CN112959898A

CN112959898A - Train and traction system thereof

Info

Publication number: CN112959898A
Application number: CN202110360737.4A
Authority: CN
Inventors: 梁建英; 赖森华; 李忠; 王宝金; 肖婵娟; 董丽
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2021-04-02
Filing date: 2021-04-02
Publication date: 2021-06-15
Anticipated expiration: 2041-04-02
Also published as: CN112959898B

Abstract

The application discloses traction system of train includes: the traction system main body is used for receiving alternating current input by a power grid through a pantograph and supplying power to a load in a power grid power supply mode; the battery device is connected with a direct current bus in the traction system main body and is interlocked with the pantograph for power supply; the battery device comprises a fuel battery, a booster circuit, a power battery and a controller; the controller is used for: in the battery power supply mode, the power distribution control of the fuel battery and the power battery is carried out according to a preset strategy, and the strategy at least comprises the following steps: the output of the battery device is controlled to meet the power demand of the load, the electric quantity of the power battery is controlled to be in a first range, and the priority of the former is higher than that of the latter. By applying the scheme, the problem of insufficient line electrification configuration is effectively solved, meanwhile, the premise of guaranteeing the load power requirement is facilitated, and the energy conservation is improved. The application also provides a train with corresponding technical effects.

Description

Train and traction system thereof

Technical Field

The invention relates to the technical field of rail transit, in particular to a train and a traction system thereof.

Background

At present, suburban railway vehicles in China generally use electric decentralized motor train units, have high running speed and adopt electrification configuration. However, in some foreign regions, especially in eastern europe regions, electrification is not balanced, some lines are not electrified, a train is required to provide traction power by itself, and clean energy is the development direction in the later period.

In summary, how to solve the problem of insufficient line electrification arrangement is a technical problem which needs to be solved urgently by those skilled in the art.

Disclosure of Invention

The invention aims to provide a train and a traction system thereof, which are used for solving the problem of insufficient line electrification configuration.

In order to solve the technical problems, the invention provides the following technical scheme:

a traction system for a train, comprising:

the traction system body is connected with the pantograph and is used for receiving alternating current input by a power grid through the pantograph and supplying power to a load in a power grid supply mode;

the battery device is connected with a direct current bus in the traction system main body and is interlocked with the pantograph to supply power;

the battery device includes: the fuel cell, the booster circuit connected with the fuel cell and the direct current bus, the power cell connected with the direct current bus and the controller;

the controller is configured to: in a battery power supply mode, performing power distribution control of the fuel battery and the power battery according to a preset strategy, wherein the strategy at least comprises the following steps: and controlling the output of the battery device to reach the power requirement of the load, controlling the electric quantity of the power battery to be within a first range, and controlling the priority of the output of the battery device to reach the power requirement of the load to be higher than the priority of controlling the electric quantity of the power battery to be within the first range.

Preferably, the method further comprises the following steps: a brake resistor disposed in the traction system body;

the controller is further configured to:

when the train brakes, judging whether the current road section allows the network feeding;

if the network feeding is allowed, judging whether the current power grid voltage is lower than a first threshold value;

if the first threshold value is lower, controlling the traction system body to enable the braking regenerative energy to flow to a power grid;

if the current value is not lower than the first threshold value, controlling the traction system body to consume the braking regenerative energy through the braking resistor;

and if the network feeding is not allowed, controlling the traction system body to consume the braking regenerative energy through the braking resistor.

Preferably, the controller is further configured to:

when the train is braked, if the electric quantity of the power battery does not reach the rated electric quantity value, the power battery is charged by utilizing the braking regenerative energy.

Preferably, the fuel cell is a hydrogen fuel cell.

Preferably, the method further comprises the following steps:

a hydrogen gas concentration sensor for detecting leakage of the hydrogen fuel cell;

the controller is further configured to: and when the hydrogen concentration sensor detects that the hydrogen fuel cell leaks, outputting prompt information of hydrogen leakage.

Preferably, the controller is further configured to:

and outputting first fault prompt information when the fault of the fuel cell is detected.

Preferably, the controller is further configured to:

and outputting second fault prompt information when the power battery fault is detected.

