Train control system

Abstract

The present disclosure provides a train control system, comprising a traction transformer located outside a train and a traction converter located inside the train. The traction converter comprises a first contactor and a power module; the traction transformer is connected to one end of a first connecting member by means of a cable; the other end of the first connecting member is connected to an input end of the first contactor; the first contactor is connected to the bottom of the traction converter by means of a movable mounting plate; an output end of the first contactor is connected to one end of a second connecting member; and the other end of the second connecting member is connected to the power module. The technical solution of the embodiments of the present application effectively facilitates a reasonable layout of the overall structure of a traction converter, flexibly adapts to changes in customer demands, and rapidly responds to market customer demands.

Description

Train control system

[0001] Cross-reference to related applications

[0002] The present disclosure is based on and claims priority from Chinese Patent Application No. 202410531945.X filed on April 29, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to rail transit technology, in particular to a train control system. BACKGROUND

[0004] In related technologies, the development of small, lightweight, modular, and high-reliability converter devices cannot be compatible with the layout of high-power core components from different manufacturers in the traction converter cabinet, cannot flexibly adapt to changes in customer demand, and cannot quickly respond to market customer demand. The large number of product types and specifications of core components, as well as the monopoly of supply, result in long product development cycles, high prices, and neck-breaking and out-of-stock problems, and low system reliability. How to solve this problem, there is currently no effective solution. SUMMARY

[0005] Therefore, the embodiments of the present application provide a train control system, which aims to effectively promote the reasonable layout of the overall structure of the traction converter, flexibly adapt to changes in customer demand, and quickly respond to market customer demand.

[0006] The technical scheme of the embodiments of the present application is as follows:

[0007] The embodiments of the present application provide a train control system, which comprises a traction transformer located outside the train and a traction converter located inside the train; the traction converter comprises a first contactor and a power module;

[0008] The traction transformer is connected to one end of a first connecting member through a cable; the other end of the first connecting member is connected to the input end of the first contactor; the first contactor is connected to the bottom of the traction converter through a movable mounting plate; the output end of the first contactor is connected to one end of a second connecting member; the other end of the second connecting member is connected to the power module.

[0009] In the above scheme, the first contactor is a contactor connected to the traction transformer and the power module in a first outgoing line mode; the first connecting member comprises a first connecting copper bar and a transition copper bar; one end of the first connecting copper bar is connected to the cable, and the other end of the first connecting copper bar is connected to one end of the transition copper bar; the other end of the transition copper bar is connected to the input end of the first contactor.

[0010] In the scheme, the first contactor is a contactor connected with the traction transformer and the power module in a second outgoing line mode; the first connecting member comprises a second connecting copper bar; one end of the second connecting copper bar is connected with the cable, and the other end of the second connecting copper bar is connected with the input end of the first contactor.

[0011] In the scheme, the first contactor is a contactor connected with the traction transformer and the power module in a first outgoing line mode; the first contactor is connected with the bottom of the traction converter through the first through hole of the mounting plate.

[0012] In the scheme, the first contactor is a contactor connected with the traction transformer and the power module in a second outgoing line mode; the first contactor is connected with the bottom of the traction converter through the second through hole of the mounting plate.

[0013] In the scheme, the mounting plate is connected with the bottom of the traction converter in a sliding manner.

[0014] In the scheme, the system comprises a plurality of second contactors and a plurality of first contactors; the first contactor is a contactor connected with the traction transformer and the power module in a first outgoing line mode; the plurality of second contactors are arranged on the first side or the second side of the plurality of first contactors.

[0015] In the scheme, the system comprises a plurality of second contactors and a plurality of first contactors; the first contactor is a contactor connected with the traction transformer and the power module in a second outgoing line mode; any one of the plurality of second contactors is arranged on the first side or the second side of any one of the plurality of first contactors.

[0016] In the scheme, the first outgoing line mode is a front-rear outgoing line mode.

[0017] In the scheme, the second outgoing line mode is a side outgoing line mode.

