Multi-system traction converter

Abstract

The present disclosure relates to a multi-system traction converter, comprising a cabinet, and a first converter and a second converter arranged in the cabinet. The first converter and the second converter are powered by at least two of the following three power supply modes: multi-system overhead line power supply, traction storage battery power supply, and diesel generator power supply. A first-layer chamber structure, a second-layer chamber structure, and a third-layer chamber structure are sequentially arranged in the cabinet in a first direction. The first converter is arranged in the first-layer chamber structure, the second converter is arranged in the third-layer chamber structure, and a chopper circuit assembly for overvoltage suppression in an intermediate direct current loop and rapid discharge during shutdown is arranged in the second-layer chamber structure. Components of the first converter are arranged opposite to components of the second converter.

Description

Multi-current traction converter

[0001] Relevant publicly available cross-references

[0002] This disclosure claims priority to Chinese Patent Publication CN 202410958921.2, filed on July 17, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of rail transit technology, specifically to a multi-current traction converter. Background Technology

[0004] Due to historical reasons and varying transportation needs, various power supply systems exist for rail transit worldwide. The mainstream traction power supply systems include AC 25kV / 50Hz, AC 15kV / 16.7Hz, and DC 3kV and DC 1.5kV. To achieve cross-border and cross-regional operation, electric locomotives need to possess multi-current system operation capabilities. Furthermore, as the safety of rail transit vehicles continues to improve, the addition of energy storage batteries allows for vehicle operation without relying on the overhead contact line in emergencies, effectively reducing vehicle stoppages and potential safety issues caused by grid-side power failures. Additionally, multi-current system trains have already begun operation, meeting the requirements for seamless intercity and metro connections. Therefore, conducting optimization research on multi-current system traction converters is essential.

[0005] Multi-current traction converters require different charging short-circuit function units under various contact network systems. However, some traction converters do not involve the matching and switching between the three power supply methods of multi-current grid, traction battery and diesel generator, and have not divided and modularized the function units, which is not conducive to the manufacturing and maintenance of the components in the function package.

[0006] Summary of the Invention

[0007] In view of the above problems, the present disclosure provides a multi-current traction converter that overcomes the problem that multiple power supply methods cannot be matched and switched.

[0008] According to one aspect of the present disclosure, a multi-current traction converter is provided, comprising: a cabinet and a first converter and a second converter disposed in the cabinet, wherein the first converter and the second converter are powered by at least two of three power supply methods: multi-current contact network power supply, traction battery power supply, and diesel generator power supply; the upper end of the cabinet is provided with a mushroom-shaped cover plate, and a diesel engine chimney passage is reserved below the cover plate; the cabinet is provided with a first-layer chamber structure, a second-layer chamber structure, and a third-layer chamber structure in sequence along a first direction; the first converter is disposed in the first-layer chamber structure, and the second converter is disposed in the third-layer chamber structure, wherein the second-layer chamber structure is provided with a chopper circuit assembly for overvoltage suppression of the intermediate DC circuit and rapid discharge during shutdown (and isolation transformers at the rear end of two auxiliary inverters); the components of the first converter and the second converter are disposed opposite to each other.

[0009] In an exemplary embodiment, the first converter and the second converter are one of type A, B, and C converters, wherein type A converter is a converter with a power supply mode of multi-current contact network + traction battery power supply, type B converter is a converter with a power supply mode of diesel generator + traction battery power supply, and type C converter is a converter with a power supply mode of multi-current contact network + diesel generator power supply.

[0010] In an exemplary embodiment, the first chamber structure includes a high-voltage chamber and a transmission control unit located in the upper right corner for logic, traction, braking and fault protection control of the locomotive, and the first converter is located in the high-voltage chamber.

