Railway wagon self-generating battery management system and early warning method thereof

Abstract

The invention relates to a self-generating battery management system for a railway freight train and an early warning method thereof, belongs to the technical field of battery management, and realizes real-time monitoring and intelligent management of the running state of the railway freight train by integrating a shaft end generator, a battery management box and an upper computer. The system can accurately collect steering and temperature parameters of the shaft end generator, vehicle mechanical energy is converted into electric energy to be stored in the battery through the shaft end generator, the control module dynamically adjusts the charging voltage according to multi-dimensional data such as voltage, current and temperature, temperature compensation and fault diagnosis are achieved, efficient charging and discharging of the battery under different working conditions are ensured, and the service life of the battery is prolonged. And the state display module interacts with the upper computer to provide visual system state feedback, so that the energy utilization efficiency and the system reliability are remarkably improved.

Description

Technical Field

[0001] The present application belongs to the field of battery management technology, and specifically relates to a self-generating battery management system for railway freight vehicles and an early warning method thereof. Background Art

[0002] At present, the power generation technology of the shaft-end generator of railway freight cars is quite mature. The shaft-end power generation unit can convert the mechanical energy of the railway vehicle's movement into electrical energy and supply power to the railway vehicle. The kinetic energy of the railway vehicle is converted into alternating current through the shaft-end generator, and then converted into direct current through rectification and filtering, providing a stable DC battery for vehicle lighting, electronic control systems, monitoring equipment, etc.

[0003] However, the existing technology still has the problem of single function and insufficient intelligence. Most shaft-end power generation devices only complete the basic function of energy conversion, and lack the ability to monitor and analyze important information such as the speed, direction and real-time temperature of the shaft-end motor, the power generation voltage and current, the real-time power and ambient temperature of the battery, and the voltage and current of the electrical equipment in real time. When the vehicle is running at a low speed or stopped at a station, the power generation may be insufficient, while excess electricity may be generated when running at a high speed, but the traditional system cannot dynamically adjust the charging and discharging strategy, resulting in low energy utilization. In addition, due to the lack of a data collection mechanism, it is difficult for operation and maintenance personnel to remotely diagnose problems such as generator bearing wear, rectifier failure or battery aging, and they can only rely on regular manual inspections, which increases maintenance costs and safety hazards. This limitation is particularly prominent in long-formation trucks or heavy-load transportation scenarios, and the demand for intelligent battery management technology needs to be urgently addressed. Summary of the invention

[0004] The purpose of the present invention is to provide a railway freight car self-generating battery management system and an early warning method thereof, so as to solve the problem that the existing technology is unable to collect information according to the actual operation of the railway vehicle, monitor the axle end power generation and power storage status in real time, intelligently manage charge and discharge, and provide uninterrupted intelligent power supply.

[0005] In order to achieve the above objectives, the first aspect of the present application provides an intelligent battery management system for railway freight vehicles, comprising: a shaft-end generator that converts the mechanical energy of the railway freight car's motion into electrical energy; A battery management box, the battery management box comprising: a box body, a control module, a rectifier bridge, a DC-DC power supply module, a battery, a generator steering identification module, a voltage acquisition module, a current acquisition module, a temperature sensor module, a temperature compensation module and a status display module; A host computer, which collects various parameter information of the system and performs real-time monitoring and fault diagnosis; The control module, rectifier bridge, battery, generator rotation identification module, voltage acquisition module, current acquisition module, and status display lamp group are assembled inside the box body; The control module collects the input signals of the generator rotation identification module, voltage acquisition module, current acquisition module, and temperature sensor module and reports them to the upper computer, controls whether the shaft-end generator generates electricity, adjusts the charging voltage of the battery at different temperatures, and performs system fault detection, reporting, and local storage; The rectifier bridge converts the alternating current generated by the shaft-end power generation module into direct current; The DC-DC power module converts the DC voltage output by the rectifier bridge into the specific charging voltage required by the battery; The battery is used to store the electrical energy converted by the shaft-end generator and supply power to the electrical load. The battery is provided with a physical switch; The generator rotation identification module collects the rotation direction of the shaft-end generator and feeds it back to the control module; The voltage acquisition module collects the output voltage of the rectifier bridge, the input voltage and output voltage of the battery, and feeds them back to the control module; The current acquisition module collects the output current of the rectifier bridge, the input current and output current of the battery, and feeds them back to the control module; The temperature sensor module collects the temperature of the shaft-end generator and the temperature of the box body and feeds them back to the control module; The temperature compensation module is used to compensate and adjust the voltage output by the DC-DC module; The status display module is driven by the upper computer and displays according to different states of the system.

[0006] Further, the control module is provided with a three-phase acquisition interface, a communication module interface, a load connection port, and a battery connection port. The three-phase acquisition interface measures the voltages and currents of the U phase, V phase, and W phase of the shaft-end generator. The U, V, and W three-phase acquisition input interfaces also collect the rotation speed of the shaft-end generator. The communication module interface is electrically connected to the upper computer for data interaction between the control module and the upper computer. The control module controls the opening and closing of the connection between the electrical load and the battery through the load connection port, and controls the shaft-end generator to charge the battery through the battery connection port.

[0007] Further, the generator rotation identification module includes: a three-phase conditioning synthesis module, a phase comparison module, and a phase sequence detection module; The three-phase conditioning and synthesis module is provided with: a three-phase input signal conditioning unit, an operational amplifier U15, and an RC filter circuit. The U-phase input, V-phase input, and W-phase input of the three-phase input signal conditioning unit are all provided with voltage dividing units and protection circuits. The 5 / 10th pins of the operational amplifier U15 are connected to the U-phase input, the 6th pin is connected to the V-phase input, and the 9th pin is connected to the W-phase input. The 7th pin of the operational amplifier U15 is connected to the output of the RC filter circuit for the UV composite signal, and the 8th pin of the operational amplifier U15 is connected to the output of the RC filter circuit for the UW composite signal; The phase comparison template is provided with: an operational amplifier U21 and an external signal unit. The 10 / 12th pins of the operational amplifier U21 receive the UV composite signal, and the 3 / 5th pins receive the UW composite signal. The external signal unit is a circuit combination of power supply filtering + signal conditioning + asynchronous reset signal generation, and is provided with a voltage dividing network circuit, a CD signal generation circuit, and a filter circuit, and finally generates an external signal EXT_IN- and a CD signal. The external signal EXT_IN- is input to the 2 / 13th pins of the operational amplifier U21. The internal signal INT_IN- of the operational amplifier U21 is connected to a pull-down resistor through the 6 / 9th pins. The 1st pin of the operational amplifier U21 outputs the comparison result between the U / W phase and the external signal EXT_IN-, which is connected to the 9th pin of the flip-flop U24. The 14th pin of the operational amplifier U21 outputs the comparison result between the U / V phase and the external signal EXT_IN-, which is connected to the 5th pin of the flip-flop U24. The 7th pin of the operational amplifier U21 outputs the comparison result between the U / W phase and the internal signal INT_IN-, which is connected to the 3rd pin of the flip-flop U24. The 8th pin of the operational amplifier U21 outputs the comparison result between the U / V phase and the internal signal INT_IN-, which is connected to the 11th pin of the flip-flop U24; The phase sequence detection module is provided with: a flip-flop U24 and a steering state output unit. The 4 / 10th pins of the flip-flop U24 are simultaneously connected to the CD signal, and the 3 / 5 / 9 / 11th pins are connected to the phase comparison results, and a steering identification signal is generated according to the phase comparison results. The steering state output unit is two resistors R16 and R209 with the same resistance value. One end of the resistor 16 is connected to the 1st pin of the flip-flop U24 to output a left steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module. One end of the resistor R209 is connected to the 13th pin of the flip-flop U24 to output a right steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module; The control module determines the U / V / W phase sequence by detecting different level combinations of 00, 01, 10, 00 output by R16 / R209, and further identifies the forward / backward rotation of the shaft-end generator.