A train comprising a traction system of a train as claimed in any one of the preceding claims.

Preferably, the train is provided with a sections of first carriages and b sections of second carriages, the body structures of the carriages are the same, the floor heights of the sections of the first carriages are the first heights, the floor heights of the sections of the second carriages are the second heights, and the numerical values of the first heights are different from the numerical values of the second heights.

Preferably, aiming at any section of the first carriage, the supporting seat of the first carriage is arranged above the floor middle section bar, and the floor of the first carriage is fixed on the supporting seat through the buffer seat;

and aiming at any section of the second carriage, the upper surface of the floor middle section bar of the second carriage is used as the floor of the second carriage.

By applying the technical scheme provided by the embodiment of the invention, the traction system main body is connected with the pantograph, and under a power supply mode of a power grid, alternating current input by the power grid can be received through the pantograph and power is supplied to a load. The battery device of the present application includes a fuel cell and a power cell. In particular, the fuel cell has the advantages of no pollution and high energy density, and the application considers that although the fuel cell can be used as a main power provider in a battery power supply mode, the response speed of the fuel cell is slow, so that the fuel cell is not suitable for being used as the main power of a train independently, particularly, the fuel cell cannot meet the requirement of the train in a starting stage, and the output power of the fuel cell is unstable. Therefore, the power battery is further arranged in the battery device, and the power battery can be matched with the fuel battery for power supply, so that the output of the battery device can meet the power requirement of a load. Further, the power distribution control of the fuel cell and the power battery is carried out by utilizing the controller according to a preset strategy, the priority of controlling the output of the battery device to reach the power requirement of the load is higher than the priority of controlling the electric quantity of the power battery in the first range, namely, the electric quantity of the power battery is controlled in the first range as far as possible on the premise of preferentially ensuring the power requirement of the load. The electric quantity of the power battery is controlled within a first range, on one hand, the power battery is guaranteed to have enough electric energy as far as possible, and the power battery can be guaranteed to be capable of providing electric energy rapidly and stably under special conditions such as train starting. On the other hand, in some cases, the power battery can be used to absorb the braking regenerative energy, thereby improving the energy saving performance.

To sum up, the scheme of this application has solved the not enough problem of line electrification configuration, and simultaneously, adopts fuel cell to have pollution-free, advantage that energy density is high. The defect caused by the independent use of the fuel cell is avoided through the matching of the power cell and the fuel cell. On the premise of preferentially ensuring the load power demand, the energy-saving performance is improved, and electric energy can be rapidly and stably provided under special conditions such as train starting.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic diagram of a traction system of a train according to the present invention;

FIG. 2 is a schematic diagram of another train traction system of the present invention;

fig. 3 is a schematic diagram of a train in a specific case.

Detailed Description

The core of the invention is to provide a train traction system, which solves the problem of insufficient line electrification configuration, and simultaneously, the fuel cell adopted has the advantages of no pollution and high energy density. The defect caused by the independent use of the fuel cell is avoided through the matching of the power cell and the fuel cell. On the premise of preferentially ensuring the load power demand, the energy-saving performance is improved, and electric energy can be rapidly and stably provided under special conditions such as train starting.

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, fig. 1 is a schematic structural diagram of a traction system of a train according to the present invention, and the traction system of the train of fig. 1 may include:

the traction system main body is connected with the pantograph and used for receiving alternating current input by a power grid through the pantograph and supplying power to a load in a power grid power supply mode;

the battery device is connected with a direct current bus in the traction system main body and is interlocked with the pantograph for power supply;

the battery device includes: a fuel cell 10, a booster circuit 20 connected to the fuel cell 10 and a dc bus, a power cell 30 connected to the dc bus, and a controller;

the controller is used for: in the battery power supply mode, the power distribution control of the fuel cell 10 and the power cell 30 is performed according to a preset strategy, and the strategy at least includes: the output of the battery device is controlled to meet the power demand of the load, the electric quantity of the power battery 30 is controlled to be within a first range, and the priority of controlling the output of the battery device to meet the power demand of the load is higher than the priority of controlling the electric quantity of the power battery 30 to be within the first range.