[0011] In an exemplary embodiment, the high-voltage chamber sequentially includes a first chamber, a second chamber, a third chamber, a fourth chamber, and a fifth chamber along a second direction. Power modules are disposed on the upper and lower sides of the third and fourth chambers, respectively. A supporting capacitor assembly is disposed in the middle portion of the third and fourth chambers. An auxiliary filter output unit for filtering out harmonics of the inverter's output voltage is disposed on the upper side of the first chamber. A voltage sensor and an auxiliary transformer output contactor and a current sensor are disposed below the voltage sensor on the upper side of the second chamber. A fixed discharge resistor assembly is disposed on the upper side of the fifth chamber.

[0012] In one exemplary embodiment, the power module includes a four-quadrant rectifier, two traction inverters, and an auxiliary inverter.

[0013] In an exemplary embodiment, a diesel engine output contactor assembly is provided on one side of the fixed discharge resistor assembly in the fifth chamber along the second direction, and a diesel engine input unit and current sensor assembly are provided below the diesel engine output contactor assembly. The diesel engine output contactor assembly and the diesel engine input unit and current sensor assembly are applied to a type B converter and a type C converter.

[0014] In one exemplary embodiment, a power battery input unit and current sensor assembly are provided on one side of the diesel engine input unit and current sensor assembly along the direction opposite to the second direction. The power battery input unit and current sensor assembly are applied to type A converters and type B converters. A secondary resonant capacitor is provided between the diesel engine input unit and current sensor assembly and the power battery input unit and current sensor assembly. The secondary resonant capacitor is applied to type A converters and type C converters.

[0015] In an exemplary embodiment, a high-voltage warning indicator and a grounding disconnect switch assembly are provided in the third chamber structure at a position opposite to the fixed discharge resistor assembly and the diesel engine output contactor assembly, and the grounding disconnect switch assembly is located on one side of the high-voltage warning indicator along the second direction.

[0016] In an exemplary embodiment, a charging short-circuit contactor assembly is provided below the auxiliary transformer output contactor and current sensor in the second chamber, and an isolating switch assembly and an AC contact network output busbar are sequentially provided below the auxiliary filter output unit in the first chamber. The charging short-circuit contactor assembly, the isolating switch assembly, and the AC contact network output busbar are applied to type A converters and type C converters.

[0017] In an exemplary embodiment, a DC contact network output busbar and a current sensor are provided along the second direction of the AC contact network output busbar in the first chamber, and the DC contact network output busbar and the current sensor are applied to a type A converter.

[0018] In an exemplary embodiment, an inverter module output busbar and a current sensor are provided on the lower side of the second chamber, which connect the traction motor and the converter module and measure the current.

[0019] In an exemplary embodiment, the multi-flow traction converter further includes a first cabinet door for opening and closing a first chamber, a second cabinet door for opening and closing a second chamber, and a third and fourth cabinet door disposed vertically in a fifth chamber, wherein the first cabinet door, the second cabinet door, the third cabinet door, and the fourth cabinet door are hinged.

[0020] In an exemplary embodiment, the second-layer chamber structure is provided with a left chamber, a middle chamber and a right chamber in sequence along a second direction, with an auxiliary isolation transformer provided on the lower side of the left chamber and the middle chamber, and the chopper circuit assembly located in the middle position of the right chamber.

[0021] In an exemplary embodiment, control connector interfaces and active fire extinguishing pipelines are symmetrically arranged on both sides of the first sidewall of the multi-flow traction converter along one side of the second direction.

[0022] In one exemplary embodiment, auxiliary power interfaces are symmetrically arranged on both sides of the second sidewall of the multi-current traction converter along the side opposite to the second direction to provide power.