[0008] Further, the voltage acquisition module includes: an operational amplifier U3, a positive voltage acquisition path, a negative voltage acquisition path, an output conditioning circuit, and a power supply. The second pin of the operational amplifier U3 is connected to the negative voltage acquisition path, and the third pin of the operational amplifier U3 is connected to the positive voltage acquisition path. The positive voltage acquisition path and the negative voltage acquisition path are both provided with a voltage division network, an inverting proportional amplifier, and a clamping protection circuit. The first pin of the operational amplifier U3 is connected to the output conditioning circuit, and the other end of the output conditioning circuit is connected to the control module. The eighth pin of the operational amplifier U3 is connected to the power supply, and the fourth pin of the operational amplifier U3 is grounded digitally.

[0009] Further, the current acquisition module includes: a current sensor D6, a fuse F1, a MOS transistor, a signal conditioning network, and a power supply. The first / second pins of the current sensor D6 are connected to the fuse F1, and the other end of the fuse F1 is connected to the circuit to be acquired. The third / fourth pins of the current sensor D6 are connected to the MOS transistor. The MOS transistor is an input control switch. The fifth pin of the current sensor D6 is grounded digitally. The seventh pin of the current sensor D6 is connected to the signal conditioning network. The signal conditioning network is provided with a voltage division circuit, a filtering circuit, and a clamping diode. The signal conditioning network is connected to the control module. The eighth pin of the current sensor D6 is connected to the power supply.

[0010] Further, the temperature compensation module includes: an N-channel MOS transistor Q1 drive circuit and an N-channel MOS transistor Q3 drive circuit. The N-channel MOS transistor Q1 drive circuit is provided with an N-channel MOS transistor Q1, a gate drive circuit, and a drain path. The N-channel MOS transistor Q1 is a -30°C control unit. The N-channel MOS transistor Q1 is connected to the control module through the gate drive circuit and is connected to the DC-DC power supply module through the drain path. The N-channel MOS transistor Q3 drive circuit is provided with an N-channel MOS transistor Q3, a gate drive circuit, and a drain path. The N-channel MOS transistor Q3 is a 0°C control unit. The N-channel MOS transistor Q3 is connected to the control module through the gate drive circuit and is connected to the DC-DC power supply module through the drain path. The control module collects the real-time temperature of the box body through the temperature sensor module, controls the on / off of the N-channel MOS transistors Q1 and Q3, and adjusts the voltage output by the DC-DC power supply module, so as to realize the compensation and adjustment of the input voltage of the battery when the box body temperature is 0°C and -30°C.

[0011] Further, the status display module includes a standby power display button, a battery power indicator group, an operation indicator, a charging indicator, a fault indicator, and an output indicator; The battery power indicator group is composed of five LED lights. When a single LED light is on, it means that the battery storage capacity is 1 / 5. The operation indicator, the charging indicator, the output indicator, and the fault indicator have different light colors.

[0012] The second aspect of this application provides a self-charging battery management and warning method for railway freight cars, including: S1 The battery management system starts, the system is initialized, the host computer displays system information, and the status display module displays the initial system status; S2 The system conducts self-checks. If the system is normal, proceed to the next self-check. If the system fails, the status display module displays a system failure warning; S3 The system collects and detects the voltages and currents at the output end of the rectifier bridge, the input end and the output end of the battery. If normal, proceed to the next self-check. If there is a fault, the status display module displays a system failure warning; S4 The system collects whether the axle generator is overheated. If not overheated, proceed to the next self-check. If there is an overheating fault, the status display module displays a motor failure warning; S5 The system detects whether the forced charging signal is valid. If valid, proceed to the next self-check. If there is an invalid fault, the status display module displays a forced charging fault warning; S6 The system detects whether the charging, prohibition, and sleep signals are valid. If valid, proceed to the next self-check. If there is an invalid fault, execute step S2 after a 500 ms delay; S7 The system detects whether the battery is charging. If charging, the status display module displays normal charging. If charging stops, the status display module displays charging stop. If the battery is in sleep mode, the status display module displays system sleep. At this time, the system is in a low-power state, sleeping and waiting for wake-up.

[0013] Further, when the status display module displays the initial system status, the battery power indicator group lights up to display the power, the operation indicator lights up, and the charging indicator, fault indicator, and output indicator are all turned off. At this time, the battery stops charging and the battery does not supply power to the electrical load; When the status display module displays a system failure warning, the battery power indicator group lights up to display the power, and the operation indicator, charging indicator, fault indicator, and output indicator all flash. At this time, the battery stops charging and the battery supplies power to the electrical load; When the status display module displays an axle generator fault, the battery power indicator group, operation indicator, charging indicator, fault indicator, and forced indicator all flash. At this time, the battery stops charging and the battery does not supply power to the electrical load; When the status display module displays a forced charging fault warning, the battery power indicator group lights up to display the power, the operation indicator flashes, the charging indicator lights up, and the output indicator and fault indicator are all turned off. At this time, the axle generator charges the battery and the battery does not supply power to the electrical load; When the state display module shows normal charging, the battery power indicator group lights up to show the power, the operation indicator light and the charging indicator light both flash, the output indicator light lights up, and the fault indicator light goes out. At this time, the shaft generator charges the battery and the battery powers the electrical load. When the state display module stops showing charging, the battery power indicator group lights up to show the power, the operation indicator light and the output indicator light light up, and the charging indicator light and the fault indicator light both go out. At this time, the battery stops charging and the battery powers the electrical load. Furthermore, when the state display module shows system hibernation, the battery power indicator group, the operation indicator light, the charging indicator light, the fault indicator light and the output indicator light all go out. At this time, the battery stops charging and the battery does not power the electrical load.

[0014] Furthermore, the battery management system can be woken up by inputting commands from the upper computer, can be woken up passively by vehicle startup, and can also be woken up manually by a button; the detection of whether the shaft generator is overheated can also be carried out by inputting commands from the upper computer; the hibernation signal of the battery management system can also be manually operated by a button.

[0015] Due to the above technical solutions adopted by the present invention, it has the following beneficial effects: The self-charging battery management system for railway freight cars provided by the present invention integrates a shaft generator, a battery management box and an upper computer, realizes real-time monitoring and intelligent management of the operating state of railway freight cars. The system can accurately collect parameters such as the rotation direction and temperature of the shaft generator, and convert the mechanical energy of the vehicle into electrical energy through the shaft generator and store it in the battery. The control module combines multi-dimensional data such as voltage, current and temperature, dynamically adjusts the charging voltage, realizes temperature compensation and fault diagnosis, ensures the efficient charging and discharging of the battery under different working conditions, and the state display module and the upper computer interact to provide intuitive system state feedback, significantly improving the energy utilization efficiency and system reliability.