[0018] The embodiment of the present application provides a train control system, which comprises a traction transformer located outside the train and a traction converter located inside the train; the traction converter comprises a first contactor and a power module; the traction transformer is connected with one end of a first connecting piece through a cable; the other end of the first connecting piece is connected with an input end of the first contactor; the first contactor is connected with the bottom of the traction converter through a movable mounting plate; the output end of the first contactor is connected with one end of a second connecting piece; and the other end of the second connecting piece is connected with the power module. By connecting the first connecting piece with the cable and the first contactor, the traction transformer and the first contactor can be flexibly connected; by connecting the mounting plate with the first contactor and the bottom of the traction converter, the traction converter can be compatible with various first contactors; and by connecting the second connecting piece with the first contactor and the power module, the first contactor and the power module can be flexibly connected, so that the overall structure of the traction converter is effectively promoted to be reasonably distributed, the customer demand change is flexibly adapted, and the market customer demand is quickly responded. BRIEF DESCRIPTION OF DRAWINGS

[0019] Fig. 1 is a schematic diagram of the composition structure of a train control system provided by the embodiment of the present disclosure;

[0020] Fig. 2 is a schematic diagram of the main circuit principle of the train control system in an application example of the embodiment of the present disclosure;

[0021] Fig. 3 is a schematic diagram of the circuit principle of the traction converter in an application example of the embodiment of the present disclosure;

[0022] Fig. 4 is a schematic diagram of the main circuit of the main contactor in an application example of the embodiment of the present disclosure;

[0023] Fig. 5 is a schematic diagram of the installation of the contactor in a front-rear wire outlet mode in an application example of the embodiment of the present disclosure;

[0024] Fig. 6 is a schematic diagram of the installation of the contactor in a side wire outlet mode in an application example of the embodiment of the present disclosure;

[0025] Fig. 7a is a schematic diagram of the contactor in a front-rear wire outlet mode in an application example of the embodiment of the present disclosure;

[0026] Fig. 7b is a schematic diagram of the contactor in a front-rear wire outlet mode in an application example of the embodiment of the present disclosure;

[0027] Fig. 8a is a schematic diagram of the contactor in a side wire outlet mode in an application example of the embodiment of the present disclosure;

[0028] Fig. 8b is a schematic diagram of the contactor in a side wire outlet mode in an application example of the embodiment of the present disclosure;

[0029] Fig. 9 is a schematic diagram of a contactor structure in a front and rear outgoing line mode in an application example of the embodiment of the present disclosure;

[0030] Fig. 10 is a schematic diagram of a contactor structure in a side outgoing line mode in an application example of the embodiment of the present disclosure. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solutions and advantages of the embodiments of the present disclosure clearer, the specific technical solutions disclosed will be further described in detail below with reference to the drawings in the embodiments of the present disclosure. The following embodiments are used to illustrate the present disclosure but not to limit the scope of the present disclosure.

[0032] In the related art, with the rapid development of rail transit technology and the rapid growth of railway passenger and freight transportation demand, it has become a development trend to create more safe and reliable, economically advanced and energy-saving and environmentally friendly passenger and freight trains to achieve the purpose of safe and reliable transportation. Rail transit is the most sustainable transportation mode and is a key infrastructure and important basic industry. As a core and key part of the rail transit system, the localization of the conversion device can break the technical dependence of components and promote the healthy and coordinated development of the entire rail transit system, meeting the strategic security needs of major technical equipment.

[0033] The electromagnetic environment of a high-power locomotive is very complex under high voltage and large current conditions, so it is required that the wiring inside the converter cabinet be as convenient as possible and be able to withstand strong electromagnetic interference. At the same time, considering the reform of the locomotive high-level repair program (C5) repair without falling off the car maintenance by the railway general company, it is necessary to reduce maintenance costs and improve online maintenance efficiency. In order to better meet the needs of railway transportation and ensure the reliable operation of the harmonious locomotive, the development of power units can be reduced to meet the requirements of miniaturization, lightweight, modularization and high reliability.

[0034] However, in the small-sized layout space of the high-power traction converter cabinet of the current high-power electric locomotive, it is difficult to realize the compatibility design of high-power components, the wiring layout is difficult, and the electromagnetic interference is large. The monopoly of imported products leads to long product development cycle, high price and shortage of goods. The product has many types, specifications and models, and the spare parts are numerous, which leads to large inventory in the factory, is not conducive to product reuse, and has high design cost. The general interchangeability, simplification and standardization design of the product components have low technical requirements, the component reliability is low, and the system reliability is reduced.