[0023] The multi-current traction converter of this embodiment includes: a cabinet and a first converter and a second converter disposed in the cabinet. The first converter and the second converter are powered by at least two of three power supply methods: multi-current contact network power supply, traction battery power supply, and diesel generator power supply. The upper end of the cabinet is provided with a mushroom-shaped cover plate, and a diesel engine chimney passage is reserved below the cover plate. The cabinet has a first chamber structure, a second chamber structure, and a third chamber structure arranged sequentially along a first direction. The first converter is disposed in the first chamber structure, and the second converter is disposed in the third chamber structure. The second-layer chamber structure is equipped with a chopper circuit assembly for overvoltage suppression of the intermediate DC circuit and rapid discharge during shutdown (as well as isolation transformers at the back end of two auxiliary inverters); the components of the first converter and the second converter are arranged opposite each other. By clearly dividing the internal functional units of the converter and designing and integrating them in a modular and component-based manner, the aesthetics and regularity of the overall layout of the converter can be improved, the maintainability of internal components can be enhanced, and the switching between converter hardware integration schemes under different power supply systems can be realized. This provides great operability for switching or iterative upgrades between different models throughout the entire life cycle of the locomotive.

[0024] The above description is merely an overview of the technical solutions of the embodiments of this disclosure. In order to better understand the technical means of the embodiments of this disclosure and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this disclosure more apparent and understandable, specific implementation methods of this disclosure are described below. Attached Figure Description

[0025] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed descriptions of the various embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0026] Figure 1 shows a schematic diagram of the main circuit of one converter in a multi-current traction converter provided in an embodiment of the present disclosure.

[0027] Figure 2 shows a schematic diagram of possible power supply methods for the multi-current traction converter provided in the embodiments of this disclosure;

[0028] Figure 3 shows a front view of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0029] Figure 4 shows a left view of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0030] Figure 5 shows a right view of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0031] Figure 6 shows a rear view of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0032] Figure 7 shows a schematic diagram of the first chamber structure of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0033] Figure 8 shows a schematic diagram of the third chamber structure of a multi-flow traction converter provided in an embodiment of the present disclosure;

[0034] Figure 9 shows a schematic diagram of the second chamber structure of a multi-flow traction converter provided in an embodiment of this disclosure. Detailed Implementation

[0035] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0036] The multi-current traction converter of this disclosure includes two sets of converters, each with an independent shaft control design. Figure 1 shows a schematic diagram of the main circuit of one set of converters. As shown in Figure 1, each set of converters supplies power to two traction motors and one auxiliary power supply. The current is input at the front end, rectified into intermediate DC power by a four-quadrant converter, and then inverted to power the traction motors. The auxiliary power supply draws power from the intermediate DC link, passes through an inverter, an isolation transformer, and an LC filter, and then supplies power to the downstream auxiliary equipment. The traction converter can have three power supply methods: contact network power supply unit, diesel generator power supply unit, and traction battery power supply unit. In actual manufacturing of the multi-current traction converter, any two of these methods can be selected for power supply, or all three methods can be selected directly; no specific limitation is made here.

[0037] The multi-current traction converter of this disclosure embodiment can use at least two of the following as input power sources: contact network power supply, diesel generator M2, and power battery. The contact network power supply includes DC power supplied by a DC contact network and AC power supplied by an AC contact network. The AC power supply is 25kV / 50Hz, 25kV / 60Hz, or 15kV / 16.7Hz, and the DC power supply is 3kV or 1.5kV. In this disclosure embodiment, as shown in FIG2, the first converter and the second converter are one of type A, B, or C converters. Type A converter is a converter with a power supply mode of multi-current contact network + traction battery power supply; Type B converter is a converter with a power supply mode of diesel generator + traction battery power supply; and Type C converter is a converter with a power supply mode of multi-current contact network + diesel generator power supply.