[0016] The management function of the present invention solves the problems that the traditional technology cannot carry out real-time monitoring and adaptive adjustment. Through the generator rotation direction identification module and the temperature compensation module, the system can accurately judge the operating state and optimize the charging strategy to avoid overcharging or undercharging. At the same time, the multi-level fault warning mechanism and the low-power hibernation mode extend the battery life and ensure uninterrupted power supply of railway freight cars in complex environments. This system not only improves the energy recovery efficiency, but also reduces the maintenance cost, providing reliable technical support for the intelligence and greening of railway freight. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention, form a part of this application, and do not constitute an improper limitation to the present invention. In the drawings: Figure 1 System block diagram of the present invention; Figure 2 Schematic diagram of the power management box body of the present invention; Figure 3 Circuit schematic diagram of operational amplifier U15 of the generator rotation direction identification module of the present invention; Figure 4 Circuit schematic diagram of the U-phase acquisition of operational amplifier U15 of the generator rotation direction identification module of the present invention; Figure 5 Circuit schematic diagram of the V-phase acquisition of operational amplifier U15 of the generator rotation direction identification module of the present invention; Figure 6 Circuit schematic diagram of the W-phase acquisition of operational amplifier U15 of the generator rotation direction identification module of the present invention; Figure 7 Circuit schematic diagram of operational amplifier U21 of the generator rotation direction identification module of the present invention; Figure 8 External signal circuit schematic diagram of the generator rotation direction identification module of the present invention Figure 9 Circuit schematic diagram of flip-flop U24 of the generator rotation direction identification module of the present invention; Figure 10 Circuit schematic diagram of the voltage acquisition module of the present invention; Figure 11 Circuit schematic diagram of the current acquisition module of the present invention; Figure 12 Circuit schematic diagram of the temperature compensation module of the present invention; Figure 13 Flowchart of the battery management warning method of the present invention. Detailed implementation manners

[0018] In order to make the objectives and advantages of the present invention clearer, the present invention will be further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0019] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present invention and do not limit the protection scope of the present invention.

[0020] It should be noted that in the description of the present invention, terms indicating directions or positional relationships such as "one end", "the other end", "inside", "outside", etc. are based on the directions or positional relationships shown in the drawings. This is only for convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0021] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0022] Embodiment 1 Please refer to Figure 1 and Figure 2 , this application provides an intelligent battery management system for railway freight cars, including: An axle-end generator that converts the mechanical energy of the movement of the railway freight car into electrical energy; A battery management box, which includes: a box body, a control module, a rectifier bridge, a DC-DC power module, a battery, a generator rotation direction identification module, a voltage acquisition module, a current acquisition module, a temperature sensor module, a temperature compensation module, and a status display module; A host computer that collects various parameter information of the system for real-time monitoring and fault diagnosis; The control module, rectifier bridge, battery, generator rotation direction identification module, voltage acquisition module, current acquisition module, and status display lamp group are assembled inside the box body; The control module collects the input signals of the generator rotation direction identification module, voltage acquisition module, current acquisition module, and temperature sensor module and reports them to the host computer, and controls whether the axle-end generator generates electricity, adjusts the charging voltage of the battery at different temperatures, and performs system fault detection, reporting, and local storage; The rectifier bridge converts the alternating current generated by the axle-end power generation module into direct current; The DC-DC power module converts the DC voltage output by the rectifier bridge into a specific charging voltage required by the battery; The battery is used to store the electrical energy converted by the axle-end generator and supply power to the electrical load, and a physical switch is provided on the battery; The generator rotation direction identification module collects the rotation direction of the axle-end generator and feeds it back to the control module; The voltage acquisition module collects the output voltage of the rectifier bridge, the input voltage and output voltage of the battery, and feeds them back to the control module; The current acquisition module collects the output current of the rectifier bridge, the input current and output current of the battery, and feeds them back to the control module; The temperature sensor module collects the temperature of the axle-end generator and the temperature of the box body and feeds them back to the control module; The temperature compensation module is used to compensate and regulate the voltage output by the DC-DC module; The status display module is driven by the host computer and displays according to different states of the system.

[0023] In this embodiment, further, the control module is provided with a three-phase acquisition interface, a communication module interface, a load connection port and a battery connection port. The three-phase acquisition interface measures the voltages and currents of the U phase, V phase and W phase of the shaft-end generator. The U, V, W three-phase acquisition input interfaces also acquire the rotational speed of the shaft-end generator. The communication module interface is electrically connected to the host computer for data interaction between the control module and the host computer. The control module controls the on / off of the connection between the electrical load and the battery through the load connection port, and controls the shaft-end generator to charge the battery through the battery connection port.

[0024] In this embodiment, further, the generator rotation direction identification module includes: a three-phase conditioning and synthesis module, a phase comparison module and a phase sequence detection module; The three-phase conditioning and synthesis module is provided with: a three-phase input signal conditioning unit, an operational amplifier U15 and an RC filter circuit. The U-phase input, V-phase input and W-phase input of the three-phase input signal conditioning unit are all provided with voltage dividing units and protection circuits. The 5 / 10 pins of the operational amplifier U15 are connected to the U-phase input, the 6th pin is connected to the V-phase input, and the 9th pin is connected to the W-phase input. The 7th pin of the operational amplifier U15 is connected to the output of the RC filter circuit for the UV composite signal, and the 8th pin of the operational amplifier U15 is connected to the output of the RC filter circuit for the UW composite signal; The phase comparison template is provided with: an operational amplifier U21 and an external signal unit. The 10 / 12 pins of the operational amplifier U21 receive the UV composite signal, and the 3 / 5 pins receive the UW composite signal. The external signal unit is a circuit combination of a power supply filter + signal conditioning + asynchronous reset signal generation, and is provided with a voltage dividing network circuit, a CD signal generation circuit and a filter circuit, and finally generates an external signal EXT_IN- and a CD signal. The external signal EXT_IN- is input to the 2 / 13 pins of the operational amplifier U21. The internal signal INT_IN- of the operational amplifier U21 is connected to a pull-down resistor through the 6 / 9 pins. The 1st pin of the operational amplifier U21 outputs the comparison result of the U / W phase and the external signal EXT_IN-, which is connected to the 9th pin of the flip-flop U24. The 14th pin of the operational amplifier U21 outputs the comparison result of the U / V phase and the external signal EXT_IN-, which is connected to the 5th pin of the flip-flop U24. The 7th pin of the operational amplifier U21 outputs the comparison result of the U / W phase and the internal signal INT_IN-, which is connected to the 3rd pin of the flip-flop U24. The 8th pin of the operational amplifier U21 outputs the comparison result of the U / V phase and the internal signal INT_IN-, which is connected to the 11th pin of the flip-flop U24; The phase sequence detection module is provided with: a trigger U24 and a steering state output unit. The 4th / 10th pins of the trigger U24 are simultaneously connected to the CD signal, and the 3rd / 5th / 9th / 11th pins are connected to the phase comparison result. A steering identification signal is generated according to the phase comparison result. The steering state output unit consists of two resistors R16 and R209 with the same resistance value. One end of the resistor 16 is connected to the 1st pin of the trigger U24 to output the left steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module. One end of the resistor R209 is connected to the 13th pin of the trigger U24 to output the right steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module; The control module determines the U / V / W phase sequence by detecting different level combinations of 00, 01, 10, 00 output by R16 / R209, and further identifies the forward / reverse rotation of the shaft-end generator.

