Traction power system for variable formation train and variable formation train

Abstract

The present application relates to the technical field of rail vehicles, and provides a traction power system for a variable formation train and a variable formation train. The traction power system comprises two fixed traction power units and N variable traction power units (2), the fixed traction power units are arranged on a leading car, and the variable traction power units (2) are arranged on intermediate cars. A train formation can be adjusted according to the requirements of different operational scenarios, rapidly achieving transitions between different formation forms of a train, greatly improving the flexibility of the train formation, and achieving the optimal train performance utilization. In addition, the fixed traction power units and the variable traction power units (2) exhibit high independence, the transitions between different formation forms are convenient, the train variable formation operation efficiency is improved; and the power redundancy is high, and the starting acceleration requirement of a user for a suburban train can be well met.

Description

Traction power system of variable marshaling train and variable marshaling train

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application number 2024101539840 filed with the Patent Office of China on February 2, 2024, entitled “A traction power system for a variable-formation train and a variable-formation train,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present application relates to the field of rail vehicle technology, and in particular to a traction power system of a variable-marshaling train and a variable-marshaling train. Background Art

[0004] Urban trains are characterized by high passenger capacity, low speed, and high acceleration / deceleration requirements within urban areas, while they have low passenger capacity, high speed, and low acceleration / deceleration requirements in suburban areas. To conserve operational energy, train formation adjustments (e.g., multiplexing or reduced formation operation) are necessary in some scenarios to rapidly transition between different vehicle formations and optimize vehicle performance. However, the current traction power unit layout of urban trains, including components such as traction transformers and traction converters, is bulky and heavy. Each transformer and converter requires a separate cooling unit, resulting in the high-voltage traction system occupying a significant portion of the interior space and weight, necessitating a fixed train formation. For example, the traction converter in one traction power unit is located on the first car (the EMU), the transformer and high-voltage electrical equipment on the second car (the trailer), another traction converter on the third car (the EMU), and the auxiliary converter on the fourth car (the trailer). This results in poor power redundancy in the train's traction system, making it unable to meet the starting acceleration requirements of urban trains, and preventing rapid formation adjustments, resulting in limited formation flexibility.

[0005] Summary of the Invention

[0006] In view of this, the purpose of the present application is to provide a traction power system for a variable-marshaling train and a variable-marshaling train.

[0007] In the first aspect, an embodiment of the present application provides a traction power system for a variable-marshaling train, comprising two fixed traction power units and N variable traction power units, where N is a natural number; the fixed traction power unit comprises a first pantograph, a first high-voltage box, a first traction transformer, a first auxiliary converter, a first battery, a first traction converter, a second traction converter and several traction motors; the first pantograph is connected to the input end of the first high-voltage box, and the output end of the first high-voltage box is connected to the high-voltage bus; the input end of the first traction transformer is connected to the high-voltage bus through a first isolating switch, the output end of the first traction transformer is connected to the first traction converter and the second traction converter respectively, the output end of the first traction converter is connected to the four traction motors, and the output end of the second traction converter is connected to the four traction motors. The four traction motors are connected; the output end of the first traction inverter is also connected to the input end of the first auxiliary inverter, the output end of the first auxiliary inverter is connected to the first battery, and the first auxiliary inverter is used to charge the first battery; the variable traction power unit includes a second traction transformer, a third traction inverter, a fourth traction inverter, a second auxiliary inverter and several traction motors, the input end of the second traction transformer is connected to the high-voltage bus through a second isolating switch, the output end of the second traction transformer is respectively connected to the third traction inverter and the fourth traction inverter, the output end of the third traction inverter is connected to the four traction motors, and the output end of the fourth traction inverter is connected to the four traction motors; the output end of the third traction inverter is also connected to the input end of the second auxiliary inverter.

[0008] In some embodiments, each of the fixed traction power units is distributed on three adjacent carriages; each of the variable traction power units is distributed on two adjacent carriages.

[0009] In some embodiments, the first high-voltage box includes a high-voltage input end, a high-voltage output end, a first current transformer, a first voltage transformer, a first vacuum circuit breaker, a first grounding switch, a fourth isolating switch and a second current transformer. The high-voltage input end is connected to the input end of the first current transformer, the output end of the first current transformer is connected to the input end of the first vacuum circuit breaker, the output end of the first vacuum circuit breaker is connected to one end of the fourth isolating switch, the other end of the fourth isolating switch is connected to the input end of the second current transformer, and the output end of the second current transformer is connected to the high-voltage output end; the output end of the first current transformer is connected to one end of the primary coil of the first voltage transformer, and the other end of the primary coil is grounded; the first grounding switch is a bipolar grounding switch, the input end and the output end of the first vacuum circuit breaker are respectively connected to one end of the two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are both grounded.

[0010] In some embodiments, a first lightning arrester is further provided between the output end of the first current transformer and the ground; and a second lightning arrester is provided between the output end of the first vacuum circuit breaker and the ground.

[0011] In some embodiments, the first traction converter and the third traction converter are integrated traction-auxiliary-charging converters; and the output end of the first traction converter is further connected to a first battery.

[0012] On the second aspect, an embodiment of the present application provides a variable marshaling train, comprising 3+2N+3 carriages, where N is a natural number, and also comprising a traction power system of a variable marshaling train as described in any of the above embodiments, wherein one fixed traction power unit is provided on the first 3 carriages, one fixed traction power unit is provided on the rear 3 carriages, and N variable traction power units are distributed in the middle 2N carriages; the first and last carriages of the train are pure trailers.