In particular, the traction system body described in the present application refers to the rest of the traction system except for the battery device, and in particular, reference may be made to the structure of the current traction system. In a general traction system body, after electric energy received by a pantograph is transmitted to a traction transformer through a series of high-voltage devices, a traction load can be supplied with power through a rectifier and an inverter, and the output of the rectifier is a direct-current bus of an intermediate link.

It should be noted that fig. 1 only shows a group of rectification-inversion structures for supplying power to the traction load, in practical applications, the traction system main body may include a plurality of groups of rectification-inversion structures, and each group of rectification-inversion structures is connected to 1 or more corresponding traction motors, so as to improve the reliability of the system. It can be understood that fig. 1 is only a schematic diagram of a simplified traction system main body, and in practical applications, each group of rectification-inversion structures may further be provided with a pre-charging circuit at a front stage, a filter circuit at an intermediate dc link, and other circuit structures.

In addition, it should be noted that fig. 1 does not specifically show the step-down inverter circuit connected to the auxiliary load, and the specific structure of the step-down inverter circuit may refer to the current design of the traction system, and generally includes the step-down circuit, the inverter circuit, the filter circuit, and other links, which are not described in this application.

The traction system main body is connected with the pantograph, so that alternating current input by a power grid can be received by the pantograph and power is supplied to a load in a power grid power supply mode, namely, the traction load and the auxiliary load can be supplied with power. In practical applications, the grid power supply mode is usually set as a default power supply mode, and the battery power supply mode is switched to only when the grid power supply is unavailable, for example, when a grid fault occurs, and when no electrification configuration is performed in the current line.

The battery device of this application is connected with the direct current bus in the traction system main part to carry out the interlocking power supply with the pantograph, through the interlocking power supply, can avoid because reasons such as maloperation take place the condition that battery device and electric wire netting supplied power simultaneously, cause the risk of train operation.

The fuel cell 10 in the battery device needs to be connected with the dc bus through the boost circuit 20, the power cell 30 can be directly connected with the dc bus, and the controller can control the power distribution of the fuel cell 10 and the power cell 30, which is not shown in fig. 1 of the present application.

The fuel cell 10 has the advantages of being pollution-free and having a high energy density, particularly the hydrogen fuel cell 10, and thus in one embodiment of the present invention, the fuel cell 10 may be embodied as the hydrogen fuel cell 10.

The present application further considers that although the fuel cell 10 can be used as a main power provider in the battery power supply mode, the response speed of the fuel cell 10 is slow, so that the fuel cell 10 is not suitable for being used as the main power of a train alone, particularly in the starting stage of the train, the fuel cell 10 cannot meet the requirement of the train, and the output power of the fuel cell 10 is not stable enough, so that it is not easy to perform precise control. Therefore, the battery device of the present application is further provided with a power battery 30, and power is supplied by the power battery 30 and the fuel cell 10.

The controller may perform power distribution control of the fuel cell 10 and the power cell 30 according to a preset strategy, and specific contents of the preset strategy may be set and adjusted according to actual needs, but it can be understood that, firstly, a rule of controlling the output of the battery device to reach the power requirement of the load needs to be satisfied to ensure normal operation of the train.

The present application also sets, in a preset policy, a rule of "controlling the amount of power of the power battery 30 within the first range", which is lower in priority than a rule of controlling the output of the battery device to reach the power demand of the load. That is, the amount of electricity of the power battery 30 is controlled to be within the first range as much as possible on the premise that the load power demand is preferentially secured.

The specific value of the first range can be set according to actual needs. It should be noted that the upper limit and the lower limit of the first range may be the same or different. If the values are the same, the value is taken as a target, and the electric quantity of the power battery 30 is subjected to feedback control, that is, when the electric quantity of the power battery 30 is higher than the value, the power battery 30 is controlled to supply power, and conversely, when the electric quantity of the power battery 30 is lower than the value, the power battery 30 is controlled to be powered.