[0038] Figure 3 shows a front view of the multi-flow traction converter provided in the embodiments of this disclosure, Figure 4 is a left view of the multi-flow traction converter, Figure 5 is a right view of the multi-flow traction converter, Figure 6 is a rear view of the multi-flow traction converter, Figure 7 is a schematic diagram of the first chamber structure of the multi-flow traction converter, Figure 8 is a schematic diagram of the third chamber structure of the multi-flow traction converter, and Figure 9 is a schematic diagram of the second chamber structure of the multi-flow traction converter. As shown in Figure 3-9, the multi-current traction converter includes: a cabinet 1 and a first converter and a second converter disposed in the cabinet 1. The first converter and the second converter are powered by at least two of the following three power supply methods: multi-current contact network power supply, traction battery power supply, and diesel generator power supply. A mushroom-shaped cover plate 5 is provided at the upper end of the cabinet 1, and a diesel engine chimney passage is reserved below the cover plate 5. A first chamber structure, a second chamber structure, and a third chamber structure are arranged sequentially along the y-direction (i.e., the first direction) in the cabinet 1. The first converter is disposed in the first chamber structure, and the second converter is disposed in the third chamber structure. A chopper circuit assembly 26 for overvoltage suppression of the intermediate DC circuit and rapid discharge during shutdown is provided in the second chamber structure. The components of the first converter and the second converter are arranged opposite to each other. By modularizing and componentizing the internal functional units of the multi-current traction converter, all the functional units required for the three systems are integrated into the multi-current traction converter. By adding or removing different functional units, the multi-current traction converter can switch between different power supply combinations without changing the housing interface and output interface. This provides great operability for switching or iterative upgrades between different models throughout the entire life cycle of the locomotive.

[0039] In this embodiment of the disclosure, the first-layer chamber structure is provided with a high-voltage chamber 30 and a transmission control unit 12 located in the upper right corner for logic, traction, braking and fault protection control of the locomotive, and the first converter is located in the high-voltage chamber 30.

[0040] The high-voltage chamber 30 includes, sequentially along the x-direction (i.e., the second direction), a first chamber 31, a second chamber 32, a third chamber 33, a fourth chamber 34, and a fifth chamber 35. Power modules 10 are disposed on the upper and lower sides of the third chamber 33 and the fourth chamber 34, respectively. The power modules 10 are used for AC-DC-AC current conversion under traction conditions or DC-AC current conversion under auxiliary conditions. The power modules include a four-quadrant rectifier (as shown in Figure 1), two traction inverters, and an auxiliary inverter. The four-quadrant rectifier, traction inverter, and auxiliary inverter all use four-quadrant IGBT modules. The original dual four-quadrant input, traction inverter, and auxiliary inverter output functions remain unchanged. Additional functions include DC-DC charging of the power battery and overvoltage chopping suppression. This allows for interchangeability between the three modules, improving the circuit topology and the standardization of key system components, as well as the economy and maintainability of the converter.

[0041] A support capacitor assembly 11 is disposed in the middle part of the third chamber 33 and the fourth chamber 34. This support capacitor assembly 11 is an energy storage unit that filters and buffers the voltage of the intermediate DC circuit. An auxiliary filter output unit 7 for filtering out harmonics of the inverter's output voltage is disposed on the upper side of the first chamber 31. A voltage sensor 8 and an auxiliary transformer output contactor and a current sensor 9 are disposed on the upper side of the second chamber 32. The voltage sensor 8 is used to measure the voltage of the intermediate DC circuit, the phase voltage of the traction motor, and the phase voltage of the diesel engine input. The auxiliary transformer output contactor and the current sensor 9 are used to assist in the disconnection of the downstream load and current measurement. A fixed discharge resistor assembly 13 is disposed on the upper side of the fifth chamber 35. The fixed discharge resistor assembly 13 is directly connected to a thick-film power resistor between the positive and negative terminals of the intermediate circuit. Its function is to reduce the voltage on the support capacitor in the intermediate DC circuit to below the safe voltage of 36V within a specified time in the event of failure of the fast discharge function.

[0042] A diesel engine output contactor assembly 14 is provided on one side of the fixed discharge resistor assembly 13 in the fifth chamber 35 along the x-direction (i.e., the second direction). Below the diesel engine output contactor assembly 14, a diesel engine input unit and current sensor assembly 15 are provided. The diesel engine output contactor assembly 14 controls the connection and disconnection between the traction converter and the diesel engine power pack. The diesel engine input unit and current sensor assembly 15 connects the diesel engine power pack and the converter module and is used to measure the current. The diesel engine output contactor assembly 14 and the diesel engine input unit and current sensor assembly 15 are used in both type B and type C converters. That is, if the multi-current traction converter is a type B or type C converter, the diesel engine output contactor assembly 14 and the diesel engine input unit and current sensor assembly 15 can be configured; otherwise, their configuration can be omitted.

