A traction converter

Abstract

The utility model discloses a traction inverter, including the cabinet body, the middle part of cabinet body is equipped with fan and reactor, and fan and reactor will the inside part of cabinet body divide into the left cavity and right cavity of relatively independent, the left cavity includes high pressure chamber, the right cavity includes DCU chamber, and left cavity and right cavity all are equipped with the converter module of independent operation, the reactor is connected with the converter module in the left cavity and right cavity respectively, to realize the independent control of two way ac output, in the cabinet body, the below of fan is equipped with the air channel of communication to both sides cavity, and the both sides of cabinet body all are equipped with the air inlet, the below of reactor is equipped with the air outlet, to realize the device cooling in the cabinet body. The utility model has compact structure, miniaturization, light weight and the like, since the traction inverter adopts two way independent control and output, improves the redundancy of vehicle motor control, also improves the operation reliability of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of urban rail transit technology, specifically to a traction converter. Background Technology

[0002] Currently, most traction converter products use a top-intake design, with the air inlet filter installed between the vehicle body and the converter. This limited space makes maintenance difficult. Existing traction converters only have one charging short-circuit circuit and two inductors, and they lack independent control via two DCUs, failing to achieve fully independent rack control functionality. Furthermore, existing traction converters primarily use liquid cooling systems, resulting in complex structures, poor reliability, and relatively heavy weight. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide a traction converter with a compact structure, high cooling efficiency and high stability, which addresses the above-mentioned defects of existing traction converters.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A traction converter includes a cabinet; a fan and a reactor are located in the middle of the cabinet, and the fan and reactor divide the interior of the cabinet into a relatively independent left cavity and a right cavity. The left cavity includes a high-voltage chamber, and the right cavity includes a DCU chamber. Each of the left and right cavities is equipped with an independently operating converter module. The reactor is connected to the converter modules in the left and right cavities respectively to achieve independent control of the two AC outputs. Inside the cabinet, an air duct connecting to the two cavities is provided below the fan, and air inlets are provided on both sides of the cabinet. An air outlet is provided below the reactor to cool the components inside the cabinet.

[0005] As a further improvement of this utility model, the left cavity also includes a first chamber, a partition is provided between the first chamber and the high-pressure chamber, a first filter is provided on the side of the first chamber, and a high-pressure chamber cabinet door is provided on the side of the high-pressure chamber. External air flows through the first filter and then enters the air duct.

[0006] As a further improvement of this utility model, the first chamber is provided with a first converter module and a first AC busbar, the first AC busbar being connected to the first converter module to realize AC circuit output; the high-voltage chamber is provided with a current sensor, a contactor assembly, and a charging resistor. As a further improvement of this utility model, the front end of the cabinet is provided with a first AC output assembly, the first AC output assembly being connected to the first AC busbar and connected to the vehicle's motor via a cable.

[0007] As a further improvement of this utility model, the right cavity also includes a second chamber, a partition is provided between the second chamber and the DCU chamber, a second filter is provided on the side of the second chamber, and a DCU chamber cabinet door is provided on the side of the DCU chamber. External air flows through the second filter and then enters the air duct.

[0008] As a further improvement of this utility model, the second chamber is provided with a transmission control unit, a fan control contactor and a power supply. The power supply is used to supply power to the transmission control unit, and the fan control contactor is used to control the start and stop of the fan. The DCU chamber is provided with a second AC busbar and a second converter module. The second AC busbar is connected to the second converter module to realize AC circuit output.

[0009] As a further improvement of this utility model, two transmission control units and two power supplies are provided, and the power supply and transmission control unit are connected in a one-to-one correspondence. As a further improvement of this utility model, a network connector, a low-voltage control connector, and a fan control connector are provided at the rear end of the cabinet.

[0010] As a further improvement of this utility model, the rear end of the cabinet is provided with an air outlet cover; the top of the cabinet is provided with a detachable top plate, and the top plate is located above the fan.

[0011] As a further improvement of this utility model, the AC output lines of the two converter modules are set on the same side of the cabinet.