The values of the upper limit value and the lower limit value of the first range may be set according to actual needs, but in general, the lower limit value is higher than 0, and the upper limit value is lower than the rated electric quantity value of the power battery 30. For example, in one embodiment, the first range is 80% to 90% of the rated capacity value of the power cell 30. The lower limit value is higher than 0, which is beneficial to ensuring that a certain amount of electric energy is stored in the power battery 30, and the situation that the train can be started only when the fuel battery 10 is needed to charge the power battery 30 due to the fact that the power battery 30 is out of power, and if the fuel battery 10 fails, the power battery 30 can supply power independently to ensure that the train runs under an emergency condition. Of course, it should be understood that the present application is directed to the powering of battery devices, and is based on the use of a battery-powered mode. The upper limit of the first range is lower than the rated electric quantity value of the power battery 30, so as to reserve a certain amount of electric energy storage space, so that the power battery 30 can receive the braking regenerative energy at any time in some occasions, and the energy saving performance is improved.

It should be noted that, in practical applications, usually at a low speed, a constant speed or a stop, the electric quantity of the power battery 30 can be well controlled to be within a first range, that is, when the electric quantity of the power battery 30 exceeds the first range, the power battery 30 is controlled to output electric energy, and when the electric quantity of the power battery 30 is smaller than the first range, the power battery 30 is controlled to be in a charging state, that is, at this time, the fuel battery 10 is in a train load function, and the fuel battery 10 charges the power battery 30. In the case of high-speed train operation, the power demand of the load cannot be satisfied only by the electric energy of the fuel cell 10, so even if the current electric quantity of the power cell 30 is lower than the first range, the fuel cell 10 and the power cell 30 need to be controlled to output the electric energy at the same time, so as to effectively ensure that the output of the battery device reaches the power demand of the load.

In an embodiment of the present invention, referring to fig. 2, the method may further include: a brake resistor R1 provided in the traction system main body;

the controller is further configured to:

if the first threshold value is lower, controlling the traction system body to enable the braking regenerative energy to flow to the power grid;

if the current value is not lower than the first threshold value, controlling the traction system body to consume the braking regenerative energy through a braking resistor R1;

if the network feed is not allowed, the traction system body is controlled so that the brake regenerative energy is consumed through the brake resistor R1.

In the embodiment of the present application, since the braking resistor R1 is provided in the traction system main body, the braking regenerative energy can be consumed by the braking resistor R1. In addition, in this embodiment, a consumption strategy for the brake regeneration energy is also provided.

Specifically, the controller is used for judging whether the current road section allows the network feeding, and when the network feeding is not allowed, the traction system main body is controlled to enable the braking regenerative energy to be consumed through the braking resistor R1, namely, a loop formed by the traction motor, the direct-current bus and the braking resistor R1 is conducted.

When the network feeding is allowed, the method further judges whether the current network voltage is lower than a first threshold value. The specific value of the first threshold may be set according to actual needs, for example, set to 29 KV. If the current grid voltage is not lower than the first threshold, which indicates that the current grid voltage is higher, the grid feeding may cause danger, so the controller controls the traction system main body to consume the braking regenerative energy through the braking resistor R1, that is, a loop formed by the traction motor, the direct current bus and the braking resistor R1 is conducted.

If the current grid voltage is lower than the first threshold value, the current grid voltage is low, the grid feeding can be normally carried out, and therefore the controller controls the traction system main body to enable the braking regenerative energy to flow to the grid, namely a loop formed by the traction motor, the direct current bus, the rectifier and the pantograph is conducted.

In one embodiment of the present invention, when the train is braked, if the electric quantity of the power battery 30 does not reach the rated electric quantity value, the power battery 30 is charged with the regenerative energy from braking.

Because the power battery 30 is directly connected with the direct current bus, the power battery 30 can be charged by using the braking regenerative energy, and the energy saving performance is improved. However, as described above, in order to prevent the power battery 30 from being fully charged during braking of the train, the upper limit of the first range described above should be set to a value lower than the rated power value of the power battery 30. In addition, in practical applications, when the power battery 30 is charged by using the regenerative braking energy, the operation may be performed in the grid-powered mode or in the battery-powered mode.

In an embodiment of the present invention, the method may further include:

a hydrogen gas concentration sensor for detecting leakage of the hydrogen fuel cell 10;

the controller is further configured to: when the hydrogen concentration sensor detects the occurrence of a leak in the hydrogen fuel cell 10, a warning message of the hydrogen leak is output.