[0043] A power battery input unit and current sensor assembly 17 is provided on one side of the diesel engine input unit and current sensor assembly 15 along the opposite x-direction (i.e., the direction opposite to the second direction). The power battery input unit and current sensor assembly 17 is connected to the power battery and the converter module and measures the current. The power battery input unit and current sensor assembly 17 is used in type A and type B converters. A secondary resonant capacitor 16 is provided between the diesel engine input unit and current sensor assembly 15 and the power battery input unit and current sensor assembly 17. The secondary resonant capacitor 16 generates high-frequency impedance in the second harmonic, forming a secondary resonant circuit together with the secondary resonant reactor, which acts as an LC filter. The secondary resonant capacitor 16 is used in type A and type C converters.

[0044] In the third-layer chamber structure, a high-voltage warning indicator 23 and a grounding disconnect switch assembly 24 are positioned opposite the fixed discharge resistor assembly 13 and the diesel engine output contactor assembly 14. The grounding disconnect switch assembly 24 is located on one side of the high-voltage warning indicator 23 along the x-direction (i.e., the second direction). The high-voltage warning indicator 23 is used to indicate high voltage on the intermediate DC circuit and the secondary circuit. The grounding disconnect switch assembly 24 is used to ground the intermediate circuit and secondary resonant circuit of the converter during converter overhaul, maintenance, and replacement work to ensure personnel safety.

[0045] A charging short-circuit contactor assembly 18 is provided below the auxiliary transformer output contactor and current sensor 9 in the second chamber 32. The short-circuit contactor is used to disconnect the front-end input power supply. The charging contactor and the charging resistor together form a charging circuit. When the front-end power supply is turned on, the short-circuit contactor needs to be disconnected and the charging contactor closed to reduce the damage of instantaneous current surges to intermediate circuit support capacitors, IGBTs, and other devices. Below the auxiliary filter output unit 7 in the first chamber 31, an isolating switch assembly 22 and an AC contact network output busbar 21 are sequentially arranged. The isolating switch assembly 22 is used to switch between different front-end input power supply systems. The AC contact network output busbar 21 connects the AC contact network and the isolating switch.

[0046] The charging short-circuit contactor assembly 18, the isolating switch assembly 22, and the AC contact network output busbar 21 are applied to type A converters and type C converters.

[0047] In this embodiment, if the multi-current traction converter is a type A converter or a type C converter, then the secondary resonant capacitor 16, the charging short-circuit contactor assembly 18, the AC contact network output busbar 21, and the disconnecting switch assembly 22 can be configured at the corresponding positions. Otherwise, the relevant configurations at the corresponding positions are omitted.

[0048] In the first chamber 31, a DC contact network output busbar and a current sensor 20 are provided along the x-direction (i.e., the second direction) of the AC contact network output busbar 21. The DC contact network output busbar and the current sensor 20 are connected to the DC contact network and the disconnecting switch, and measure the current. The DC contact network output busbar and the current sensor 20 are used in a type A converter. On the lower side of the second chamber 32, an inverter module output busbar and a current sensor 19 are provided, which connect to the traction motor and the converter module and measure the current.

[0049] The DC contact network output busbar and current sensor 20 and AC contact network output busbar 21 can be set up to achieve mutual switching between different systems of AC contact network and DC contact network through multi-pole isolating switch. Furthermore, the circuit connection design enables the switching of multiple contact network current systems and the reuse of charging short-circuit function units under different systems, which greatly reduces the weight and volume of the converter.

[0050] It should be noted that, for the components of the above multi-current traction converter, if it is not specified which type of converter (A, B, or C) they are used in, it means that they need to be set in all three types of converters.