[0025] Please refer to Figure 3 、 Figure 4 In this embodiment, a specific circuit connection method for the U-phase input of the generator steering identification module is provided. The 5th and 10th pins of the operational amplifier U15 are both connected to the output end of the resistor R104. One end of the resistor R117 is connected to the circuit between the resistor R104 and the operational amplifier U15, and the other end of the resistor R117 is grounded analogously. The input end of the resistor R104 is connected to the output end of R103. The negative electrode of the diode D35, the positive electrode of the diode D36, and one end of the resistor R113 are connected to the circuit between the resistor R103 and the resistor R104. The positive electrode of the diode D35, the negative electrode of the diode D36, and the other end of the resistor R113 are grounded analogously. The input end of the resistor R103 is connected to the output end of R95. The input end of the resistor R95 is connected to the output end of R90. The input end of the resistor R90 is connected to the output end of R89. The input end of the resistor R89 is connected to the output end of R87. The input end of the resistor R87 is connected to the U-phase of the shaft-end generator.

[0026] Among them, the circuit path of U-phase → resistor R87 → resistor R89 → resistor R90 → resistor R95 → resistor R103 → resistor R104 is the voltage division unit for U-phase input. The diodes D35, D36, and the resistor R113 constitute a clamping protection circuit. The function of the resistor R113 is to limit the transient current during diode clamping. The resistor R117 is a voltage division resistor used to adjust the signal amplitude input to the 5th / 10th pins of the operational amplifier U15 to avoid signal overstrength causing the operational amplifier to saturate.

[0027] Please refer to Figure 3 、 Figure 5, in this embodiment, a specific circuit connection mode for the V-phase input of the generator rotation direction recognition module is provided. The sixth pin of the operational amplifier U15 is connected to the output end of the resistor R82. The input end of the resistor R82 is connected to the output end of the R126. The negative electrode of the diode D37, the positive electrode of the diode D38, and one end of the resistor R156 are connected to the circuit between the resistor R126 and the resistor R82. The positive electrode of the diode D37, the negative electrode of the diode D38, and the other end of the resistor R156 are analog grounded. The input end of the resistor R126 is connected to the output end of the R123. The input end of the resistor R123 is connected to the output end of the R122. The input end of the resistor R122 is connected to the output end of the R1121. The input end of the resistor R121 is connected to the output end of the R120. The input end of the resistor R120 is connected to the V-phase of the shaft-end generator.

[0028] Among them, the circuit path of V-phase → resistor R120 → resistor R121 → resistor R122 → resistor R123 → resistor R126 → resistor R82 is the voltage division unit for the V-phase input. The diodes D37, D38, and R156 form a clamping protection circuit.

[0029] Please refer to Figure 3 、 Figure 6 , in this embodiment, a specific circuit connection mode for the W-phase input of the generator rotation direction recognition module is provided. The ninth pin of the operational amplifier U15 is connected to the output end of the resistor R81. The input end of the resistor R81 is connected to the output end of the resistor R71. The negative electrode of the diode D7, the positive electrode of the diode D34, and one end of the resistor R80 are connected to the circuit between the resistor R71 and the resistor R81. The positive electrode of the diode D7, the negative electrode of the diode D34, and the other end of the resistor R80 are analog grounded. The input end of the resistor R71 is connected to the output end of the resistor R70. The input end of the resistor R70 is connected to the output end of the resistor R69. The input end of the resistor R69 is connected to the output end of the resistor R68. The input end of the resistor R68 is connected to the output end of the resistor R65. The input end of the resistor R65 is connected to the W-phase of the shaft-end generator.

[0030] Among them, the circuit path of W-phase → resistor 65 → resistor R68 → resistor R69 → resistor R70 → resistor R71 → resistor R81 is the voltage division unit for the W-phase input. The diodes D7, D34, and the resistor R80 form a clamping protection circuit.

[0031] Please refer to Figure 3 and Figure 7, in this embodiment, a specific connection mode of the RC filter circuit of the generator steering recognition module is provided. A resistor R85 and a capacitor C61 are connected in parallel between the sixth and seventh pins of the operational amplifier U15. The seventh pin of the operational amplifier U15 is connected to one end of a resistor R106. The other end of the resistor R106 is connected to one end of a capacitor C70. The other end of the capacitor C70 is connected to the tenth and twelfth pins of the operational amplifier U21. One end of a resistor R119 is connected to the circuit between the capacitor C70 and the operational amplifier U21, and the other end of the resistor R119 is grounded analogously; the fourth pin of the operational amplifier U15 is connected to the 5V power supply, the 11th pin is grounded digitally. A resistor R86 and a capacitor C54 are connected in parallel between the eighth and ninth pins of the operational amplifier U15. The eighth pin of the operational amplifier U15 is connected to one end of a resistor R105. The other end of the resistor R105 is connected to one end of a capacitor C66. The other end of the capacitor C66 is connected to the third and fifth pins of the operational amplifier U21. One end of a resistor R118 is connected to the circuit between the capacitor C66 and the operational amplifier U21, and the other end of the resistor R118 is grounded analogously.

[0032] Among them, a resistor R85 and a capacitor C61 are connected in parallel between the 6th and 7th pins of the operational amplifier U15 to form an RC filter circuit. A resistor R86 and a capacitor C54 are connected in parallel between the 8th and 9th pins of the operational amplifier U15 to form an RC filter circuit. The 7th pin of the operational amplifier U15 is connected to the output UV composite signal of the RC filter circuit, which is transmitted to the operational amplifier U21 through the resistor R106 and the capacitor C70. The 8th pin of the operational amplifier U15 is connected to the output UW composite signal of the RC filter circuit, which is transmitted to the operational amplifier U21 through the resistor R105 and the capacitor C66.

[0033] Please refer to Figure 8 , in this embodiment, a specific circuit connection mode of the external signal unit of the phase comparison template of the generator steering recognition module is provided. One end of a resistor R161 is connected to the 5V power supply, and the other end is connected in parallel with a resistor R160 and a resistor R184. The other end of the resistor R160 outputs a signal EXT_IN-. The other end of the resistor 184 is connected in parallel with a resistor R197, the positive electrode of an electrolytic capacitor C86, and the negative electrode of an electrolytic capacitor C121, and is grounded analogously. The other end of the resistor R197 is connected to a resistor R208. The negative electrode of the electrolytic capacitor C86 is connected to the positive electrode of a diode D39. The positive electrode of the electrolytic capacitor C121 is connected to the positive electrode of an electrolytic capacitor C122. Digital ground is connected between the resistor R197 and the resistor R208. Digital ground is connected between the negative electrode of the electrolytic capacitor C86 and the positive electrode of the diode D39. The negative electrode of the electrolytic capacitor C122, the negative electrode of the diode D39, and the resistor R208 jointly output a signal CD.