[0012] Compared with the prior art, the advantages of this utility model are: This utility model's traction converter, by placing a fan and a reactor in the middle of the cabinet, achieves internal division into relatively independent left and right cavities. The left cavity houses the high-voltage chamber, and the right cavity houses the DCU chamber. Independently operating converter modules are installed in both cavities, and the reactor is connected to each of the two converter modules, thus achieving independent control of two AC outputs. This improves the redundancy of vehicle motor control and enhances vehicle operational reliability. Simultaneously, an air duct connecting to both cavities is located below the fan. With air inlets on both sides of the cabinet and air outlets below the reactor, cooling air enters from the sides of the two converter modules, first absorbing heat from the converter modules before reaching the centrifugal fan's intake, and finally being discharged from the bottom of the reactor. This simple air duct design and low air resistance significantly improve heat dissipation efficiency. Attached Figure Description

[0013] Figure 1 This is a left view of the traction converter in a specific embodiment of this utility model; Figure 2 This is a right view of the traction converter in a specific embodiment of this utility model; Figure 3 This is a front view of the traction converter in a specific embodiment of this utility model; Figure 4 This is a rear view of the traction converter in a specific embodiment of this utility model; Figure 5 This is a top view of the traction converter in a specific embodiment of this utility model; Figure 6 This is a schematic diagram of the internal structure of the left side of the traction converter in a specific embodiment of this utility model; Figure 7 This is a schematic diagram of the internal structure of the right side of the traction converter in a specific embodiment of this utility model; Figure 8 This is a schematic diagram of the top structure of the traction converter in a specific embodiment of the present invention; Figure 9 This is one of the schematic diagrams illustrating the air-cooled heat dissipation of the traction converter in a specific embodiment of this utility model; Figure 10 This is the second schematic diagram of the traction converter undergoing air cooling in a specific embodiment of this utility model; Legend: 1. First filter; 2. High-voltage chamber door; 3. Second filter; 4. DCU chamber door; 5. First AC output assembly; 6. Second AC output assembly; 7. Network connector; 8. Low-voltage control connector; 9. Fan control connector; 10. Air outlet hood; 11. Top plate; 121. First converter module; 122. Second converter module; 13. Fan; 14. Reactor; 15. Current sensor; 16. First AC busbar; 17. Contactor assembly; 18. Resistor; 19. Drive control unit; 20. Fan control contactor; 21. Second AC busbar; 22. Power supply; 23. Air duct; 24. Air outlet; 100. Cabinet; 101. Left chamber; 1011. First chamber; 1012. High-voltage chamber; 102. Right chamber; 1021. DCU chamber; 1022. Second chamber. Detailed Implementation

[0014] 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.

[0015] 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.

[0016] 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.

[0017] Example like Figures 1 to 4 As shown, the traction converter of this utility model includes a cabinet 100. A fan 13 and a reactor 14 are located in the middle of the cabinet 100, dividing the interior of the cabinet 100 into two relatively independent chambers: a left chamber 101 and a right chamber 102. The left chamber 101 includes a high-voltage chamber 1012, and the right chamber 102 includes a DCU chamber 1021. Each chamber 101 and right chamber 102 contains an independently operating converter module. The converter module is used to control the vehicle motors, and each converter module can control two motors. The converter modules are located at the bottom of the cabinet 100, which improves the rigidity of the mounting surface and prevents damage to the converter modules from vibration and impact. The reactor 14 is connected to the converter modules in both chambers to achieve independent control of the two AC outputs. Reactor 14 is used for converter LC resonance. Reactor 14 is physically integrated from inductors L1 and L2, satisfying the requirements of two independent inductors while achieving integration, miniaturization, and weight reduction. For example... Figure 9 As shown, inside the cabinet 100, there is an air duct 23 below the fan 13 that connects to the two side chambers, and there are air inlets on both sides of the cabinet 100. There is an air outlet 24 below the reactor 14, so as to cool the components inside the cabinet 100 and also to prevent high-temperature exhaust from causing harm to personnel.

[0018] like Figure 1 , Figure 5 and Figure 6As shown, the left cavity 101 also includes a first chamber 1011, with a partition between the first chamber 1011 and the high-voltage chamber 1012. A first filter 1 is provided on the side of the first chamber 1011. External air flows through the first filter 1 before entering the air duct 23. The first filter 1 is a centrifugal filter, preventing rainwater from entering the air duct 23 during converter operation. A high-voltage chamber cabinet door 2 is provided on the side of the high-voltage chamber 1012 to facilitate the inspection and maintenance of the components inside.