[0051] In this embodiment, the multi-flow traction converter further includes a first cabinet door 4 for opening and closing the first chamber 31, a second cabinet door 41 for opening and closing the second chamber 32, and a third cabinet door 42 and a fourth cabinet door 43 disposed vertically in the fifth chamber 35. The first cabinet door 4, the second cabinet door 41, the third cabinet door 42, and the fourth cabinet door 43 are hinged. Two control plates are disposed vertically along the z-direction on the walls of the third chamber 33 and the fourth chamber 34 in the -y direction (i.e., the opposite direction to the first direction).

[0052] The third-layer chamber structure is shown in Figure 8, and the corresponding surface structure of the multi-current traction inverter is shown in Figure 6. Comparing Figure 7 and Figure 3 with the first-layer chamber structure, Figure 8 is a cross-sectional view of the GG position in Figure 4. It can be seen that the components of the inverter in the third-layer chamber structure are symmetrically arranged with those in the first-layer chamber structure. The only difference is that the high-voltage warning indicator 23 and the grounding disconnect switch assembly 24 are located in the third-layer chamber structure opposite to the fixed discharge resistor assembly 13 and the diesel engine output contactor assembly 14 in the first-layer chamber structure.

[0053] In this embodiment, a water-cooling system 3 is provided at the lower part of the third chamber 33, and a water-cooling system interface 53 is also provided at the lower part of the first and third chamber structures, the water-cooling system interface 53 being connected to the water-cooling system 3. The water-cooling system 3 stores and transports cooling medium for the power module heat sink inside the converter, maintaining the temperature requirements for normal operation of the power devices.

[0054] Referring to Figure 9, which is a cross-sectional view of EE in Figure 4, that is, a structural schematic diagram of the second-layer chamber structure located in the middle. The second-layer chamber structure consists of a left chamber, a middle chamber, and a right chamber arranged sequentially along the x-direction (i.e., the second direction). An auxiliary isolation transformer 25 is located below the left and middle chambers, and the chopper circuit assembly 26 is positioned in the middle of the right chamber. The auxiliary isolation transformer 25 is used to change the voltage at the auxiliary downstream end and to isolate high voltage at the front end. The chopper circuit assembly 26 is used for overvoltage suppression in the intermediate DC circuit and for rapid discharge during shutdown.

[0055] On the first sidewall of the multi-flow traction converter along the x-direction (i.e., the second direction), control connector interfaces 1 and active fire suppression pipelines 2 are symmetrically arranged on both sides. Specifically, control connector interfaces 1 and active fire suppression pipelines 2 are located on the first sidewall corresponding to the positions of the first and third chamber structures, respectively, to provide external interfaces to the corresponding inverters and to provide sprinkler fire suppression in the event of a fire. Connector interfaces 1 include external 24V control power interfaces, Ethernet interfaces, and interfaces for traction motor temperature and speed sensor signals, etc. In the event of a fire in the converter, active fire suppression pipelines 2 are used to store and transport fire extinguishing media to various parts of the converter for sprinkler fire suppression. An active fire suppression pipeline interface 52 is located at the lower end of the active fire suppression pipeline 2.

[0056] The multi-current traction converter has auxiliary power interfaces 41 symmetrically arranged on both sides of the second sidewall on the side opposite to the x-direction (i.e., the direction opposite to the second direction) for providing power. The second sidewall is arranged opposite to the first sidewall. The auxiliary power interface is an AC440V / 50Hz auxiliary power output interface, including UVWN poles, and is a three-phase four-wire system.

[0057] The multi-current traction converter of this disclosure has a variable shape, variable size, and variable design details such as cabinet doors and covers. The layout order and position of the internal components can be adjusted appropriately. Depending on the selected power supply method, some functions can be removed or added, such as removing support for DC systems in multi-current systems or removing diesel engine power compatibility. In this way, different circuit components required for multiple power inputs of multi-current contact networks, diesel generators, and traction batteries are integrated under the same circuit, and most circuit components are fully reused. This allows the converter to provide hybrid power supply functions for three different combinations: multi-current contact network + power battery, diesel generator + power battery, and multi-current contact network + diesel generator, which greatly improves the versatility of the converter.