[0034] Among them, the 5V power supply provides power input for the external signal unit. The resistor R161, resistor R160, and resistor R184 form a voltage division network circuit to generate the external signal EXT_IN-. The resistor R197, resistor R208, diode D39, and electrolytic capacitor C122 form the core circuit for generating the CD signal. The resistor R197 and resistor R208 form a charging delay network to control the rising time of the CD signal. The diode D39 is a clamping diode to prevent negative voltage of the CD signal. The electrolytic capacitor C122 is a charge and discharge capacitor to delay the level transition of the CD signal. The grounding terminals of the electrolytic capacitors C121 and C122 are isolated from the analog ground to reduce digital noise interference.

[0035] Please refer to Figure 7 、 Figure 9 In this embodiment, a specific circuit connection method of the phase comparison template operational amplifier U21 of the generator rotation direction identification module with the external signal unit and the flip-flop U24 is provided. The 10th / 12th pins of the operational amplifier U21 receive the UV composite signal, the 3rd / 5th pins receive the UW composite signal. The external signal EXT_IN- output by the external signal unit is input to the 2nd / 13th pins of the operational amplifier U21. The internal signal INT_IN- of the operational amplifier U21 is connected to a pull-down resistor through the 6th / 9th pins. The 1st pin of the operational amplifier U21 outputs the comparison result of U / W phase and the external signal EXT_IN-, which is connected to the 9th pin of the flip-flop U24. The 14th pin of the operational amplifier U21 outputs the comparison result of U / V phase and the external signal EXT_IN-, which is connected to the 5th pin of the flip-flop U24. The 7th pin of the operational amplifier U21 outputs the comparison result of U / W phase and the internal signal INT_IN-, which is connected to the 3rd pin of the flip-flop U24. The 8th pin of the operational amplifier U21 outputs the comparison result of U / V phase and the internal signal INT_IN-, which is connected to the 11th pin of the flip-flop U24. The 4th pin of the operational amplifier U21 is connected to the 5V power supply, and the 11th pin is grounded digitally.

[0036] Please refer to Figure 9, in this embodiment, a specific circuit connection mode of the phase sequence detection module of the generator steering recognition module is provided. The 14th pin of the flip-flop U24 is connected to the 5V power supply, the 6th / 7th / 8th pins of the flip-flop U24 are grounded digitally, the 4th / 10th pins of the flip-flop U24 are simultaneously connected to the CD signal, and the 3rd / 5th / 9th / 11th pins are connected to the phase comparison result. A steering identification signal is generated according to the phase comparison result. The steering state output unit is two resistors R16 and R209 with the same resistance value. One end of the resistor 16 is connected to the 1st pin of the flip-flop U24 to output the left steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module. One end of the resistor R209 is connected to the 13th pin of the flip-flop U24 to output the right steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module; the control module judges the U / V / W phase sequence by detecting different level combinations of 00, 01, 10, 00 output by R16 / R209, and further identifies the forward / backward rotation of the generator at the shaft end.

[0037] In this embodiment, further, the voltage acquisition module includes: an operational amplifier U3, a positive voltage acquisition path, a negative voltage acquisition path, an output conditioning circuit, and a power supply. The 2nd pin of the operational amplifier U3 is connected to the negative voltage acquisition path, and the 3rd pin of the operational amplifier U3 is connected to the positive voltage acquisition path. Both the positive voltage acquisition path and the negative voltage acquisition path are provided with a voltage division network, an inverting proportional amplifier, and a clamping protection circuit. The 1st pin of the operational amplifier U3 is connected to the output conditioning circuit, the other end of the output conditioning circuit is connected to the control module, the 8th pin of the operational amplifier U3 is connected to the power supply, and the 4th pin of the operational amplifier U3 is grounded digitally.

[0038] Please refer to Figure 10 , in this embodiment, a specific circuit connection mode of the voltage acquisition module is provided. The voltage acquisition module includes: an operational amplifier U3, resistors R10, R11, R12, R19, R21, R22, R23, R38, R39, R92, capacitors C17, C18, C19, C20, diodes D9, D10, D11, D12, D13; Among them, the 3rd pin of the operational amplifier U3 is connected to the output end of the resistor R11. The input end of the resistor R11 is connected to the output end of the resistor R38. The input end of the resistor R38 is connected to the output end of the resistor R10. The input end of the resistor R10 is connected to the positive electrode of the circuit to be collected. The voltage acquisition module forms a voltage division network through the resistor R10, the resistor R38, and the resistor R11 to perform voltage division processing on the collected positive voltage. In addition, the 3rd pin of the operational amplifier U3 is connected to the input end of the resistor R19 and one end of the capacitor C18. The output end of the resistor R19 is grounded digitally. The other end of the capacitor C18 is connected to the output end of the resistor R19. By adjusting the resistance value of R19, the amplification factor of the collected voltage is adjusted to form an inverting proportional amplifier. The positive electrode of the diode D9 is connected to the circuit between the resistor R19 and the resistor R11. The negative electrode of the diode D9 is connected to the 5V power supply. The negative electrode of the diode D11 is connected to the circuit between the resistor R19 and the resistor R11. The positive electrode of the diode D11 is grounded digitally to form a clamping protection circuit; The 2nd pin of the operational amplifier U3 is connected to the output end of the resistor R23. The input end of the resistor R23 is connected to the output end of the resistor R39. The input end of the resistor R39 is connected to the output end of the resistor R22. The input end of the resistor R22 is connected to the negative electrode of the circuit to be collected. The voltage acquisition module forms a voltage division network through the resistor R22, the resistor R39, and the resistor R23 to perform voltage division processing on the collected negative voltage. In addition, the 2nd pin of the operational amplifier U3 is connected to the input end of the resistor R21 and one end of the capacitor C19. The output end of the resistor R21 and the other end of the capacitor C19 are connected to the 1st pin of the operational amplifier U3. By adjusting the resistance value of R21, the amplification factor of the collected voltage is adjusted to form an inverting proportional amplifier. The positive electrode of the diode D12 is connected to the circuit between the resistor R239 and the 2nd pin of the operational amplifier U3. The negative electrode of the diode D12 is connected to the 5V power supply. The negative electrode of the diode D13 is connected to the circuit between the resistor R239 and the 2nd pin of the operational amplifier U3. The positive electrode of the diode D13 is grounded digitally to form a clamping protection circuit; The 1st pin of the operational amplifier U3 is connected to the input end of the resistor R12. The output end of the resistor R12 is connected to the input end of the resistor R92. The output end of the resistor R92 is connected to the voltage acquisition pin of the control module. The positive electrode of the diode D10 is connected to the circuit between the resistor R12 and the resistor R92. The negative electrode of the diode D10 is connected to the 3V power supply. One end of the capacitor C20 is connected to the circuit between the resistor R12 and the resistor R92. The other end of the capacitor C20 is grounded digitally. The 4th pin of the operational amplifier U3 is grounded digitally. The 8th pin of the operational amplifier U3 is connected to the battery and one end of the capacitor C17. The other end of the capacitor C17 is grounded digitally.

[0039] Among them, the first pin of operational amplifier U3, resistor R12, resistor R92, diode D10, and capacitor C20 form an output conditioning circuit. R12 and R92 perform secondary voltage division to further adapt to the input range of the control module. Diode D10 is an output clamping diode to protect the voltage input of the control module. Capacitor C20 is a filter capacitor at the output end to eliminate transient noise. The eighth pin of operational amplifier U3 is connected to the battery, capacitor C17 is a power supply decoupling capacitor, and the fourth pin of operational amplifier U3 is grounded digitally to ensure consistent signal reference levels.