In consideration of the fact that gas leakage may occur when the hydrogen fuel cell 10 is used, the embodiment detects the leakage of the hydrogen fuel cell 10 through the hydrogen concentration sensor, and outputs the prompt message of the hydrogen leakage through the controller, thereby being beneficial to guaranteeing the driving safety of a train.

In addition, in an embodiment of the present invention, the controller may be further configured to:

when a failure of the fuel cell 10 is detected, first failure indication information is output. Generally, the controller can output the fault state of the fuel cell 10 to a master control system of the train through a hard-wired circuit, so that a worker can know the condition in time, and the rapid and timely fault processing is facilitated.

Similarly, the controller may be further configured to:

when a failure of the power battery 30 is detected, second failure indication information is output.

By applying the technical scheme provided by the embodiment of the invention, the traction system main body is connected with the pantograph, and under a power supply mode of a power grid, alternating current input by the power grid can be received through the pantograph and power is supplied to a load. The battery device of the present application includes a fuel cell 10 and a power cell 30. Specifically, the fuel cell 10 has the advantages of no pollution and high energy density, and the present application considers that although the fuel cell 10 can be used as a main power provider in the battery power supply mode, the response speed of the fuel cell 10 is slow, so that the fuel cell 10 is not suitable for being used as the main power of a train alone, and particularly, the fuel cell 10 cannot meet the requirement of the train at the starting stage, and the output power of the fuel cell 10 is unstable. Therefore, the power battery 30 is further arranged in the battery device of the present application, and the power battery 30 can cooperate with the fuel cell 10 to supply power, so that the output of the battery device can meet the power requirement of the load. Further, the power distribution control of the fuel cell 10 and the power cell 30 is performed by using the controller according to a preset strategy, and the priority of controlling the output of the battery device to reach the power demand of the load is higher than the priority of controlling the electric quantity of the power cell 30 within the first range, that is, the electric quantity of the power cell 30 is controlled within the first range as much as possible on the premise of preferentially ensuring the power demand of the load. The electric quantity of the power battery 30 is controlled within the first range, on one hand, the power battery 30 is guaranteed to have enough electric energy as much as possible, and the electric energy can be rapidly and stably provided under special conditions such as train starting. On the other hand, in some cases, the power battery 30 can absorb the braking regenerative energy, thereby improving the energy saving performance.

In summary, the scheme of the application solves the problem of insufficient line electrification configuration, and meanwhile, the fuel cell 10 has the advantages of no pollution and high energy density. The cooperation of the power cell 30 and the fuel cell 10 avoids the disadvantages associated with the use of the fuel cell 10 alone. On the premise of preferentially ensuring the load power demand, the energy-saving performance is improved, and electric energy can be rapidly and stably provided under special conditions such as train starting.

The present application further provides a train that may include a traction system of a train as in any of the embodiments described above.

The present application further considers that in some cases, in particular in european regions, there are various platform heights, for example there are countries with platform heights of both 550 and 760mm, and the current solution is to make two different vehicles, but this is costly.

In a specific embodiment of the application, the train has a first type of carriages and a second type of carriages, the body structures of the carriages are the same, the floor heights of the first type of carriages are the first heights, the floor heights of the second type of carriages are the second heights, and the numerical values of the first heights are different from the numerical values of the second heights.

It can be seen that the train has a section of the first type of carriage and a section of the second type of carriage, the floor height of the section of the first type of carriage is the first height, and the floor height of the section of the second type of carriage is the second height, so the train of the embodiment can be simultaneously suitable for 2 platform heights, for example, when the platform where the train stops is 550mm, the doors of the sections of the second type of carriage are opened, and when the platform where the train stops is 760mm, the doors of the sections of the first type of carriage are opened.

It is emphasized that the train has a carriages of the first type and b carriages of the second type, but the body structure of each carriage is the same, i.e. the frames of the carriages are identical. The train body structure is a main component of a train, is arranged on a bogie and bears loads of all equipment and personnel of the train, a reliable train body needs to be subjected to a series of work such as finite element simulation calculation, product sample train trial production, train body test and the like, verification cost and time cost need to be paid out, and the train body structures of the first type of carriage and the second type of carriage are the same instead of different train body structures, so that the cost is reduced. In addition, an articulated bogie can be usually adopted between the carriages, and the configuration cost is saved.