[0035] The embodiment of the present application provides a train control system, as shown in Figure 1, which comprises a traction transformer 101 located outside a train and a traction converter located inside the train; the traction converter comprises a first contactor 102 and a power module 103; the traction transformer 101 is connected with one end of a first connecting piece 105 through a cable 104; the other end of the first connecting piece 105 is connected with an input end of the first contactor 102; the first contactor 102 is connected with the bottom of the traction converter through a movable mounting plate 106; the output end of the first contactor 102 is connected with one end of a second connecting piece 107; the other end of the second connecting piece 107 is connected with the power module 103.

[0036] Exemplarily, the first connecting piece 105 can be an input copper bar, and the second connecting piece 107 can be an output copper bar. The input end of the first contactor 102 can be an input terminal, and the output end of the first contactor 102 can be an output terminal. The movable mounting plate 106 can be a mounting plate which is detachably connected with the bottom of the traction converter, or can be a mounting plate which is slidably connected with the bottom of the traction converter.

[0037] The train control system can be a traction auxiliary system, and the train control system at least comprises the traction transformer 101, one or more traction converters, an auxiliary converter and a train supply converter, as shown in Figures 2 and 3. The train control system adopts a modular design, and the traction, auxiliary and train supply function areas are independent of each other.

[0038] The traction converter is located in a loop of a secondary winding of the traction transformer 101, and is used for receiving alternating current input by the traction transformer 101. The traction converter is divided into zones according to functions, and is divided into an alternating current input unit, a four-quadrant power unit, an intermediate voltage detection unit, a ground detection unit, an intermediate direct current unit, a chopper resistor unit and an inverter power unit from left to right, so as to guarantee the maintainability, safety and reliability of the traction converter.

[0039] Exemplarily, the train control system can be a multi-compatibility high-power locomotive traction auxiliary system applied to an Insulated Gate Bipolar Transistor (IGBT) with a level of 6500V.

[0040] Exemplarily, the first contactor can be a main contactor. In the embodiments of the present application, considering the lightweight design, economy, redundancy, mass production maturity application, etc. of the traction converter, and the working condition of the AC input contactor, the electrical parameters of the first contactor in the AC input circuit of the AC input unit are unified as 3600V / 1100A. The selection and determination process of the first contactor can be determined according to the actual situation, which is not limited here. As an example, the first contactor can be determined according to the system parameters of the system main circuit of the train. The system parameters can be at least one of the following: system main circuit topology, shaft power parameter, voltage demand parameter, current demand parameter and working mode.

[0041] The system main circuit topology can be determined according to the actual situation, which is not limited here. As an example, according to the system technical requirements, for the 3600V intermediate voltage electric locomotive auxiliary system, the system main circuit topology structure can be in the form of a whole and a reverse independent intermediate circuit main circuit.

[0042] Table 1 is a system parameter table of the system main circuit

[0043] The voltage demand parameter can be determined according to the actual situation, which is not limited here. As an example, according to the system main circuit requirements, the voltage selection of the first contactor needs to be combined with the rated working voltage and the rated insulation voltage, wherein the rated working voltage is not less than the voltage effective value (2297V) on the secondary winding terminal of the transformer when the catenary is powered by 31kV, and the insulation voltage is not less than the maximum continuous working voltage in the application circuit, and the intermediate bus voltage is 3600V.

[0044] The current demand parameter can be determined according to the actual situation, which is not limited here. As an example, according to the system main circuit requirements, the selection of the current of the first contactor needs to consider the impact current at the moment of closing, the agreed heat current in the long-term working main circuit, and the load breaking capacity in the fault mode. Specifically, the selection of the closing current: the selected closing current value needs to be greater than the closing impact current, which is generally obtained by simulation. The selection of the agreed heat current: the agreed heat current needs to be greater than the maximum value of the current in the long-term working circuit, which is generally the four-quadrant input current Ismax (1070A) under the network voltage of 22.5kV. The selection of the breaking capacity: the selected breaking current needs to be greater than the four-quadrant input current Ismax (1070A) under the network voltage of 22.5kV.