[0013] In some embodiments, the six-car formation includes a first car, a second car, a third car, a fourth car, a fifth car and a sixth car, which are adjacent to each other in sequence. One of the fixed traction power units is provided in the first car, the second car and the third car, and one of the fixed traction power units is provided in the fourth car, the fifth car and the sixth car. No variable traction power unit is provided in the six-car formation; wherein the first auxiliary inverter and the first battery are both provided on the first car and the sixth car; the first traction transformer, the first traction inverter and four traction motors are both provided on the second car and the fifth car; the first pantograph, the first high-voltage box, the second traction inverter and four traction motors are both provided on the third car and the fourth car.

[0014] In some embodiments, the vehicle comprises an 8-car formation, wherein the first car, the second car, the third car, the fourth car, the fifth car, the sixth car, the seventh car and the eighth car are adjacent to each other in sequence; one of the fixed traction power units is provided in the first car, the second car and the third car, one of the fixed traction power units is provided in the sixth car, the seventh car and the eighth car, and one of the variable traction power units is provided in the fourth car and the fifth car; wherein the first auxiliary converter and the first battery are both provided in the first car and the eighth car; and the second car and the seventh car are both provided with The first traction transformer, the first traction converter and four traction motors are provided on the third and sixth carriages; the first pantograph, the first high-voltage box, the second traction converter and four traction motors are provided on the third and sixth carriages; the second auxiliary converter, the third traction converter and four traction motors are provided on the fourth carriage, and the second traction transformer, the fourth traction converter and four traction motors are provided on the fifth carriage; or the second auxiliary converter, the third traction converter and four traction motors are provided on the fifth carriage, and the second traction transformer, the fourth traction converter and four traction motors are provided on the fourth carriage.

[0015] In some embodiments, a 10-car formation is provided, wherein the first car, the second car, the third car, the fourth car, the fifth car, the sixth car, the seventh car, the eighth car, the ninth car and the tenth car are adjacent to each other in sequence; one fixed traction power unit is provided in the first car, the second car and the third car, one fixed traction power unit is provided in the eighth car, the ninth car and the tenth car, one variable traction power unit is provided in the fourth car and the fifth car; one variable traction power unit is provided in the sixth car and the seventh car; wherein the first car The first auxiliary inverter and the first battery are provided on the first and tenth carriages; the first traction transformer, the first traction inverter and four traction motors are provided on the second and ninth carriages; the first pantograph, the first high-voltage box, the second traction inverter and four traction motors are provided on the third and eighth carriages; in each of the variable traction power units: the second auxiliary inverter, the third traction inverter and the four traction motors are provided on one carriage; the second traction transformer, the fourth traction inverter and the four traction motors are provided on another carriage.

[0016] In some embodiments, the system comprises 12 carriages, wherein the first carriage, the second carriage, the third carriage, the fourth carriage, the fifth carriage, the sixth carriage, the seventh carriage, the eighth carriage, the ninth carriage, the tenth carriage, the eleventh carriage and the twelfth carriage are adjacent to each other in sequence; one fixed traction power unit is provided in the first carriage, the second carriage and the third carriage, one fixed traction power unit is provided in the tenth carriage, the eleventh carriage and the twelfth carriage, one variable traction power unit is provided in the fourth carriage and the fifth carriage; one variable traction power unit is provided in the sixth carriage and the seventh carriage; one variable traction power unit is provided in the eighth carriage and the ninth carriage. The variable traction power unit is provided with: the first auxiliary inverter and the first battery are provided on the first car and the twelfth car; the first traction transformer, the first traction inverter and four traction motors are provided on the second car and the eleventh car; the first pantograph, the first high-voltage box, the second traction inverter and four traction motors are provided on the third car and the tenth car; in each variable traction power unit: the second auxiliary inverter, the third traction inverter and the four traction motors are provided on one car; the second traction transformer, the fourth traction inverter and the four traction motors are provided on another car.

[0017] The beneficial effects that this application can achieve.

[0018] The traction power system of a variable marshaling train provided by the present application includes two fixed traction power units and N variable traction power units, wherein N is a natural number (0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 ...), the fixed traction power unit is set in the head car, and the variable traction power unit is set in the middle car. The train marshaling can be adjusted according to the needs of different operating scenarios (adjusting the number of intermediate variable traction power units, such as 6 marshaling, 8 marshaling, 10 marshaling, 12 marshaling, 14 marshaling, 16 marshaling, 18 marshaling, 20 marshaling, etc.), quickly realizing the transformation under different vehicle marshaling forms, greatly improving the flexibility of the train marshaling, and optimizing the use of vehicle performance. In addition, no matter how the train marshaling is changed, it only contains two pantographs and two high-voltage boxes, the high-voltage output end of the high-voltage box is connected to the high-voltage bus, and the traction transformers in the fixed traction power unit and the variable traction power unit are connected to the high-voltage bus through an isolating switch. The independence between the fixed traction power unit and the variable traction power unit is strong, and the transformation of different marshaling forms is convenient, thereby improving the efficiency of the train marshaling operation and reducing the workload. The traction transformer adopts a one-to-two structure, with one traction transformer carrying two traction converters. It is lightweight and can be installed under the EMU. At the same time, the fixed traction power unit in the traction power system of the variable marshaling train in this application includes 8 traction motors (two EMUs and one trailer), and the variable traction power unit includes 8 traction motors (two EMUs). The power redundancy is high, for example, it can be configured as 4 motors and 2 trailers (4M2T), 6 motors and 2 trailers (6M2T), 8 motors and 2 trailers (8M2T), etc., which can better meet the user's starting acceleration requirements for urban vehicles.

[0019] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0021] FIG1 shows a schematic diagram of a train layout of a traction power system of a variable marshaling train according to the present application;

[0022] FIG2 shows a schematic structural diagram of a traction power system of a variable marshaling train according to the present application;

[0023] FIG3 shows a schematic diagram of the circuit principle of a high-voltage box of a traction power system of a variable marshaling train according to the present application;

[0024] FIG4 shows a schematic diagram of the layout structure of a 6-car variable marshaling train of the present application.