[0040] In this embodiment, further, the current acquisition module includes: current sensor D6, fuse F1, MOS transistor, signal conditioning network, and power supply. The first / second pins of current sensor D6 are connected to fuse F1, the other end of fuse F1 is connected to the circuit to be acquired, the third / fourth pins of current sensor D6 are connected to the MOS transistor, the MOS transistor is an input control switch, the fifth pin of current sensor D6 is grounded digitally, the seventh pin of current sensor D6 is connected to the signal conditioning network, the signal conditioning network is provided with a voltage division circuit, a filter circuit, and a clamping diode, the signal conditioning network is connected to the control module, and the eighth pin of current sensor D6 is connected to the power supply.

[0041] Please refer to Figure 11 , in this embodiment, a specific circuit connection method of a current acquisition module is provided. The current acquisition module includes: current sensor D6, fuse F1, MOS transistor, resistor R42, resistor R43, battery chip U12, capacitor C15, capacitor C16, capacitor C46, and diode D26; Among them, the first / second pins of current sensor D6 are connected to fuse F1, the other end of fuse F1 is connected to the circuit to be acquired, the third / fourth pins of current sensor D6 are connected to the MOS transistor, the MOS transistor is an input control switch, the fifth pin of current sensor D6 is grounded digitally, the seventh pin of current sensor D6 is connected to the input end of resistor R42, the output end of resistor R42 is connected to the input end of resistor R43, the output end of resistor R43 is connected to the current acquisition pin of the control module. Capacitor C16, capacitor C46, and the positive pole of diode D26 are respectively connected to the circuit between resistor R42 and resistor R43. The other ends of capacitor C16 and capacitor C46 are grounded digitally. The negative pole of diode D26 is connected to the 3V power supply. The eighth pin of current sensor D6 is connected to battery chip U12 and capacitor C15, and the other end of capacitor C15 is grounded digitally.

[0042] Among them, resistor R42, resistor R43, capacitor C16, capacitor C46 and diode D26 form a signal conditioning network. The resistor R42 and resistor R43 adjust the output signal amplitude of the 7th pin of current sensor D6 to adapt to the input range of the control module. The capacitor C16 and capacitor C46 form a low-pass filter circuit to filter out high-frequency noise. The diode D26 is a clamping diode to limit the output signal and prevent overvoltage from damaging the control module. The battery chip U12 is the power supply, and the capacitor C15 is the power supply decoupling capacitor. The 5th pin of the current sensor D6 is digitally grounded to provide a signal reference level.

[0043] In this embodiment, further, the temperature compensation module includes: an N-channel MOS transistor Q1 drive circuit and an N-channel MOS transistor Q3 drive circuit. The N-channel MOS transistor Q1 drive circuit is provided with an N-channel MOS transistor Q1, a gate drive circuit and a drain path. The N-channel MOS transistor Q1 is a -30°C control unit. The N-channel MOS transistor Q1 is connected to the control module through the gate drive circuit and connected to the DC-DC power module through the drain path. The N-channel MOS transistor Q3 drive circuit is provided with an N-channel MOS transistor Q3, a gate drive circuit and a drain path. The N-channel MOS transistor Q3 is a 0°C control unit. The N-channel MOS transistor Q3 is connected to the control module through the gate drive circuit and connected to the DC-DC power module through the drain path. The control module collects the real-time temperature of the box body through the temperature sensor module, controls the on and off of the N-channel MOS transistors Q1 and Q3, and adjusts the voltage output by the DC-DC power module to realize the compensation adjustment of the input voltage of the battery when the box body temperature is 0°C and -30°C.

[0044] Please refer to Figure 12 , in this embodiment, a specific circuit connection method of the temperature compensation module is provided. The temperature compensation module includes: an N-channel MOS transistor Q1, an N-channel MOS transistor Q3, a resistor R1, a resistor R115, a resistor R17, a resistor R18, a resistor R2, a resistor R3, a resistor R4, and a resistor R44; Among them, the N-channel MOS transistor Q1 is a -30°C control unit. The gate of the N-channel MOS transistor Q1 is simultaneously connected to the output ends of the resistor R17 and the resistor R18. The input end of the resistor R18 is connected to the resistor R44, and the other end of the resistor R44 is digitally grounded. In addition, the input end of the resistor R18 is connected to the general input / output pin of the control module. The source of the N-channel MOS transistor Q1 is digitally grounded. The drain of the N-channel MOS transistor Q1 is connected to the input end of the resistor R2, and the output end of the resistor R2 is connected to the DC-DC power module; Among them, the general input / output pin of the control module, resistor R44, resistor R18, and the gate of Q1 form a gate drive circuit. Resistor R17 is a pull-down resistor to ensure a clear gate level when turned off. Resistors R44 and R18 limit the gate current to prevent overshoot. When Q1 conducts, resistor R2 is grounded to adjust the DC-DC output voltage and form a drain path; The N-channel MOS transistor Q3 is a 0°C control unit. The gate of the N-channel MOS transistor Q3 is connected to the output terminals of resistor R3 and resistor R115 at the same time. The input terminal of the resistor R115 is connected to the resistor R4, and the other end of the resistor R4 is grounded digitally. In addition, the input terminal of the resistor R115 is connected to the general input / output pin of the control module. The source of the N-channel MOS transistor Q3 is grounded digitally, and the drain of the N-channel MOS transistor Q3 is connected to the input terminal of the resistor R1. The output terminal of the resistor R1 is connected to the DC-DC power module; Among them, the general input / output pin of the control module, resistor 4, resistor R115, and the gate of Q3 form a gate drive circuit. Resistor R3 is a pull-down resistor to ensure a clear gate level when turned off. Resistors R4 and R115 limit the gate current to prevent overshoot. When Q3 conducts, resistor R1 is grounded to adjust the DC-DC output voltage and form a drain path; The control module collects the real-time temperature of the box body through the temperature sensor module, controls the on / off of the N-channel MOS transistors Q1 and Q3, respectively controls the grounding of resistors R2 and R1, adjusts the voltage level output by the DC-DC power module, and realizes the compensation adjustment of the input voltage of the battery when the box body temperature is 0°C and -30°C.

[0045] In this embodiment, further, please refer to Figure 1 , the status display module includes a standby power display button, a battery power indicator group, an operation indicator, a charging indicator, a fault indicator, and an output indicator; the battery power indicator group consists of five LED lights, and the lighting of a single LED light indicates that the battery storage capacity is 1 / 5; the lighting colors of the operation indicator, the charging indicator, the output indicator, and the fault indicator are all different.