[0019] like Figure 6 As shown, the first chamber 1011 houses a first converter module 121 and a first AC busbar 16. The first AC busbar 16 is connected to the first converter module 121 to achieve AC circuit output. The high-voltage chamber 1012 houses a current sensor 15, a contactor assembly 17, and a charging resistor 18. In this embodiment, the current sensor 15 is located at the top of the high-voltage chamber 1012 to monitor the difference between the positive and negative currents of the converter, enabling leakage, short-circuit, and overload protection for the converter. The charging contactor and short-circuit contactor are designed as contactor assembly 17, used to charge the resonant capacitor C of the converter and facilitate maintenance. The charging resistor 18 is located on the side wall of the high-voltage chamber 1012 and works with the charging contactor to charge the resonant capacitor C with current limiting. By opening the high-voltage chamber cabinet door 2, the contactor assembly 17, current sensor 15, and charging resistor 18 in the high-voltage chamber 1012 can be inspected and maintained.

[0020] like Figure 3 As shown, the front end of the cabinet 100 is provided with a first AC output assembly 5, which is connected to the first AC busbar 16 and connected to the vehicle's motor via a cable. The first AC busbar 16 is a four-layer low-inductance busbar, which realizes parallel routing of module U, V, W, chopper+, and chopper- outputs, thereby improving the electromagnetic compatibility of the traction converter's AC output.

[0021] like Figure 2 , Figure 5 and Figure 7 As shown, the right cavity 102 also includes a second chamber 1022, and a partition is provided between the second chamber 1022 and the DCU chamber 1021. A second filter 3 is provided on the side of the second chamber 1022, and external air flows through the second filter 3 before entering the air duct 23. In this embodiment, the second filter 3 is a centrifugal filter, which can effectively reduce the entry of foreign objects and water into the air duct 23, avoid blockage of the air duct 23, and only requires periodic maintenance of the removable filter, which is simple to maintain, has low operating costs, and higher heat dissipation efficiency. A DCU chamber cabinet door 4 is provided on the side of the DCU chamber 1021 to facilitate the inspection and maintenance of the devices inside the DCU chamber 1021. like Figure 7As shown, the second chamber 1022 is equipped with a transmission control unit 19, a fan control contactor 20, and a power supply 22. The power supply 22 is used to supply power to the transmission control unit 19, which is used to control the operation of the second converter module 12, and the fan control contactor 20 is used to control the start and stop of the fan 13.

[0022] The DCU chamber 1021 houses a second AC busbar 21 and a second power module 122. The second AC busbar 21 is connected to the second converter module 122 to achieve AC circuit output. The second AC busbar 21 is a four-layer low-inductance busbar, which realizes parallel routing of module U, V, W, chopper+, and chopper- outputs, thereby improving the electromagnetic compatibility of the traction converter's AC output.

[0023] In this embodiment, the AC output of the second converter module 122 adopts a dedicated AC composite busbar, which includes U, V, W and chopper, reducing AC stray inductance and effectively reducing the EMC performance of the traction converter.

[0024] like Figure 6 and Figure 7 As shown, in this embodiment, two current sensors 15, two contactor assemblies 17, and two charging resistors 18 are provided, integrating two pre-charging circuits within the cabinet 100. Two transmission control units 19 and two power supplies 22 are provided, with each power supply 22 connected to the transmission control unit 19 in a one-to-one correspondence, enabling independent power supply to the transmission control unit 19 and achieving dual-circuit redundancy, thereby improving the reliability of vehicle operation.

[0025] like Figure 3 As shown, the front end of the cabinet 100 is provided with a second AC output assembly 6, which is connected to the second AC busbar 21 and connected to the vehicle motor via a cable.

[0026] like Figure 4 As shown, the rear end of the cabinet 100 is equipped with a network connector 7, a low-voltage control connector 8, a fan control connector 9, and an air outlet shroud 10. The network connector 7, low-voltage control connector 8, and fan control connector 9 are connected by a transition plate for easy wiring and maintenance. The network connector 7 is used for connection to the vehicle network, the low-voltage control connector 8 is used for low-voltage control electrical and signal connection, and the fan control connector 9 is used for the 380V power supply wiring of the fan 13. The air outlet shroud 10 extends out of the side of the cabinet, and the upper part of the air outlet shroud 10 has an inclined air guide surface, which can reduce the noise of the traction converter, realizing the low-noise design of the traction converter. Figure 10 As shown, the hot air inside the cabinet 100 can be discharged not only from the air outlet 24 at the bottom of the cabinet 100, but also from the air outlet 10, so as to improve the heat dissipation efficiency.