[0025] Among them: 1-first fixed traction power unit, 2-variable traction power unit, 3-second fixed traction power unit, 4-first pantograph, 5-second pantograph, 6-first high-voltage box, 7-second high-voltage box, 8-first traction transformer, 9-second traction transformer, 10-third traction transformer, 11-first auxiliary converter, 12-second auxiliary converter, 13-third auxiliary converter, 14-first traction converter, 15-second traction converter, 16-third traction converter, 17-fourth traction converter, 18-fifth traction converter, 19-sixth traction converter, 20-traction motor, 21-first Battery, 22-second battery, 23-first carriage, 24-second carriage, 25-third carriage, 26-fourth carriage, 27-fifth carriage, 28-sixth carriage, 29-seventh carriage, 30-eighth carriage, 31-high-voltage busbar, 32-first disconnector, 33-second disconnector, 34-third disconnector, 35-high-voltage input terminal, 36-high-voltage output terminal, 37-first current transformer, 38-first voltage transformer, 39-first vacuum circuit breaker, 40-first grounding switch, 41-fourth disconnector, 42-second current transformer, 43-first lightning arrester, 44-second lightning arrester. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work falls within the scope of protection of the present application.

[0027] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work falls within the scope of protection of the present application.

[0028] In this application, it has been found that the layout of the traction power units of the existing train groups has the problem of poor power redundancy of the train traction system, inability to quickly adjust the grouping, and poor grouping flexibility.

[0029] In an embodiment of the present application, a traction power system for a variable marshaling train is provided, comprising two fixed traction power units and N variable traction power units, where N is a natural number; the fixed traction power unit comprises a first pantograph, a first high-voltage box, a first traction transformer, a first auxiliary converter, a first battery, a first traction converter, a second traction converter and a plurality of traction motors; the first pantograph is connected to the input end of the first high-voltage box, and the output end of the first high-voltage box is connected to the high-voltage bus; the input end of the first traction transformer is connected to the high-voltage bus through a first isolating switch, the output end of the first traction transformer is connected to the first traction converter and the second traction converter respectively, the output end of the first traction converter is connected to the four traction motors, and the output end of the second traction converter is connected four traction motors; the output end of the first traction inverter is also connected to the input end of the first auxiliary inverter, the output end of the first auxiliary inverter is connected to the first battery, and the first auxiliary inverter is used to charge the first battery; the variable traction power unit includes a second traction transformer, a third traction inverter, a fourth traction inverter, a second auxiliary inverter and several traction motors, the input end of the second traction transformer is connected to the high-voltage bus through a second isolating switch, the output end of the second traction transformer is respectively connected to the third traction inverter and the fourth traction inverter, the output end of the third traction inverter is connected to the four traction motors, and the output end of the fourth traction inverter is connected to the four traction motors; the output end of the third traction inverter is also connected to the input end of the second auxiliary inverter.

[0030] In another embodiment of the present application, a variable marshaling train is provided, comprising 3+2N+3 carriages, where N is a natural number, and further comprising a traction power system of a variable marshaling train as described in any of the above embodiments, wherein one fixed traction power unit is provided on the first three carriages, one fixed traction power unit is provided on the rear three carriages, and N variable traction power units are distributed in the middle 2N carriages; the first and last carriages of the train are pure trailers.

[0031] The traction power system of a variable marshaling train provided in the embodiments of the present application, i.e., a variable marshaling train, has the following advantages:

[0032] 1. In this application, the train formation can be adjusted according to the needs of different operating scenarios, and the transition between different vehicle formations can be quickly realized, which greatly improves the flexibility of the train formation and makes optimal use of vehicle performance.

[0033] 2. In this application, the fixed traction power unit and the variable traction power unit are highly independent, and the high-voltage components, traction transformers, and traction converters can be fully universal in different formations. The conversion of different formations is convenient, which improves the efficiency of train variable formation operation and reduces workload.

[0034] 3. The traction transformer in this application adopts a one-to-two structure, with one traction transformer carrying two traction converters. It is light in weight and can be installed under the EMU.

[0035] 4. The fixed traction power unit in the traction power system of the variable-formation train in this application includes 8 traction motors (two EMUs and one trailer), and the variable traction power unit includes 8 traction motors (two EMUs). The power redundancy is high. For example, it can be configured as 4 motors and 2 trailers (4M2T), 6 motors and 2 trailers (6M2T), 8 motors and 2 trailers (8M2T), etc., which can better meet the user's starting acceleration requirements for urban vehicles.

[0036] 5. The train formation in this application adopts a pure trailer scheme for the lead car, which also has advantages in vehicle anti-skid and idling control.

[0037] 6. In this application, a first isolating switch, a second isolating switch, a third isolating switch and a fourth isolating switch are provided. Once the train detects a traction transformer fault, a traction converter fault or other faults at the traction power unit level, the isolating switch connected to the traction unit will be disconnected immediately, and the train will only lose part of its power, which can better adapt to the unmanned driving mode.