On the premise of ensuring that the vehicle body structures are the same, the floor heights of the section a of the first type carriage are the first height, and the floor heights of the section b of the second type carriage are the second height, and the specific implementation mode of the purpose can be set according to the actual situation, and usually the floor heights of the section a of the first type carriage and the section b of the second type carriage are different by setting the structural layout of corresponding auxiliary components.

For example, in one embodiment of the invention, for any section of the first type carriage, the supporting seat of the first type carriage is arranged above the floor middle section bar, and the floor of the first type carriage is fixed on the supporting seat through the buffer seat;

Fig. 3 is a schematic diagram of a train structure in a specific situation, for example, the left side in fig. 3 is a first type of car, the right side in fig. 3 is a second type of car, and in addition, specific values of a and b can be set according to actual needs, for example, a 4-marshalling train is adopted for the car No. 1 and the car No. 3, and the left side in fig. 3 is adopted for the car No. 2 and the car No. 4.

The

reference numerals

1, 2 and 3 in fig. 3 all refer to floor middle section bars, 4 is a chassis side beam, and it can be seen that the vehicle body structures of the first type carriage on the left side and the second type carriage on the right side are the same, that is, the floor middle section bars are at the same height.

On the left side of fig. 3 is a carriage of the first type, indicated with 7 a support block, which is arranged above the floor central profile and is welded thereto, usually by welding. The number of the supporting seats can be 1 or more, and in practical application, a plurality of supporting seats are usually arranged, which is the scheme shown in fig. 3. The number 6 indicates the buffer seat and the number 5 indicates the floor of the first type of car, which can be fixed, usually by bolts, to the respective bearing seat via the respective buffer seat. In the first type of car shown in fig. 3, sound and heat insulating members, indicated by reference numeral 9, are also placed between the respective support blocks. Reference numeral 8 denotes a paved floor cloth.

Since the second type car is shown on the right side of fig. 3 and the floor height of the second type car is required to be different from that of the first type car, the present application directly uses the upper surface of the floor intermediate section of the second type car as the floor of the second type car, and in fig. 3, reference numeral 15 denotes a floor cloth which is directly laid on the upper surface of the floor intermediate section. Reference numeral 12 in fig. 3 indicates a number, generally a plurality, of mounting seats welded under the floor intermediate section, between which respective sound and heat insulating elements, indicated with reference numeral 11, can be placed. Reference numeral 13 denotes a sub-floor, which is mounted on the mount base by rivets, and plays a role of supporting the sound and heat insulating member.

The carriage structure of the application figure 3 can realize the functions of sound insulation, heat insulation, cold protection and vibration reduction of the vehicle. Of course, the second type of car on the right side of fig. 3 has a lower damping effect than the first type of car on the left side.

It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The principle and the implementation of the present invention are explained in the present application by using specific examples, and the above description of the embodiments is only used to help understanding the technical solution and the core idea of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims

1. A traction system for a train, comprising:

2. The traction system of a train according to claim 1, further comprising: a brake resistor disposed in the traction system body;

the controller is further configured to:

3. The traction system of a train according to claim 1, wherein the controller is further configured to:

4. The traction system of a train according to claim 1, wherein the fuel cell is a hydrogen fuel cell.

5. The traction system of a train according to claim 4, further comprising:

6. The traction system of a train according to claim 1, wherein the controller is further configured to:

7. The traction system of a train according to claim 6, wherein the controller is further configured to:

8. A train, characterized by comprising a traction system of a train according to any one of claims 1 to 7.

9. The train of claim 8, wherein the train has a first type of carriages and b second type of carriages, the body structures of the carriages are the same, the floor heights of the first type of carriages are a first height, the floor heights of the second type of carriages are a second height, and the first height is different from the second height.

10. The train according to claim 9, characterized in that for any carriage of the first type, the bearing seat of the carriage of the first type is arranged above the floor intermediate profile, the floor of the carriage of the first type being fixed to the bearing seat via a buffer seat;