signal that the first contactor 14 has been closed. The first signal receiving unit is used to receive the secondary contactor 16 closing signal sent by the host computer 11 and send a secondary contactor 16 closing command, as well as receive a signal that the secondary contactor 16 has been closed. The second instruction receiving unit is used to receive the first contactor 14 disconnect signal sent by the host computer 11 and send the first contactor 14 disconnect instruction. When it receives the signal from the host computer 11 that the first contactor 14 has been disconnected, it sends the second contactor 15 closing instruction and receives the signal that the second contactor 15 has been closed. The second signal receiving unit is used to receive the secondary contactor 16 closing signal sent by the host computer 11 and send the secondary contactor 16 closing instruction, and receive the signal that the secondary contactor 16 has been closed.

[0071] The control module 13 also includes multiple control units, such as a first control unit, a second control unit, a third control unit, and a fourth control unit. Specifically, the first control unit, denoted as D01, acts as the locomotive auxiliary contact 5, issuing a signal allowing the first locomotive to generate electricity 1, and completing the excitation 1 of the first locomotive through the locomotive auxiliary contact 1, and receiving a feedback signal indicating that the excitation 1 of the first locomotive has been completed; the second control unit, denoted as D02, acts as the locomotive auxiliary contact 6, issuing a signal allowing the first locomotive to generate electricity 2, and completing the excitation 2 of the first locomotive through the locomotive auxiliary contact 2, and receiving a feedback signal indicating that the excitation 2 of the first locomotive has been completed. The third control unit, represented as D03, acts as locomotive auxiliary contact 7, issuing a signal allowing the second locomotive to generate electricity 1, and through locomotive auxiliary contact 3, enabling the second locomotive to complete excitation 1, and receiving a feedback signal indicating that the second locomotive's excitation 1 has been completed; the fourth control unit, represented as D04, acts as locomotive auxiliary contact 8, issuing a signal allowing the second locomotive to generate electricity 2, and through locomotive auxiliary contact 4, enabling the second locomotive to complete excitation 2, and receiving a feedback signal indicating that the second locomotive's excitation 2 has been completed.

[0072] In this embodiment, a control method employing a hardware dual-interlock circuit and software logic interlock is adopted. Specifically, the secondary contactor 16 and the first contactor 14 are connected in series, and the secondary contactor 16 is also connected in series with the second contactor 15. The first contactor 14 and the second contactor 15 are connected in parallel. Only when either the first contactor 14 or the second contactor 15 is closed can the secondary contactor 16 be closed to supply power to the locomotive corresponding to either the closed first contactor 14 or the second contactor 15; power cannot be supplied to the locomotives corresponding to both contactors 14 and 15 simultaneously. This prevents malfunctions caused by simultaneously supplying power to two locomotives. Furthermore, the use of both CAN bus and Ethernet communication buses as data transmission methods enables the locomotive's self-generating power system to operate in a self-generating mode, improving the efficiency of power supply to the locomotive. The dual-interlock mechanism and dual-bus architecture enhance the stability of the locomotive's self-generating power system during emergency power supply.

[0073] In one embodiment, the logic execution flow of a locomotive self-generating system can follow the above-described... Figure 6In the example, when the operator closes the first air circuit breaker 22, the host computer 11 (i.e., the touchscreen) starts the first locomotive to generate electricity and sends a signal to disconnect the second contactor 15. The control module 13 sends a command to disconnect the second contactor 15, disconnects the second contactor 15, and waits for the signal that the second contactor 15 has been disconnected to return. After receiving the signal that the second contactor 15 has been disconnected, the control module 13 sends a command to close the first contactor 14, closes the first contactor 14, and waits for the signal that the first contactor 14 has been closed to return. After receiving the signal that the first contactor 14 has been closed, the control module 13 sends a command to close the secondary contactor 16, closes the secondary contactor 16, and waits for the signal that the secondary contactor 16 has been closed to return. After receiving the signal that the secondary contactor 16 has been closed, the boost chopper module 18 and the inverter module 12 are started. After the start-up is completed. The system sends a signal to enable power generation of the first locomotive (1), waits for a signal indicating completion of excitation of the first locomotive (1), and after receiving this signal, sends a signal to enable power generation of the first locomotive (2), waits for this signal, and after receiving this signal, stops data transmission between the inverter and boost chopper modules 18. It also disconnects the secondary contactor 16 and the first contactor 14, and stops the transmission of both the signals to enable power generation of the first locomotive (1) and the first locomotive (2), waiting for other signals from the bus module 19.