[0038] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0039] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0040] Example 1

[0041] In an embodiment of the present application, a traction power system for a variable marshaling train is provided. As shown in FIG1 , the system includes a first fixed traction power unit 1, a second fixed traction power unit 3, and several variable traction power units 2. FIG1 shows an example of embodiment 1 with one variable traction power unit 2. The traction power system for a variable marshaling train in this embodiment includes a first pantograph 4, a second pantograph 5, a first high-voltage box 6, a second high-voltage box 7, a first traction transformer 8, a second traction transformer 9, a third traction transformer 10, a first auxiliary converter 11, a second auxiliary converter 12, a third auxiliary converter 13, a first traction converter 14, a second traction converter 15, a third traction converter 16, a fourth traction converter 17, a fifth traction converter 18, a sixth traction converter 19, a traction motor 20, a first battery 21, and a second battery 22. The layout of the various components in the traction power system is also shown in FIG1 , with the first auxiliary converter 11 and the first battery 21 located in the first carriage 23. The first traction transformer 8, first traction converter 14, and four traction motors 20 are located in the second car 24. The first pantograph 4, first high-voltage box 6, second traction converter 15, and four traction motors 20 are located in the third car 25. The second auxiliary converter 12, third traction converter 16, and four traction motors 20 are located in the fourth car 26. The second traction transformer 9, fourth traction converter 17, and four traction motors 20 are located in the fifth car 27. The second pantograph 5, second high-voltage box 7, fifth traction converter 18, and four traction motors 20 are located in the sixth car 28. The third traction transformer 10, sixth traction converter 19, and four traction motors 20 are located in the seventh car 29. The second auxiliary converter 12 and second battery 22 are located in the eighth car 30. The first car 23, second car 24, third car 25, fourth car 26, fifth car 27, sixth car 28, seventh car 29, and eighth car 30 are adjacent to each other in that order. That is, each of the fixed traction power units is distributed on three adjacent carriages, and each of the variable traction power units is distributed on two adjacent carriages.

[0042] As shown in Figure 2, the first fixed traction power unit 1 includes a first pantograph 4, a first high-voltage box 6, a first traction transformer 8, a first auxiliary converter 11, a first battery 21, a first traction converter 14, a second traction converter 15, and several traction motors 20. The first pantograph 4 is connected to the high-voltage input of the first high-voltage box 6 via a cable, and the high-voltage output of the first high-voltage box 6 is connected to a high-voltage busbar 31. The input of the first traction transformer 8 is connected to the high-voltage busbar 31 via a first disconnector 32. The output of the first traction transformer 8 is connected to the first traction converter 14 and the second traction converter 15, respectively. The output of the first traction converter 14 is connected to the four traction motors 20, and the output of the second traction converter 15 is connected to the four traction motors 20. The output of the first traction converter 14 is also connected to the input of the first auxiliary converter 11, and the output of the first auxiliary converter 11 is connected to the first battery 21. The first auxiliary converter 11 is used to charge the first battery 21.

[0043] The variable traction power unit 2 includes a second traction transformer 9, a third traction converter 16, a fourth traction converter 17, a second auxiliary converter 12, and several traction motors 20. The input of the second traction transformer 9 is connected to the high-voltage bus 31 via a second disconnector 33. The output of the second traction transformer 9 is connected to the third traction converter 16 and the fourth traction converter 17, respectively. The output of the third traction converter 16 is connected to the four traction motors 20, and the output of the fourth traction converter 17 is connected to the four traction motors. The output of the third traction converter 16 is also connected to the input of the second auxiliary converter 12, which serves as a backup or provides power to other systems on the train, such as DC 110V loads such as the lighting system, control power system, passenger information and broadcasting system, three-phase AC 380V loads such as the HVAC system, train heating system, and cooling system, and AC 220V loads such as power outlets and hot water supply systems.

[0044] The second fixed traction power unit 3 includes a second pantograph 5, a second high-voltage box 7, a third traction transformer 10, a third auxiliary converter 13, a second battery 22, a fifth traction converter 18, a sixth traction converter 19, and several traction motors 20. The second pantograph 5 is connected to the high-voltage input of the second high-voltage box 7 via a cable, while the high-voltage output of the second high-voltage box 7 is connected to a high-voltage busbar 31. The input of the third traction transformer 10 is connected to the high-voltage busbar 31 via a third disconnector 34. The output of the third traction transformer 10 is connected to the fifth traction converter 18 and the sixth traction converter 19, respectively. The output of the fifth traction converter 18 is connected to the four traction motors 20, and the output of the sixth traction converter 19 is connected to the four traction motors 20. The output of the sixth traction converter 19 is also connected to the input of the third auxiliary converter 13, the output of which is connected to the second battery 22. The third auxiliary converter 13 is used to charge the second battery 22.

[0045] In the present application, a first isolating switch 32, a second isolating switch 33, and a third isolating switch 34 are provided. Once the train detects a traction transformer fault, a traction converter fault, or other faults at the traction power unit level (a fixed traction power unit or a variable traction power unit), the isolating switch connected to the traction unit will be disconnected, and the train will only lose part of its power, or be replaced by another traction power unit, which can better adapt to the unmanned driving mode.

[0046] In this embodiment, the traction transformer is connected to the high-voltage box. The traction transformer steps down the single-phase high-voltage AC power from the pantograph and the high-voltage box, for example, from 25kV AC to 1500V AC. The AC power is then transformed by the traction transformer and output to the traction inverter. The traction inverter converts the stepped-down single-phase AC power (for example, 1500V AC) into high-voltage DC power (for example, 3600V DC) via its internal AC-DC module. This power is then converted into three-phase AC power (for example, 0-2808V three-phase) with controllable voltage and frequency via its internal inverter module. This power is then supplied to the AC traction motor (i.e., a three-phase asynchronous motor), which in turn pulls the entire train.

[0047] The traction converter and auxiliary converter in this application are both conventional existing equipment. The traction converter is one of the key components of the train, and generally includes a pulse rectifier power unit, an inverter power unit, a filter unit, and a cooling unit. It first rectifies the single-phase AC power from the traction transformer into DC power, and then inverts the DC power into a three-phase AC power that can change the frequency. The AC traction motor is started, braked, and speed-controlled through voltage and frequency regulation. When the train is in traction mode, the traction converter converts the single-phase AC power on the secondary winding of the traction transformer into the variable voltage and frequency three-phase power required to drive the traction motor; when in braking mode, the traction motor is in power generation mode, and the traction converter feeds the electric energy generated by the motor back to the power grid.