[0027] like Figure 8As shown, the top of the cabinet 100 is provided with a removable top plate 11, and the top plate 11 is located above the fan 13 to facilitate the installation and maintenance of the fan 13.

[0028] In this embodiment, a standard subway side beam support mounting method can also be used on the top of the cabinet 100, which can be configured and applied to standard subway A-type and B-type car projects. A single subway car consists of two bogies, each with two motors, using completely independent traction circuits. When one of the converter modules and its downstream equipment, cables, connectors, etc., experiences a grounding or other power failure, the corresponding converter module can be isolated from the high-voltage circuit by shorting a contactor. The motors on the other bogie can continue to operate, improving the reliability of vehicle operation.

[0029] 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, characterized in that, The system includes a cabinet (100); a fan (13) and a reactor (14) are provided in the middle of the cabinet (100), and the fan (13) and the reactor (14) divide the interior of the cabinet (100) into a relatively independent left cavity (101) and a right cavity (102). The left cavity (101) includes a high-voltage chamber (1012), and the right cavity (102) includes a DCU chamber (1021). Both the left cavity (101) and the right cavity (102) contain... An independently operating converter module is provided. The reactor (14) is connected to the converter modules in the left cavity (101) and the right cavity (102) respectively to realize independent control of the two AC outputs. Inside the cabinet (100), there is an air duct (23) connecting to the two cavities below the fan (13), and there are air inlets on both sides of the cabinet (100). There is an air outlet (24) below the reactor (14) to realize the cooling of the devices inside the cabinet (100).

2. The traction converter according to claim 1, characterized in that, The left cavity (101) also includes a first chamber (1011), a partition is provided between the first chamber (1011) and the high-pressure chamber (1012), a first filter (1) is provided on the side of the first chamber (1011), and a high-pressure chamber cabinet door (2) is provided on the side of the high-pressure chamber (1012). External air flows through the first filter (1) and then enters the air duct (23).

3. The traction converter according to claim 2, characterized in that, The first chamber (1011) is provided with a first converter module (121) and a first AC bus (16). The first AC bus (16) is connected to the first converter module (121) to realize AC circuit output. The high voltage chamber (1012) is provided with a current sensor (15), a contactor assembly (17) and a charging resistor (18).

4. The traction converter according to claim 3, characterized in that, The cabinet (100) has a first AC output assembly (5) at the front end. The first AC output assembly (5) is connected to the first AC busbar (16) and is connected to the vehicle motor via a cable.

5. The traction converter according to claim 1, characterized in that, The right cavity (102) also includes a second chamber (1022), a partition is provided between the second chamber (1022) and the DCU chamber (1021), a second filter (3) is provided on the side of the second chamber (1022), and a DCU chamber cabinet door (4) is provided on the side of the DCU chamber (1021). External air flows through the second filter (3) and then enters the air duct (23).

6. The traction converter according to claim 5, characterized in that, The second chamber (1022) is equipped with a transmission control unit (19), a fan control contactor (20) and a power supply (22). The power supply (22) is used to supply power to the transmission control unit (19), and the fan control contactor (20) is used to control the start and stop of the fan (13). The DCU chamber (1021) is equipped with a second AC busbar (21) and a second converter module (122). The second AC busbar (21) is connected to the second converter module (122) to realize AC circuit output.

7. The traction converter according to claim 6, characterized in that, Two transmission control units (19) and two power supplies (22) are provided, and the power supply (22) is connected to the transmission control unit (19) in a one-to-one correspondence.

8. The traction converter according to claim 6, characterized in that, The cabinet (100) has a second AC output assembly (6) at the front end. The second AC output assembly (6) is connected to the second AC busbar (21) and is connected to the vehicle motor via a cable.

9. The traction converter according to any one of claims 1 to 8, characterized in that, The rear end of the cabinet (100) is equipped with a network connector (7), a low-voltage control connector (8), and a fan control connector (9).

10. The traction converter according to any one of claims 1 to 8, characterized in that, The cabinet (100) has an exhaust hood (10) at its rear end; the cabinet (100) has a detachable top plate (11) at its top, and the top plate (11) is located above the fan (13).

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