Fireproof partition system, method and device for energy storage system of railway vehicle and medium

Abstract

The invention discloses a fireproof partition system, method and device of a rail vehicle energy storage system and a medium, relates to the technical field of rail traffic, and provides the fireproof partition system of the rail vehicle energy storage system in order to solve the problem that an effective fireproof scheme is lacked in a space-first application scene of the rail vehicle energy storage system at present. Fireproof protection of the energy storage system is achieved through the air door arranged at the ventilation and heat dissipation air opening of the energy storage system, and the air door and the energy storage system hardly occupy extra space. And closing control over the air door is fused with an original fault processing mechanism of the train, additional control module arrangement is omitted, and occupied space is further reduced. Therefore, the system provides an effective protection scheme for the fire prevention problem of the rail vehicle energy storage system in a scene with extremely limited space. The energy storage system can be additionally arranged on the railway vehicle on the premise that the requirement of the railway traffic for the fireproof safety level is guaranteed.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a fireproof isolation system, method, device and medium for a rail vehicle energy storage system. Background Technology

[0002] With the development of rail transit technology, people have increasingly higher requirements for the environmental protection of vehicles. In recent years, power batteries, mainly based on energy storage systems such as supercapacitors and lithium batteries, have been increasingly widely used in the rail transit field due to their green and environmentally friendly advantages. Adding energy storage systems to rail vehicles can achieve the goal of environmentally friendly and low-carbon transportation, while also reducing the track costs associated with the rail vehicle's overhead contact system.

[0003] However, the lifespan of energy storage systems such as supercapacitors and lithium batteries is related to their operating temperature, necessitating the installation of ventilation vents to reduce this temperature. Furthermore, rail vehicles impose stringent fire protection requirements on critical electrical equipment. For energy storage systems like supercapacitors and lithium batteries, the compliance of their protection ratings directly impacts the safety of high-voltage electrical cabinets within the rail vehicle. Therefore, fire-resistant devices must be added to the ventilation vents of energy storage systems to meet fire safety standards.

[0004] However, due to the limited space in rail vehicles, there are strict requirements on the size of energy storage systems such as supercapacitors and lithium batteries, as well as their supporting hardware. Currently, there is a lack of fire protection solutions that can be applied to energy storage systems in such confined spaces as rail vehicles, which means that there are still potential safety hazards when energy storage systems are installed in rail vehicles.

[0005] Therefore, those skilled in the art urgently need a fireproof partition system for rail vehicle energy storage systems to solve the problem of the lack of an effective fireproof solution in the space-priority application scenario of rail vehicle energy storage systems. Summary of the Invention

[0006] The purpose of this application is to provide a fireproof isolation system, method, device and medium for rail vehicle energy storage systems, in order to solve the problem of the lack of an effective fireproof solution in the space-priority application scenario of rail vehicle energy storage systems.

[0007] To address the aforementioned technical problems, this application provides a fireproof isolation system for a rail vehicle energy storage system, comprising: an air damper, a fireproof isolation valve, and a control module;

[0008] The damper is located at the ventilation and heat dissipation vent of the energy storage system; the fireproof isolation valve is located at the damper and is connected to the damper via a mechanical transmission structure; the controlled end of the fireproof isolation valve is connected to the control module and is used to: drive the damper to move in response to the control command sent by the control module, so as to control the opening or closing of the damper;

[0009] The control module is any control unit in the rail vehicle, used to output a control command to close the damper when the energy storage system issues an abnormal message or triggers a protection action.

[0010] In one optional embodiment, the control module includes: a train control and management system in the rail vehicle, and an energy storage system control unit in the energy storage system;

[0011] It also includes: intermediate relays;

[0012] The energy storage system control unit is connected to the fireproof isolation valve through the contact portion of the intermediate relay; the coil portion of the intermediate relay is connected to the energy storage system; wherein, the contact portion of the intermediate relay closes when the coil portion is energized.

[0013] Both the train control and management system and the energy storage system control unit are used to output a control command to close the damper when the energy storage system issues abnormal information or triggers a protection action.