[0048] In some embodiments, the first traction inverter 14, the third traction inverter 16, and the sixth traction inverter 19 are integrated traction, auxiliary, and charging inverters, comprising two dual-quadrant four-quadrant rectifier modules, two dual-main inverter modules, an auxiliary module, and a charging module. The auxiliary modules output three-phase 380VAC to power the train's HVAC, heating, and cooling systems. The charging module provides 110V DC for charging the batteries. The outputs of the first traction inverter 14 and the sixth traction inverter 19 are also connected to the first and second batteries, respectively, providing backup charging circuits.

[0049] The auxiliary converter is used to supply power to the locomotive auxiliary equipment. In this application, the input end of the auxiliary converter is connected to the output end of the traction converter. The auxiliary converter draws power from the intermediate DC link of the traction converter (for example, DC3600V), and converts the DC power into three-phase AC power through the internal functional module to supply the three-phase AC bus and charger of the train. The traction converter outputs DC3600 DC power to the auxiliary converter through its internal rectifier module. The auxiliary converter outputs three-phase 380VAC to the train's HVAC system, train heating system, and cooling system through its internal auxiliary inverter, filter, isolation transformer, and charger, and outputs DC110V to charge the battery.

[0050] The high-voltage box, or high-voltage electrical box, is a front-end component of the train vehicle's electrical traction system circuit, providing circuit switching and protection for the traction system. As shown in Figure 3, the first and second high-voltage boxes 6 and 7 in this application each include a high-voltage input terminal 35, a high-voltage output terminal 36, a first current transformer 37, a first voltage transformer 38, a first vacuum circuit breaker 39, a first grounding switch 40, a fourth isolating switch 41, a second current transformer 42, a first lightning arrester 43, and a second lightning arrester 44. The high-voltage input terminal 35 is connected to the input terminal of the first current transformer 37, the output terminal of the first current transformer 37 is connected to the input terminal of the first vacuum circuit breaker 39, the output terminal of the first vacuum circuit breaker 39 is connected to one end of the fourth isolating switch 41, the other end of the fourth isolating switch 41 is connected to the input terminal of the second current transformer 42, and the output terminal of the second current transformer 42 is connected to the high-voltage output terminal 36. The output terminal of the first current transformer 37 is connected to one end of the primary coil of the first voltage transformer 38, the other end of which is grounded. The first grounding switch 40 is a double-pole grounding switch. The input and output ends of the first vacuum circuit breaker 39 are respectively connected to one end of the two poles of the first grounding switch 40 , and the other ends of the two poles of the first grounding switch 40 are both grounded.

[0051] The high-voltage box of the present application is provided with a first current transformer 37, a first voltage transformer 38, a first vacuum circuit breaker 39, a first grounding switch 40, a fourth isolating switch 41, a second current transformer 42, etc. Once a fault occurs, such as the high-voltage busbar is grounded, the data of the first current transformer 37 or the second current transformer 42 will exceed the limit, and the fault can be judged. The train can disconnect the first vacuum circuit breaker 39 and the fourth isolating switch 41 on the side of the faulty pantograph, and change the pantograph to operate to handle the fault, reducing manual participation and better adapting to the unmanned driving mode.

[0052] The high-voltage box in the application is also equipped with a lightning arrester. A first lightning arrester 43 is also installed between the output terminal of the first current transformer 37 and the ground. A second lightning arrester 44 is installed between the output terminal of the first vacuum circuit breaker 39 and the ground. The ground here refers to the railroad tracks, and grounding is connected to the railroad tracks.

[0053] In other embodiments, the number of variable traction power units 2 may be 0, 2, 3, 4, 5, 6, 7, 8, 9, 10, etc., that is, the number of variable traction power units 2 is a natural number. For these embodiments, the traction power system only needs to add corresponding variable traction power units, and the traction transformers of the variable traction power units are connected to the high-voltage busbar via disconnectors. A detailed description is omitted here.

[0054] The traction power system of a variable-marshaling train in the present application includes two fixed traction power units and N variable traction power units, where N is a natural number (0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10...), the fixed traction power unit is set in the head car, and the variable traction power unit is set in the middle car. The train marshaling can be adjusted according to the needs of different operating scenarios (for example, 6 marshaling, 8 marshaling, 10 marshaling, 12 marshaling, 14 marshaling, 16 marshaling, 18 marshaling, 20 marshaling, etc.), and the transformation of different vehicle marshaling forms can be realized quickly, which greatly improves the flexibility of the train marshaling and makes optimal use of vehicle performance. In addition, no matter how the train marshaling is changed, it only contains two pantographs and two high-voltage boxes, the high-voltage output end of the high-voltage box is connected to the high-voltage bus, and the traction transformers in the fixed traction power unit and the variable traction power unit are connected to the high-voltage bus through an isolating switch. The independence between the fixed traction power unit and the variable traction power unit is strong, and the transformation of different marshaling forms is convenient, which improves the efficiency of the train marshaling operation and reduces the workload. At the same time, the traction transformer adopts a one-to-two structure, with one traction transformer carrying two traction converters, which is lightweight and can be installed under the EMU. In addition, the fixed traction power unit in the traction power system of the variable marshaling train in this application includes 8 traction motors (two EMUs and one trailer), and the variable traction power unit includes 8 traction motors (two EMUs), with high power redundancy. For example, it can be configured as 4 motors and 2 trailers (4M2T), 6 motors and 2 trailers (6M2T), 8 motors and 2 trailers (8M2T), etc., which can better meet the user's starting acceleration requirements for urban vehicles.