[0074] Similarly, when the operator closes the second air circuit breaker 23, the host computer 11 (i.e., the touchscreen) starts the second locomotive to generate electricity and sends a signal to disconnect the first contactor 14. The control module 13 sends a command to disconnect the first contactor 14, disconnects the first contactor 14, and waits for the signal that the first contactor 14 has been disconnected to return. After receiving the signal that the first contactor 14 has been disconnected, the control module 13 sends a command to close the second contactor 15, closes the second contactor 15, and waits for the signal that the second contactor 15 has been closed to return. After receiving the signal that the second contactor 15 has been closed, the control module 13 sends a command to close the secondary contactor 16, closes the secondary contactor 16, and waits for the signal that the secondary contactor 16 has been closed to return. After receiving the signal that the secondary contactor 16 has been closed, the boost chopper module 18 and the inverter module 12 are started. After the start-up is completed. The system sends a signal to enable second locomotive power generation (SPD) 1, waits for a signal to complete second locomotive power generation excitation (SPD) 1, and after receiving the signal to complete second locomotive power generation excitation (SPD) 1, sends a signal to enable second locomotive power generation (SPD) 2, waits for the signal to complete second locomotive power generation excitation (SPD) 2, and after receiving the signal to complete second locomotive power generation excitation (SPD) 2, stops data transmission between the inverter and boost chopper module 18. It also disconnects the secondary contactor 16 and the second contactor 15, and stops the transmission of the signals to enable second locomotive power generation (SPD) 1 and 2, waiting for other signals from the bus module 19.

[0075] In this embodiment, after each operation performed by the control module 13 (such as disconnecting the second contactor 15 and closing the contactor 14), it must wait for the target status feedback signal (such as the signal that the second contactor 15 has been closed or opened) before triggering the next operation; otherwise, the process will be interrupted. A "action-verification" closed loop is implemented through software logic to prevent malfunctions caused by contactor sticking or response delays. After the locomotive's self-generating power is successful, it needs to output signals DO1 (first locomotive power generation permission 1) and DO2 (first locomotive power generation permission 2) sequentially, and each step requires excitation to complete the feedback. The step-by-step verification function is enabled to prevent signal mis-triggering or skipping steps. Simultaneously, after completing the self-generating function, the locomotive self-generating power system can automatically execute a shutdown procedure, sequentially stopping the operation of each module, disconnecting contactors, resetting signals, etc., and finally returning to standby state. This reduces the operator's burden, avoids human error, and improves the intelligence level and operating efficiency of the locomotive self-generating power system.

[0076] In summary, specific embodiments of this subject matter have been described. Other embodiments are within the scope of the appended claims. In some cases, the actions recited in the claims can be performed in a different order and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing can be advantageous.

[0077] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0078] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A locomotive self-generating power system, characterized in that, The system includes: a host computer, an inverter module, a control module, a first contactor, a second contactor, and a secondary contactor. The first contactor and the second contactor are connected in parallel, the secondary contactor and the first contactor are connected in series, and the secondary contactor and the second contactor are connected in series. The control module is signal-connected to the host computer. Upon receiving a first control signal from the host computer, it disconnects the second contactor and closes the first contactor and the secondary contactor; or, upon receiving a second control signal from the host computer, it disconnects the first contactor and closes the second contactor and the secondary contactor. The secondary contactor is connected to the inverter module and is connected to the corresponding locomotive auxiliary power supply circuit through the first contactor or the second contactor.

2. The system according to claim 1, characterized in that, The system also includes: a battery management module and a boost chopper module. The battery management module and the inverter module are connected via the boost chopper module.

3. The system according to claim 2, characterized in that, The system also includes: a bus module, The bus module and the host computer are respectively connected to the control module.

4. The system according to claim 3, characterized in that, The bus module includes: a CAN bus unit for serial communication protocol; The battery management module, the boost chopper module, the inverter module, and the control module are interconnected via the CAN bus unit.

5. The system according to claim 3, characterized in that, The bus module includes: an Ethernet unit, The host computer is connected to the control module via the Ethernet unit.

6. The system according to claim 1, characterized in that, The locomotive auxiliary power supply circuit includes: a first locomotive auxiliary power supply circuit and a second locomotive auxiliary power supply circuit. The first locomotive auxiliary power supply circuit, the first contactor, and the secondary contactor are connected in series; The second locomotive auxiliary power supply circuit, the second contactor, and the secondary contactor are connected in series.

7. The system according to claim 1, characterized in that, The control module further includes: a first instruction unit. The first instruction unit is connected to the host computer. When the first instruction unit receives a second contactor disconnection signal sent by the host computer, it disconnects the second contactor and closes the first contactor to disconnect the power supply to the locomotive auxiliary power supply circuit corresponding to the second contactor.

8. The system according to claim 1, characterized in that, The control module further includes: a second instruction unit. The second instruction unit is connected to the host computer. When the second instruction unit receives a first contactor disconnection signal sent by the host computer, it disconnects the first contactor and closes the second contactor to disconnect the power supply to the locomotive auxiliary power supply circuit corresponding to the first contactor.

9. The system according to claim 1, characterized in that, The control module further includes: a first signal receiving unit. The first receiving signal unit is connected to the host computer. When the first receiving signal unit receives the first receiving signal sent by the host computer, it closes the secondary contactor to supply power to the locomotive auxiliary power supply circuit corresponding to the first contactor.

10. The system according to claim 1, characterized in that, include: When the control module receives a third control signal sent by the host computer, it disconnects the first contactor and / or the second contactor, and also disconnects the secondary contactor.

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