[0058] This disclosed embodiment integrates all the functional units required for the three power supply systems within the converter by modularizing and componentizing the internal functional units of the converter. By adding or removing different functional units, it achieves the integration and standardization of the hardware functional units required for the converter under different power supply systems, while keeping the housing interface and output interface of the multi-current traction converter unchanged. This enables the switching between the converter hardware integration schemes under three different power supply systems: multi-current grid + traction battery, diesel generator + traction battery, and multi-current grid + diesel generator. This provides great operability for switching or iterative upgrades between different models throughout the locomotive's life cycle. Clearly dividing the internal functional units of the converter and designing and integrating them in a modular and componentized manner can improve the aesthetics and regularity of the overall layout of the converter and enhance the maintainability of internal components.

[0059] The multi-current traction converter of this disclosure, while ensuring compatibility with four types of overhead contact line inputs (AC 25kV / 50Hz and 60Hz, AC 15kV / 16.7Hz, and DC 3kV and DC 1.5kV), enables multiple power inputs from the overhead contact line, diesel engine, and power battery under the same circuit. It also fully reuses the IGBT elements of the four-quadrant module auxiliary inverter module, providing a hybrid power supply function for overhead contact line + power battery and diesel engine + power battery, which greatly improves the vehicle's traction performance.

[0060] In summary, the multi-current traction converter of this embodiment includes: a cabinet and a first converter and a second converter disposed in the cabinet. The first converter and the second converter are powered by at least two of the following three power supply methods: multi-current contact network power supply, traction battery power supply, and diesel generator power supply. The upper end of the cabinet is provided with a mushroom-shaped cover plate, and a diesel engine chimney channel 51 is reserved below the cover plate. The cabinet is provided with a first chamber structure, a second chamber structure, and a third chamber structure in sequence along the y-direction (i.e., the first direction). The first converter is disposed in the first chamber structure, and the second converter... The converter is located in the third chamber structure, while the second chamber structure contains a chopper circuit assembly for overvoltage suppression of the intermediate DC circuit and rapid discharge during shutdown. The components of the first and second converters are arranged opposite each other. By clearly dividing the internal functional units of the converter and integrating them in a modular and component-based manner, the aesthetics and regularity of the overall layout of the converter can be improved, the maintainability of internal components can be enhanced, and the switching between converter hardware integration schemes under different power supply systems can be realized. This provides great operability for switching or iterative upgrades between different models throughout the entire life cycle of the locomotive.

[0061] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0062] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of all embodiments. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A multi-stream traction converter, wherein, The multi-current traction converter comprises a cabinet body and first and second converters arranged in the cabinet body, the first and second converters being powered by at least two of the following three power supply modes: multi-current overhead line power supply, traction battery power supply and diesel generator power supply; a mushroom head-shaped cover plate is arranged at the upper end of the cabinet body, and a diesel engine chimney passage is reserved below the cover plate; The first, second and third layer chamber structures are sequentially arranged in the cabinet body along a first direction; the first converter is arranged in the first layer chamber structure, and the second converter is arranged in the third layer chamber structure; a chopper circuit assembly for overvoltage suppression of an intermediate DC loop and rapid discharge during shutdown is arranged in the second layer chamber structure; and the components of the first and second converters are arranged opposite to each other.

2. The multi-stream traction converter of claim 1, wherein, The first and second converters are one of A, B and C type converters, wherein the A type converter is a converter powered by multi-current overhead line power supply and traction battery power supply, the B type converter is a converter powered by diesel generator power supply and traction battery power supply, and the C type converter is a converter powered by multi-current overhead line power supply and diesel generator power supply.

3. The multi-stream traction converter of claim 2, wherein, A high-voltage chamber and a transmission control unit for logic, traction, braking and fault protection control of a locomotive are arranged in the first layer chamber structure, and the first converter is arranged in the high-voltage chamber.