[0055] Example 2

[0056] Accordingly, some embodiments of the present application further provide a variable marshaling train comprising 3+2N+3 carriages, wherein N is a natural number, which may be 0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, and the like, and N is also the number of variable traction power units, and further includes a traction power system for a variable marshaling train as described in any of the above embodiments. The first three carriages of the variable marshaling train are provided with one fixed traction power unit, the last three carriages are provided with one fixed traction power unit, and the middle 2N carriages are distributed with N variable traction power units; the first and last carriages of the train are pure trailers.

[0057] For example, in some embodiments, a train includes six cars, as shown in Figure 4 , with the first, second, third, fourth, fifth, and sixth cars positioned adjacent to each other. The first fixed traction power unit 1 is installed in the first, second, and third cars, while the second fixed traction power unit 3 is installed in the fourth, fifth, and sixth cars. The six-car train does not include a variable traction power unit 2. Specifically, the first car is equipped with the first auxiliary converter 11 and the first battery 21; the second car is equipped with the first traction transformer 8, the first traction converter 14, and four traction motors 20; and the third car is equipped with the first pantograph 4, the first high-voltage box 6, the second traction converter 15, and four traction motors 20. The fourth car is equipped with a second pantograph 5, a second high-voltage box 7, a fifth traction inverter 18 and four traction motors 20; the fifth car is equipped with a third traction transformer 10, a sixth traction inverter 19 and four traction motors 20; the sixth car is equipped with a second auxiliary inverter 12 and a second battery 22.

[0058] For example, in some embodiments, a train includes eight cars, as shown in Figure 1 , with the first, second, third, fourth, fifth, sixth, seventh, and eighth cars positioned adjacent to each other in sequence. The first fixed traction power unit 1 is installed in the first, second, and third cars; the second fixed traction power unit 3 is installed in the sixth, seventh, and eighth cars; and one of the variable traction power units 2 is installed in the fourth and fifth cars. The first car is equipped with the first auxiliary converter 11 and the first battery 21; the second car is equipped with the first traction transformer 8, the first traction converter 14, and four traction motors 20; and the third car is equipped with the first pantograph 4, the first high-voltage box 6, the second traction converter 15, and four traction motors 20. The sixth car is equipped with a second pantograph 5, a second high-voltage box 7, a fifth traction converter 18, and four traction motors 20. The seventh car is equipped with a third traction transformer 10, a sixth traction converter 19, and four traction motors 20. The eighth car is equipped with a second auxiliary converter 12 and a second battery 22. The variable traction power unit 2 has two configurations depending on its layout. In some embodiments, the fourth car is equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20, while the fifth car is equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20. Alternatively, in some embodiments, the fifth car is equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20, while the fourth car is equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20.

[0059] For example, in some embodiments, a train comprises 10 cars, with the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, and tenth cars positioned adjacent to each other in sequence. The first fixed traction power unit 1 is installed in the first, second, and third cars; the second fixed traction power unit 3 is installed in the eighth, ninth, and tenth cars; and one variable traction power unit 2 is installed in the fourth and fifth cars. The sixth and seventh cars each have one variable traction power unit 2. The first car is equipped with the first auxiliary converter 11 and the first battery 21; the second car is equipped with the first traction transformer 8, the first traction converter 14, and four traction motors 20; and the third car is equipped with the first pantograph 4, the first high-voltage box 6, the second traction converter 15, and four traction motors 20. The eighth car is equipped with a second pantograph 5, a second high-voltage box 7, a fifth traction converter 18, and four traction motors 20. The ninth car is equipped with a third traction transformer 10, a sixth traction converter 19, and four traction motors 20. The tenth car is equipped with a second auxiliary converter 12 and a second battery 22. In the middle cars, the fourth, fifth, sixth, and seventh, either car is equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20. The other car is also equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20. The sixth and seventh cars are also equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20. The other car is also equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20. Each variable traction power unit is distributed between two adjacent cars. In each variable traction power unit, the second auxiliary converter, the third traction converter, and the four traction motors are located on one car; the second traction transformer, the fourth traction converter, and the four traction motors are located on another adjacent car. The variable traction power unit 2 can be divided into four configurations based on different layouts. For example, in some embodiments, the second auxiliary converter 12, the third traction converter 16, and the four traction motors 20 are located on the fourth and seventh cars, while the second traction transformer 9, the fourth traction converter 17, and the four traction motors 20 are located on the fifth and sixth cars. For example, in some embodiments, the second auxiliary converter 12, the third traction converter 16, and the four traction motors 20 are located on the fourth and sixth cars, while the second traction transformer 9, the fourth traction converter 17, and the four traction motors 20 are located on the fifth and seventh cars.For example, in some embodiments, the fourth and seventh cars are equipped with the second traction transformer 9, the fourth traction converter 17, and four traction motors 20, and the fifth and sixth cars are equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20. For example, in some embodiments, the fourth and sixth cars are equipped with the second traction transformer 9, the fourth traction converter 17, and four traction motors 20. The fifth and seventh cars are equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20.