[0045] The working mode can be determined according to actual conditions, and is not limited herein. As an example, in the normal mode: the long-time working is in the main loop, and the over-phase needs to be acted every 10-20 minutes, and the first contactor is blocked first and then disconnected when stopping. In the fault mode: the load breaking capacity is provided, and the main loop rated working current (22.5kV four-quadrant input current) can be broken.

[0046] In some embodiments, the system further comprises a second contactor and a first resistance, the second contactor is connected in series with the first resistance, the first contactor is connected in parallel with the second contactor and the first resistance, and the first contactor, the second contactor and the first resistance form an AC input loop in the AC input unit.

[0047] Exemplarily, the second contactor can be a pre-charge contactor. The first resistance can be a pre-charge resistance. The following is exemplarily described in combination with FIG. 4. The AC input loop mainly comprises a main contactor (K), a pre-charge contactor (AK) and a pre-charge resistance (CHR), and the working principle is as follows: when the catenary supplies power to the traction converter through the pantograph, the system first closes the pre-charge contactor (AK) to pre-charge the intermediate loop capacitor, disconnects the pre-charge contactor (AK) after the pre-charge is completed, and closes the main contactor (K). The main contactor is preferably combined with the system application environment demand, working condition demand, technical parameter demand, existing project contactor fault analysis, same industry application benchmarking, supplier investigation, etc. in the process, the main contactor on-off, current-carrying and breaking capacity are evaluated and selected according to the working condition application, and the load characteristics, working frequency, environmental conditions and other factors are comprehensively determined. The electrical parameters of the AC input loop main contactor are unified as 3600V / 1100A.

[0048] In an application example, the first contactor is a contactor connected with the traction transformer and the power module in a first wiring mode; the first connecting member comprises a first connecting copper bar and a transition copper bar; one end of the first connecting copper bar is connected with the cable, and the other end of the first connecting copper bar is connected with one end of the transition copper bar; the other end of the transition copper bar is connected with the input end of the first contactor.

[0049] Exemplarily, the first wiring mode can be a front-rear wiring mode, and the first contactor can be a contactor connected with the traction transformer and the power module in the front-rear wiring mode. The following is exemplarily described in combination with FIG. 5. The cable 501 is connected with one end of the first connecting copper bar 5021 of the input copper bar 502, the other end of the first connecting copper bar 5021 is connected with one end of the transition copper bar 5022, and the other end of the transition copper bar 5022 is connected with the input terminal 5031 of the main contactor 503. The output terminal 5032 of the main contactor 503 is connected with the output copper bar 504.

[0050] In an application example, the first contactor is a contactor connected with the traction transformer and the power module in the second outgoing line mode; the first connecting member includes a second connecting copper bar; one end of the second connecting copper bar is connected with the cable, and the other end of the second connecting copper bar is connected with the input end of the first contactor.

[0051] Exemplarily, the second outgoing line mode can be a side outgoing line mode, and the first contactor can be a contactor connected with the traction transformer and the power module in the side outgoing line mode. In the following, an example is illustrated in combination with FIG. 6. The cable 601 is connected with one end of the input copper bar 602, and the other end of the input copper bar 602 is connected with the input terminal 6031 of the main contactor 603. The output terminal 6032 of the main contactor 603 is connected with the output copper bar 604.

[0052] In an application example, the first contactor is a contactor connected with the traction transformer and the power module in the first outgoing line mode; the first contactor is connected with the bottom of the traction converter through the first through hole of the mounting plate.

[0053] Exemplarily, the position of the first through hole can be determined according to the position of the mounting hole of the first contactor in the first outgoing line mode, which is not limited herein. As an example, an example is illustrated in combination with FIG. 7a and FIG. 7b. As shown in FIG. 7a and FIG. 7b, the first through hole 701 can be arranged on the mounting plate 702, and the first through hole 701 can be a through hole matched with the mounting hole of the first contactor 703 in the first outgoing line mode.

[0054] Two second contactors 704 are arranged on one side of the two first contactors 703. The first contactor 703 adopts the first outgoing line mode, the first input end 7031 and the first output end 7032 of the first first contactor 703 are arranged at the front and rear ends of the first first contactor 703. The second input end 7033 and the second output end 7034 of the second first contactor 703 are arranged at the front and rear ends of the second first contactor 703.