4. The multi-stream traction converter of claim 3, wherein, The high-voltage chamber sequentially comprises first, second, third, fourth and fifth chambers along a second direction, power modules are arranged on the upper and lower sides of the third and fourth chambers, a support capacitor assembly is arranged in the middle part of the third and fourth chambers, an auxiliary filter output unit for filtering corresponding harmonics of the output voltage of the back end of an inverter is arranged on the upper side of the first chamber, voltage sensing devices, auxiliary output contactors and current sensors arranged below the voltage sensing devices are arranged on the upper side of the second chamber, and fixed discharge resistor assemblies are arranged on the upper side of the fifth chamber.

5. The multi-stream traction converter of claim 4, wherein, The power modules comprise a four-quadrant rectifier, two traction inverters and an auxiliary inverter.

6. The multi-stream traction converter of claim 4, wherein, A diesel engine output contactor assembly is arranged on one side of the fixed discharge resistor assemblies in the fifth chamber along the second direction, a diesel engine input unit and a current sensor assembly are arranged below the diesel engine output contactor assembly, and the diesel engine output contactor assembly and the diesel engine input unit and current sensor assembly are applied to the B type converter and the C type converter.

7. The multi-stream traction converter of claim 6, wherein, A power battery input unit and a current sensor assembly are arranged on one side of the diesel engine input unit and current sensor assembly along a direction opposite to the second direction, the power battery input unit and current sensor assembly are applied to the A type converter and the B type converter, and a secondary resonance capacitor is arranged between the diesel engine input unit and current sensor assembly and the power battery input unit and current sensor assembly, and the secondary resonance capacitor is applied to the A type converter and the C type converter.

8. The multi-stream traction converter of claim 6, wherein, The third layer chamber structure is provided with a high voltage warning indicator and a grounding isolation switch assembly opposite to the fixed discharge resistance assembly and the diesel engine output contactor assembly, and the grounding isolation switch assembly is located on one side of the high voltage warning indicator in the second direction.

9. The multi-stream traction converter of claim 4, wherein, The lower side of the auxiliary variable output contactor and the current sensor in the second chamber is provided with a charging short circuit contactor assembly, and the lower side of the auxiliary filter output unit in the first chamber is sequentially provided with an isolation switch assembly and an AC contact network output busbar, and the charging short circuit contactor assembly, the isolation switch assembly and the AC contact network output busbar are applied to A-type and C-type converters.

10. The multi-stream traction converter of claim 9, wherein, The DC contact network output busbar and the current sensor are arranged on the second side of the AC contact network output busbar in the first chamber, and the DC contact network output busbar and the current sensor are applied to A-type converters.

11. The multi-stream traction converter of claim 4, wherein, The lower side of the second chamber is provided with an inverter module output busbar and a current sensor for connecting traction motors and converter modules and measuring current.

12. The multi-stream traction converter of claim 4, wherein, The multi-current traction converter further comprises a first cabinet door for opening and closing the first chamber, a second cabinet door for opening and closing the second chamber, and upper and lower third and fourth cabinet doors for opening and closing the fifth chamber, and the first, second, third and fourth cabinet doors are designed with hinges.

13. The multi-stream traction converter of claim 1, wherein, The second layer chamber structure is sequentially provided with a left chamber, a middle chamber and a right chamber in the second direction, the lower side of the left chamber and the middle chamber is provided with an auxiliary isolation transformer, and the chopper circuit assembly is arranged at the middle position of the right chamber.

14. The multi-stream traction converter of claim 1, wherein, The first side wall of the multi-current traction converter on one side of the second direction is symmetrically provided with a control connector interface and an active fire extinguishing pipeline on both sides.

15. The multi-stream traction converter of claim 1, wherein, The second side wall of the multi-current traction converter on the side opposite to the second direction is symmetrically provided with an auxiliary power supply interface for providing power supply.

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