[0046] Embodiment 2 Please refer to Figure 13 , this application provides a self-charging battery management and warning method for railway freight cars, including: S1 The battery management system is started, the system is initialized, the upper computer displays the system information, and the status display module displays the initial state of the system; S2 The system performs self-check. If the system is normal, the next self-check is performed. If the system fails, the status display module performs a system fault warning display; The S3 system collects the voltages and currents at the output end of the rectifier bridge, the input end and the output end of the battery for detection. If normal, the next self-check is carried out. If there is a fault, the status display module gives a system fault warning display; The S4 system collects whether the shaft-end generator is overheated. If not overheated, the next self-check is carried out. If there is an overheating fault, the status display module gives a motor fault warning display; The S5 system detects whether the forced charging signal is valid. If valid, the next self-check is carried out. If there is an invalid fault, the status display module gives a forced charging fault warning display; The S6 system detects whether the charging, prohibition, and sleep signals are valid. If valid, the next self-check is carried out. If there is an invalid fault, the S2 step is executed after a 500ms delay; The S7 system detects whether the battery is charging. If charging, the status display module gives a normal charging display. If charging stops, the status display module gives a charging stop display. If the battery is in sleep mode, the status display module gives a system sleep display. At this time, the system is in a low-power state, sleeping standby, waiting to be woken up.

[0047] It should be further noted in this method that when the status display module shows the system initial state, the battery power indicator group lights up to show the power, the operation indicator light lights up, and the charging indicator light, the fault indicator light, and the output indicator light are all off. At this time, the battery stops charging and the battery does not supply power to the electrical load; When the status display module gives a system fault warning display, the battery power indicator group lights up to show the power, and the operation indicator light, the charging indicator light, the fault indicator light, and the output indicator light all flash. At this time, the battery stops charging and the battery supplies power to the electrical load; When the status display module shows a shaft-end generator fault, the battery power indicator group, the operation indicator light, the charging indicator light, the fault indicator light, and the forced indicator light all flash. At this time, the battery stops charging and the battery does not supply power to the electrical load; When the status display module gives a forced charging fault warning display, the battery power indicator group lights up to show the power, the operation indicator light flashes, the charging indicator light lights up, and the output indicator light and the fault indicator light are both off. At this time, the shaft-end generator charges the battery and the battery does not supply power to the electrical load; When the status display module gives a normal charging display, the battery power indicator group lights up to show the power, the operation indicator light and the charging indicator light both flash, the output indicator light lights up, and the fault indicator light is off. At this time, the shaft-end generator charges the battery and the battery supplies power to the electrical load; When the status display module gives a charging stop display, the battery power indicator group lights up to show the power, the operation indicator light and the output indicator light light up, and the charging indicator light and the fault indicator light are both off. At this time, the battery stops charging and the battery supplies power to the electrical load; When the state display module system is in the sleep display state, the battery power indicator group, the operation indicator, the charging indicator, the fault indicator, and the output indicator are all turned off. At this time, the battery stops charging and does not supply power to the electrical load.

[0048] In this method, it should be further noted that the battery management system can be awakened by inputting commands from the host computer, can be awakened passively by starting the vehicle, or can also be manually awakened by a button; the detection of whether the shaft-end generator is overheated can also be performed by inputting commands from the host computer; the sleep signal of the battery management system can also be manually operated by a button.

[0049] So far, the technical solution of the present invention has been described in conjunction with the preferred embodiments shown in the drawings. However, it should be noted that those skilled in the art can easily understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of the present invention.

Claims

1. An intelligent battery management system for railway freight cars, characterized in that, Comprising: An axle-end generator that converts the mechanical energy of the movement of a railway freight car into electrical energy; A battery management box, which includes: a box body, a control module, a rectifier bridge, a DC-DC power module, a battery, a generator rotation direction identification module, a voltage acquisition module, a current acquisition module, a temperature sensor module, a temperature compensation module, and a status display module; A host computer that collects various parameter information of the system for real-time monitoring and fault diagnosis; The control module, rectifier bridge, battery, generator rotation direction identification module, voltage acquisition module, current acquisition module, and status display lamp group are assembled inside the box body; The control module collects the input signals of the generator rotation direction identification module, voltage acquisition module, current acquisition module, and temperature sensor module and reports them to the host computer, controls whether the axle-end generator generates electricity, adjusts the charging voltage of the battery at different temperatures, and performs system fault detection, reporting, and local storage; The rectifier bridge converts the alternating current generated by the axle-end power generation module into direct current; The DC-DC power module converts the DC voltage output by the rectifier bridge into a specific charging voltage required by the battery; The battery is used to store the electrical energy converted by the axle-end generator and supply power to the electrical load, and the battery is provided with a physical switch; The generator rotation direction identification module collects the rotation direction of the axle-end generator and feeds it back to the control module; The voltage acquisition module collects the output voltage of the rectifier bridge, the input voltage and output voltage of the battery, and feeds them back to the control module; The current acquisition module collects the output current of the rectifier bridge, the input current and output current of the battery, and feeds them back to the control module; The temperature sensor module collects the temperature of the axle-end generator and the temperature of the box body and feeds them back to the control module; The temperature compensation module is used to compensate and adjust the voltage output by the DC-DC module; The status display module is driven by the host computer and displays according to different states of the system.

2. The intelligent battery management system for a railway freight car according to claim 1, wherein: The control module is provided with a three-phase acquisition interface, a communication module interface, a load connection port, and a battery connection port. The three-phase acquisition interface measures the voltages and currents of the U phase, V phase, and W phase of the axle-end generator. The U, V, and W three-phase acquisition input interfaces also collect the rotation speed of the axle-end generator. The communication module interface is electrically connected to the host computer for data interaction between the control module and the host computer. The control module controls the on / off of the connection between the electrical load and the battery through the load connection port and controls the axle-end generator to charge the battery through the battery connection port.

3. The intelligent battery management system for a railway freight car according to claim 1, characterized in that: The generator rotation direction identification module includes: a three-phase conditioning and synthesis module, a phase comparison module, and a phase sequence detection module; The three-phase conditioning and synthesizing module is provided with: a three-phase input signal conditioning unit, an operational amplifier U15, and an RC filtering circuit. The U-phase input, V-phase input, and W-phase input of the three-phase input signal conditioning unit are all provided with voltage dividing units and protection circuits. The 5 / 10th pins of the operational amplifier U15 are connected to the U-phase input, the 6th pin is connected to the V-phase input, and the 9th pin is connected to the W-phase input. The 7th pin of the operational amplifier U15 is connected to the output of the RC filtering circuit for the UV synthesized signal, and the 8th pin of the operational amplifier U15 is connected to the output of the RC filtering circuit for the UW synthesized signal; The phase comparison template is provided with: an operational amplifier U21 and an external signal unit. The 10 / 12th pins of the operational amplifier U21 receive the UV synthesized signal, and the 3 / 5th pins receive the UW synthesized signal. The external signal unit is a circuit combination of power supply filtering + signal conditioning + asynchronous reset signal generation, and is provided with a voltage dividing network circuit, a CD signal generation circuit, and a filtering circuit, and finally generates an external signal EXT_IN- and a CD signal. The external signal EXT_IN- is input to the 2 / 13th pins of the operational amplifier U21. The internal signal INT_IN- of the operational amplifier U21 is connected to a pull-down resistor through the 6 / 9th pins. The 1st pin of the operational amplifier U21 outputs the comparison result between the U / W phase and the external signal EXT_IN-, and is connected to the 9th pin of the flip-flop U24. The 14th pin of the operational amplifier U21 outputs the comparison result between the U / V phase and the external signal EXT_IN-, and is connected to the 5th pin of the flip-flop U24. The 7th pin of the operational amplifier U21 outputs the comparison result between the U / W phase and the internal signal INT_IN-, and is connected to the 3rd pin of the flip-flop U24. The 8th pin of the operational amplifier U21 outputs the comparison result between the U / V phase and the internal signal INT_IN-, and is connected to the 11th pin of the flip-flop U24; The phase sequence detection module is provided with: a flip-flop U24 and a steering state output unit. The 4 / 10th pins of the flip-flop U24 are simultaneously connected to the CD signal, and the 3 / 5 / 9 / 11th pins are connected to the phase comparison results, and a steering identification signal is generated according to the phase comparison results. The steering state output unit is two resistors R16 and R209 with the same resistance value. One end of the resistor 16 is connected to the 1st pin of the flip-flop U24 to output a left steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module. One end of the resistor R209 is connected to the 13th pin of the flip-flop U24 to output a right steering identification signal, and the other end is connected to the general-purpose input / output pin of the control module; The control module judges the U / V / W phase sequence by detecting different level combinations of 00, 01, 10, 00 output by R16 / R209, and further identifies the forward / reverse rotation of the shaft-end generator.