[0055] The first input end 7031 and the second input end 7033 are arranged adjacent to each other; the first output end 7032 and the second output end 7034 are arranged adjacent to each other. The first input end 7031 is connected with the first connecting member 705, and the first connecting member 705 is connected with the cable 706 through the first switching point 707; the second input end 7033 is connected with the second connecting member 708, and the second connecting member 708 is connected with the cable 706 through the second switching point 709.

[0056] In an application example, the first contactor is a contactor connected with the traction transformer and the power module in the second outgoing line mode; the first contactor is connected with the bottom of the traction converter through the second through hole of the mounting plate.

[0057] Exemplarily, the position of the second through hole can be determined according to the position of the mounting hole of the first contactor of the second wiring mode, which is not limited herein. As an example, in combination with FIGS. 8a and 8b, as shown in FIGS. 8a and 8b, the second through hole 801 can be arranged on the mounting plate 802, and the second through hole 801 can be a through hole matched with the mounting hole of the first contactor 803 of the second wiring mode.

[0058] The two second contactors 804 are arranged at intervals between the two first contactors 803, and correspondingly, the two first contactors 803 are arranged at intervals between the two second contactors 804. The first contactor 803 adopts the second wiring mode, and the third input end 8031 and the third output end 8032 of the first first contactor 803 are arranged on the left and right sides of the first first contactor 803. The fourth input end 8033 and the fourth output end 8034 of the second first contactor 803 are arranged on the left and right sides of the first first contactor 803.

[0059] The third output end 8032 and the fourth input end 8033 are arranged adjacent to each other. The third input end 8031 is connected with the first connecting piece 805, and the first connecting piece 805 is connected with the cable 806 through the first adapter point 807. The fourth input end 8033 is connected with the second connecting piece 808, and the second connecting piece 808 is connected with the cable 806 through the second adapter point 809.

[0060] In the embodiment of the present application, the mounting plate is arranged between the traction converter and the first contactor, and the first contactor is mounted on the bottom of the traction converter through the mounting plate. At least a first through hole and a second through hole are arranged on the mounting plate, so that the mounting plate can be adapted to the first contactor of the first wiring mode and the first contactor of the second wiring mode, and the compatibility of the traction converter to different contactors is realized.

[0061] In an application example, the mounting plate is in sliding connection with the bottom of the traction converter.

[0062] Exemplarily, the mounting plate can slide on the bottom of the traction converter, so as to drive the first contactor connected with the mounting plate to slide on the bottom of the traction converter. The sliding direction can be a direction in which any first contactor of the plurality of first contactors approaches an adjacent first contactor, or a direction in which any first contactor of the plurality of first contactors is away from an adjacent first contactor.

[0063] It can be understood that if the first contactor of the first outgoing manner is replaced by the first contactor of the second outgoing manner, the mounting plate can be slid in a direction away from the adjacent first contactor, so as to leave a space between the two first contactors, and the second contactor is arranged in the space. If the first contactor of the second outgoing manner is replaced by the first contactor of the first outgoing manner, the second contactor between the two first contactors can be disassembled, and the mounting plate can be slid in a direction close to the adjacent first contactor, so as to arrange the two first contactors closely.

[0064] In an application example, the system includes a plurality of second contactors and a plurality of first contactors; the first contactor is a contactor connected with the traction transformer and the power module in the first outgoing manner; and the plurality of second contactors are arranged on the first side or the second side of the plurality of first contactors.

[0065] Exemplarily, the number of the second contactors can be the same as that of the first contactors. The plurality of first contactors of the first outgoing manner are arranged closely in the traction converter, and specifically, the plurality of first contactors of the first outgoing manner are arranged adjacently; the plurality of second contactors are also arranged closely in the traction converter, and specifically, the plurality of second contactors are arranged adjacently; and the plurality of closely arranged second contactors are arranged on the first side or the second side of the plurality of closely arranged first contactors. As shown in FIG. 5, the plurality of second contactors 505 are arranged on one side of the plurality of main contactors 503. The structural layout of the first contactor of the first outgoing manner is shown in FIG. 9.

[0066] In an application example, the system includes a plurality of second contactors and a plurality of first contactors; the first contactor is a contactor connected with the traction transformer and the power module in the second outgoing manner; and any second contactor of the plurality of second contactors is arranged on the first side or the second side of any first contactor of the plurality of first contactors.