[0060] For example, in some embodiments, a train includes 12 cars, with the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, and twelfth cars arranged adjacent to each other in sequence. The first fixed traction power unit 1 is installed in the first, second, and third cars, the second fixed traction power unit 3 is installed in the tenth, eleventh, and twelfth cars, the fourth and fifth cars are each equipped with one variable traction power unit 2, the sixth and seventh cars are each equipped with one variable traction power unit 2, and the eighth and ninth cars are each equipped with one variable traction power unit 2. The first car is equipped with the first auxiliary converter 11 and the first battery 21; the second car is equipped with the first traction transformer 8, the first traction converter 14, and four traction motors 20; and the third car is equipped with the first pantograph 4, the first high-voltage box 6, the second traction converter 15, and four traction motors 20. The tenth car is equipped with a second pantograph 5, a second high-voltage box 7, a fifth traction converter 18, and four traction motors 20. The eleventh car is equipped with a third traction transformer 10, a sixth traction converter 19, and four traction motors 20. The twelfth car is equipped with a second auxiliary converter 12 and a second battery 22. In the fourth, fifth, sixth, seventh, eighth, and ninth cars, either car is equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20. The other car is equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20. The sixth and seventh cars are equipped with the second auxiliary converter 12, the third traction converter 16, and four traction motors 20. The other car is equipped with the second traction converter 9, the fourth traction converter 17, and four traction motors 20. The second auxiliary converter 12, the third traction converter 16, and four traction motors 20 are installed on either the eighth or ninth car. Correspondingly, the second traction transformer 9, the fourth traction converter 17, and four traction motors 20 are installed on the other car. The variable traction power unit 2 is divided into eight configurations based on different layouts. For example, in some embodiments, the second auxiliary converter 12, the third traction converter 16, and four traction motors 20 are installed on the fourth, seventh, and ninth cars, while the second traction converter 9, the fourth traction converter 17, and four traction motors 20 are installed on the fifth, sixth, and eighth cars. For example, in some embodiments, the second auxiliary converter 12, the third traction converter 16, and four traction motors 20 are installed on the fifth, sixth, and eighth cars, while the second traction converter 9, the fourth traction converter 17, and four traction motors 20 are installed on the fourth, seventh, and ninth cars.Specific distribution forms will not be detailed here. As long as each variable traction power unit is distributed across two adjacent carriages, in each variable traction power unit: the second auxiliary converter, the third traction converter, and the four traction motors are located on one carriage; and the second traction transformer, the fourth traction converter, and the four traction motors are located on the other adjacent carriage.

[0061] A variable marshaling train provided in an embodiment of the present application includes 3+2N+3 carriages, where N is a natural number, such as 0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, and the like. N is also the number of variable traction power units. The fixed traction power unit is set in the head car, and the variable traction power unit is set in the middle car. The train marshaling can be adjusted according to the needs of different operating scenarios (for example, 6 marshalings, 8 marshalings, 10 marshalings, 12 marshalings, 14 marshalings, 16 marshalings, 18 marshalings, 20 marshalings, 22 marshalings, 24 marshalings, 26 marshalings, etc.), and the conversion of vehicles under different marshaling forms can be realized quickly, which greatly improves the flexibility of the train marshaling and makes optimal use of vehicle performance. In addition, no matter how the train changes its formation, it only contains two pantographs and two high-voltage boxes. The high-voltage output end of the high-voltage box is connected to the high-voltage bus. The traction transformers in the fixed traction power unit and the variable traction power unit are connected to the high-voltage bus through an isolating switch. The independence between the fixed traction power unit and the variable traction power unit is strong, and the high-voltage components, traction transformers, and traction converters can be fully universal in different formations. The conversion of different formation forms is convenient, which improves the efficiency of the train's variable formation operation, reduces the workload, and is easy to repair and maintain. At the same time, the traction transformer adopts a one-to-two structure, with one traction transformer and two traction converters, which is light in weight and can be installed under the motor vehicle. In addition, the fixed traction power unit in the traction power system of the variable formation train in this application includes 8 traction motors (two motor vehicles and one trailer), and the variable traction power unit includes 8 traction motors (two motor vehicles). The power redundancy is high, for example, it can be configured as 4 motors and 2 trailers (4M2T), 6 motors and 2 trailers (6M2T), 8 motors and 2 trailers (8M2T), etc., which can better meet the user's starting acceleration requirements for urban vehicles. In addition, the train formation in this application adopts a pure trailer solution for the lead car, which also has advantages in vehicle anti-skid and idling control.

[0062] The above is a detailed introduction to the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and core idea of ​​the present application. At the same time, for those skilled in the art, according to the idea of ​​the present application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A traction power system for a variable marshaling train, characterized in that: It includes two fixed traction power units and N variable traction power units, where N is a natural number; The fixed traction power unit includes a first pantograph, a first high-voltage box, a first traction transformer, a first auxiliary converter, a first battery, a first traction converter, a second traction converter, and a plurality of traction motors; the first pantograph is connected to the input end of the first high-voltage box, and the output end of the first high-voltage box is connected to the high-voltage bus; the input end of the first traction transformer is connected to the high-voltage bus via a first isolating switch, the output end of the first traction transformer is connected to the first traction converter and the second traction converter respectively, the output end of the first traction converter is connected to the four traction motors, and the output end of the second traction converter is connected to the four traction motors; the output end of the first traction converter is also connected to the input end of the first auxiliary converter, the output end of the first auxiliary converter is connected to the first battery, and the first auxiliary converter is used to charge the first battery; The variable traction power unit includes a second traction transformer, a third traction converter, a fourth traction converter, a second auxiliary converter and several traction motors. The input end of the second traction transformer is connected to the high-voltage bus through a second isolating switch. The output end of the second traction transformer is connected to the third traction converter and the fourth traction converter respectively. The output end of the third traction converter is connected to the four traction motors, and the output end of the fourth traction converter is connected to the four traction motors. The output end of the third traction converter is also connected to the input end of the second auxiliary converter.

2. The traction power system of a variable marshaling train according to claim 1, characterized in that: Each of the fixed traction power units is distributed on three adjacent carriages; each of the variable traction power units is distributed on two adjacent carriages.