4. The intelligent battery management system for a railway freight car according to claim 1, wherein: The voltage acquisition module includes: operational amplifier U3, positive voltage acquisition path, negative voltage acquisition path, output conditioning circuit and power supply. The second pin of operational amplifier U3 is connected to the negative voltage acquisition path, and the third pin of operational amplifier U3 is connected to the positive voltage acquisition path. Both the positive voltage acquisition path and the negative voltage acquisition path are provided with voltage division networks, inverting proportional amplifiers and clamping protection circuits. The first pin of operational amplifier U3 is connected to the output conditioning circuit, and the other end of the output conditioning circuit is connected to the control module. The eighth pin of operational amplifier U3 is connected to the power supply, and the fourth pin of operational amplifier U3 is grounded digitally.

5. The intelligent battery management system for a railway freight car according to claim 1, characterized in that: The current acquisition module includes: current sensor D6, fuse F1, MOS transistor, signal conditioning network and power supply. The first / second pins of current sensor D6 are connected to fuse F1, and the other end of fuse F1 is connected to the circuit to be acquired. The third / fourth pins of current sensor D6 are connected to the MOS transistor. The MOS transistor is an input control switch. The fifth pin of current sensor D6 is grounded digitally. The seventh pin of current sensor D6 is connected to the signal conditioning network. The signal conditioning network is provided with a voltage division circuit, a filtering circuit and a clamping diode. The signal conditioning network is connected to the control module. The eighth pin of current sensor D6 is connected to the power supply.

6. The intelligent battery management system for a railway freight car according to claim 1, characterized in that: The temperature compensation module includes: N-channel MOS transistor Q1 drive circuit and N-channel MOS transistor Q3 drive circuit. The N-channel MOS transistor Q1 drive circuit is provided with N-channel MOS transistor Q1, gate drive circuit and drain path. The N-channel MOS transistor Q1 is a -30°C control unit. The N-channel MOS transistor Q1 is connected to the control module through the gate drive circuit and connected to the DC-DC power supply module through the drain path. The N-channel MOS transistor Q3 drive circuit is provided with N-channel MOS transistor Q3, gate drive circuit and drain path. The N-channel MOS transistor Q3 is a 0°C control unit. The N-channel MOS transistor Q3 is connected to the control module through the gate drive circuit and connected to the DC-DC power supply module through the drain path. The control module collects the real-time temperature of the box body through the temperature sensor module, controls the on / off of N-channel MOS transistors Q1 and Q3, and adjusts the voltage output by the DC-DC power supply module, so as to realize the compensation and adjustment of the input voltage of the battery when the temperature of the box body is 0°C and -30°C.

7. The intelligent battery management system for a railway freight car according to claim 1, characterized in that: The status display module includes a standby power display button, a battery power indicator group, an operation indicator, a charging indicator, a fault indicator and an output indicator. The battery power indicator group consists of five LED lights. The lighting of a single LED light indicates that the battery storage capacity is 1 / 5. The lighting colors of the operation indicator, the charging indicator, the output indicator and the fault indicator are all different.

8. A self-charging battery management and warning method for railway freight cars, characterized in that, Include: S1 The battery management system is started, the system is initialized, the host computer displays the system information, and the status display module displays the initial state of the system. S2 The system performs self-check. If the system is normal, the next self-check is performed. If the system fails, the status display module performs a system fault warning display. The S3 system collects and detects the voltages and currents at the output end of the rectifier bridge, the input end and the output end of the battery. If normal, it proceeds to the next self-check. If there is a fault, the status display module gives a system fault warning display. The S4 system collects whether the shaft generator is overheated. If not overheated, it proceeds to the next self-check. If there is an overheating fault, the status display module gives a motor fault warning display. The S5 system detects whether the forced charging signal is valid. If valid, it proceeds to the next self-check. If there is an invalid fault, the status display module gives a forced charging fault warning display. The S6 system detects whether the charging, inhibit, and sleep signals are valid. If valid, it proceeds to the next self-check. If there is an invalid fault, it executes step S2 after a 500 ms delay. The S7 system detects whether the battery is charging. If charging, the status display module gives a normal charging display. If charging stops, the status display module gives a charging stop display. If the battery is in sleep mode, the status display module gives a system sleep display. At this time, the system is in a low-power state, sleeping and waiting for wake-up.

9. A self-charging battery management and warning method for a railway freight car according to claim 8, characterized in that: When the status display module shows the system initial state, the battery power indicator group lights up to show the power, the operation indicator light lights up, and the charging indicator light, the fault indicator light, and the output indicator light are all off. At this time, the battery stops charging and does not supply power to the electrical load. When the status display module gives a system fault warning display, the battery power indicator group lights up to show the power, and the operation indicator light, the charging indicator light, the fault indicator light, and the output indicator light all flash. At this time, the battery stops charging and supplies power to the electrical load. When the status display module shows a shaft generator fault, the battery power indicator group, the operation indicator light, the charging indicator light, the fault indicator light, and the forced indicator light all flash. At this time, the battery stops charging and does not supply power to the electrical load. When the status display module gives a forced charging fault warning display, the battery power indicator group lights up to show the power, the operation indicator light flashes, the charging indicator light lights up, and the output indicator light and the fault indicator light are both off. At this time, the shaft generator charges the battery and the battery does not supply power to the electrical load. When the status display module gives a normal charging display, the battery power indicator group lights up to show the power, the operation indicator light and the charging indicator light both flash, the output indicator light lights up, and the fault indicator light is off. At this time, the shaft generator charges the battery and the battery supplies power to the electrical load. When the status display module gives a charging stop display, the battery power indicator group lights up to show the power, the operation indicator light and the output indicator light light up, and the charging indicator light and the fault indicator light are both off. At this time, the battery stops charging and supplies power to the electrical load. When the status display module gives a system sleep display, the battery power indicator group, the operation indicator light, the charging indicator light, the fault indicator light, and the output indicator light are all off. At this time, the battery stops charging and does not supply power to the electrical load.

10. A self-charging battery management and warning method for a railway freight car according to claim 8, characterized in that: The battery management system can be woken up by inputting commands from the upper computer, can be woken up passively when the vehicle starts, and can also be woken up manually by pressing a button; the detection of whether the shaft generator is overheated can also be performed by inputting commands from the upper computer; the sleep signal of the battery management system can also be manually operated by pressing a button.

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