[0067] Exemplarily, the first contactor of the second outgoing manner is arranged spacedly with the second contactor, and a first space is left between two adjacent first contactors of the second outgoing manner, the first space being used for accommodating the second contactor; and correspondingly, a second space is left between two adjacent second contactors, the second space being used for accommodating the second contactor of the second outgoing manner. As shown in FIG. 6, the second contactor 605 is arranged between two adjacent main contactors 603. The main contactor 603 is arranged between two adjacent second contactors 605. The structural layout of the first contactor of the second outgoing manner is shown in FIG. 10.

[0068] The traction auxiliary system in the embodiments of the present application adopts a modular and componentized mode, a high-power density integrated design, and a partitioned layout of functions, which is beneficial to miniaturization and lightweight design of the locomotive system; the embodiments of the present application can simplify core components such as contactors, solidify mature application products, and promote and popularize the circuit AC input unit of other intermediate bus voltage 3600V traction systems, which is convenient for subsequent batch production and use and reduces procurement costs; the embodiments of the present application can also break the monopoly of core components, solve the problem of long development cycle and high price of imported products, and solve the problem of necked neck.

[0069] In the embodiments of the present application, the converter components can be disassembled from the front, which solves the problem of inconvenient maintenance and is beneficial to miniaturization and lightweight design of the converter; through standard reliability research on components, the embodiments of the present application enhance product usability and interchangeability, improve component reliability, reduce product quality cost loss, and improve overall system reliability; through cabinet compatibility design, the embodiments of the present application optimize component product structure, promote rational layout of the overall structure of the converter system, flexibly adapt to changes in customer demand, and quickly respond to market customer demand.

[0070] The above is only a specific embodiment of the present disclosure, but the protection scope of the present disclosure is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A train control system comprising a traction transformer located outside the train and a traction converter located inside the train; the traction converter comprising a first contactor and a power module; the traction transformer is connected with one end of a first connecting member through a cable; the other end of the first connecting member is connected with an input end of the first contactor; the first contactor is connected with the bottom of the traction converter through a movable mounting plate; an output end of the first contactor is connected with one end of a second connecting member; the other end of the second connecting member is connected with the power module.

2. The system of claim 1, wherein, the first contactor is a contactor connected with the traction transformer and the power module in a first wiring mode; the first connecting member comprises a first connecting copper bar and a transition copper bar; one end of the first connecting copper bar is connected with the cable, and the other end of the first connecting copper bar is connected with one end of the transition copper bar; the other end of the transition copper bar is connected with the input end of the first contactor.

3. The system of claim 1, wherein, the first contactor is a contactor connected with the traction transformer and the power module in a second wiring mode; the first connecting member comprises a second connecting copper bar; one end of the second connecting copper bar is connected with the cable, and the other end of the second connecting copper bar is connected with the input end of the first contactor.

4. The system of claim 1, wherein, the first contactor is a contactor connected with the traction transformer and the power module in a first wiring mode; the first contactor is connected with the bottom of the traction converter through a first through hole of the mounting plate.

5. The system of claim 1, wherein, the first contactor is a contactor connected with the traction transformer and the power module in a second wiring mode; the first contactor is connected with the bottom of the traction converter through a second through hole of the mounting plate.

6. The system of claim 1, wherein, the mounting plate is connected with the bottom of the traction converter in a sliding manner.

7. The system of claim 1, wherein, the system comprises a plurality of second contactors and a plurality of the first contactors; the first contactor is a contactor connected with the traction transformer and the power module in a first wiring mode; the plurality of second contactors are arranged on a first side or a second side of the plurality of first contactors.

8. The system of claim 1, wherein, the system comprises a plurality of second contactors and a plurality of the first contactors; the first contactor is a contactor connected with the traction transformer and the power module in a second wiring mode; any one of the plurality of second contactors is arranged on a first side or a second side of any one of the plurality of first contactors.

9. The system of any one of claims 2, 4, or 7, wherein, the first wiring mode is a front-rear wiring mode.

10. The system of any one of claims 3, 5, or 8, wherein, the second wiring mode is a side wiring mode.

Images