3. The traction power system of a variable marshaling train according to claim 1, characterized in that: The first high-voltage box includes a high-voltage input terminal, a high-voltage output terminal, a first current transformer, a first voltage transformer, a first vacuum circuit breaker, a first grounding switch, a fourth disconnector, and a second current transformer, wherein the high-voltage input terminal is connected to the input terminal of the first current transformer, the output terminal of the first current transformer is connected to the input terminal of the first vacuum circuit breaker, the output terminal of the first vacuum circuit breaker is connected to one terminal of the fourth disconnector, the other terminal of the fourth disconnector is connected to the input terminal of the second current transformer, and the output terminal of the second current transformer is connected to the high-voltage output terminal; The output end of the first current transformer is connected to one end of the primary coil of the first voltage transformer, and the other end of the primary coil is grounded; The first grounding switch is a double-pole grounding switch. The input and output ends of the first vacuum circuit breaker are respectively connected to one end of the two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are both grounded.

4. The traction power system of a variable marshaling train according to claim 3, characterized in that: A first lightning arrester is further provided between the output end of the first current transformer and the ground; and a second lightning arrester is provided between the output end of the first vacuum circuit breaker and the ground.

5. The traction power system of a variable marshaling train according to claim 1, characterized in that: The first traction converter and the third traction converter are integrated traction, auxiliary and charging converters; the output end of the first traction converter is also connected to the first battery.

6. A variable marshaling train, comprising 3+2N+3 carriages, where N is a natural number, characterized in that: It also includes a traction power system for a variable marshaling train as described in any one of claims 1 to 5 above, wherein one fixed traction power unit is provided on the first three carriages, one fixed traction power unit is provided on the rear three carriages, and N variable traction power units are distributed on the middle 2N carriages; the first and last carriages of the train are pure trailers.

7. A variable marshaling train according to claim 6, characterized in that: The vehicle comprises a 6-car formation, wherein the first car, the second car, the third car, the fourth car, the fifth car and the sixth car are adjacent to each other in sequence, one fixed traction power unit is provided in the first car, the second car and the third car, one fixed traction power unit is provided in the fourth car, the fifth car and the sixth car, and no variable traction power unit is provided in the 6-car formation; wherein the first auxiliary inverter and the first battery are both provided on the first car and the sixth car; the first traction transformer, the first traction inverter and four traction motors are both provided on the second car and the fifth car; the first pantograph, the first high-voltage box, the second traction inverter and four traction motors are both provided on the third car and the fourth car.

8. The variable marshaling train according to claim 6, characterized in that: The train comprises eight cars, wherein the first car, the second car, the third car, the fourth car, the fifth car, the sixth car, the seventh car and the eighth car are adjacent to each other in sequence; one fixed traction power unit is provided in the first car, the second car and the third car, one fixed traction power unit is provided in the sixth car, the seventh car and the eighth car, and one variable traction power unit is provided in the fourth car and the fifth car; wherein the first auxiliary converter and the first battery are both provided on the first car and the eighth car; the first traction transformer, the first traction converter and four traction motors are both provided on the second car and the seventh car; and the first pantograph, the first high-voltage box, the second traction converter and four traction motors are both provided on the third car and the sixth car. The fourth car is provided with the second auxiliary inverter, the third traction inverter and four traction motors, and the fifth car is provided with the second traction transformer, the fourth traction inverter and four traction motors; or the fifth car is provided with the second auxiliary inverter, the third traction inverter and four traction motors, and the fourth car is provided with the second traction transformer, the fourth traction inverter and four traction motors.

9. The variable marshaling train according to claim 6, characterized in that: The train comprises 10 cars, wherein the first car, the second car, the third car, the fourth car, the fifth car, the sixth car, the seventh car, the eighth car, the ninth car and the tenth car are adjacent to each other in sequence; one fixed traction power unit is provided in the first car, the second car and the third car, one fixed traction power unit is provided in the eighth car, the ninth car and the tenth car, one variable traction power unit is provided in the fourth car and the fifth car; and one variable traction power unit is provided in the sixth car and the seventh car; wherein the first car and the tenth car are both provided with the first auxiliary converter and the first battery; the second car and the ninth car are both provided with the first traction transformer, the first traction converter and four traction motors; and the third car and the eighth car are both provided with the first pantograph, the first high-voltage box, the second traction converter and four traction motors; In each of the variable traction power units: the second auxiliary converter, the third traction converter and four traction motors are arranged on one carriage; the second traction transformer, the fourth traction converter and four traction motors are arranged on another carriage.

10. The variable marshaling train according to claim 6, characterized in that: The train comprises 12 carriages, wherein the first carriage, the second carriage, the third carriage, the fourth carriage, the fifth carriage, the sixth carriage, the seventh carriage, the eighth carriage, the ninth carriage, the tenth carriage, the eleventh carriage and the twelfth carriage are adjacent to each other in sequence; one fixed traction power unit is provided in the first carriage, the second carriage and the third carriage, one fixed traction power unit is provided in the tenth carriage, the eleventh carriage and the twelfth carriage, one variable traction power unit is provided in the fourth carriage and the fifth carriage; one variable traction power unit is provided in the sixth carriage and the seventh carriage; and one variable traction power unit is provided in the eighth carriage and the ninth carriage; The first auxiliary converter and the first battery are both installed on the first and twelfth carriages; the first traction transformer, the first traction converter, and four traction motors are both installed on the second and eleventh carriages; and the first pantograph, the first high-voltage box, the second traction converter, and four traction motors are both installed on the third and tenth carriages. In each of the variable traction power units: the second auxiliary converter, the third traction converter and four traction motors are arranged on one carriage; the second traction transformer, the fourth traction converter and four traction motors are arranged on another carriage.

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