[0014] The energy storage system control unit is also configured to: control the energy storage system to stop supplying power to the coil portion of the intermediate relay when the train control and management system is in normal operating condition; and control the energy storage system to supply power to the coil portion of the intermediate relay when the train control and management system is in abnormal operating condition.

[0015] In one optional embodiment, the fireproof isolation valve is a spring-reset actuator;

[0016] The spring reset actuator controls the damper to be in the closed state by default.

[0017] In one optional embodiment, it further includes: a temperature detection module;

[0018] The temperature detection module is installed in the energy storage system and is used to detect the temperature in the energy storage system.

[0019] The control module is connected to the temperature detection module and is also used to: output a control command to close the damper when the temperature detected by the temperature detection module exceeds the temperature threshold.

[0020] In one optional embodiment, the temperature detection module is a temperature sensing probe and / or a reusable temperature sensing cable;

[0021] The reusable temperature-sensing cable triggers a short circuit when the ambient temperature exceeds the temperature threshold, in order to return a specific level signal to the control module.

[0022] In one alternative embodiment, the damper includes: a hinge, a filter screen, a filter screen latch, a hinge chain, and a hinge linkage shaft;

[0023] The fireproof isolation valve is rigidly connected to the hinge linkage shaft through a mechanical transmission structure, and is used to drive the hinge linkage shaft to control the opening or closing of the damper.

[0024] In one optional embodiment, there are multiple fireproof isolation valves, and the damper includes at least one inlet damper and at least one outlet damper.

[0025] Each fireproof isolation valve is configured in a corresponding manner to the air damper, and each fireproof isolation valve responds uniformly to the control command output by the control module.

[0026] To address the aforementioned technical problems, this application also provides a fireproof partition method for a rail vehicle energy storage system, applied to the fireproof partition system of the rail vehicle energy storage system described above; the method includes:

[0027] Obtain the protection status of the fuses located at the positive and negative terminals of the energy storage system, and determine whether the energy storage system has issued any abnormal information;

[0028] If any of the aforementioned fuses is detected to have triggered the fuse protection, or if the energy storage system issues an abnormal signal, the damper will be closed via the fireproof isolation valve.

[0029] Otherwise, the damper is opened by controlling the fireproof isolation valve.

[0030] In one optional embodiment, the control module includes: a train control and management system in the rail vehicle, and an energy storage system control unit in the energy storage system; the fireproof isolation system of the rail vehicle energy storage system further includes: an intermediate relay; the energy storage system control unit is connected to the fireproof isolation valve through the contact portion of the intermediate relay; the coil portion of the intermediate relay is connected to the energy storage system; wherein, the contact portion of the intermediate relay closes when the coil portion is energized;

[0031] The method also includes:

[0032] The energy storage system control unit detects whether there are any abnormalities in the train control and management system.

[0033] If an abnormality occurs, the energy storage system control unit will control the energy storage system to supply power to the intermediate relay, and the energy storage system control unit will take over the functions of the control module.

[0034] In one optional embodiment, the fireproof isolation system of the rail vehicle energy storage system further includes: a temperature detection module; the temperature detection module is disposed in the energy storage system; and the control module is connected to the temperature detection module.

[0035] The method also includes:

[0036] Obtain the temperature information returned by the temperature detection module;

[0037] When the temperature in the energy storage system exceeds the temperature threshold based on the temperature information, the damper is closed by controlling the fireproof isolation valve.

[0038] In one optional embodiment, the control module includes: a train control and management system in a rail vehicle;

[0039] The method further includes:

[0040] After the rail vehicle is powered on, check whether the damper is in the open position; if not, report a fault.

[0041] If so, a control command to close the damper is sent to the fireproof isolation valve, and the damper is checked to see if it is closed; otherwise, a fault is reported.

[0042] If so, a control command to open the damper is sent to the fireproof isolation valve, and the damper is checked to see if it is open; otherwise, a fault is reported; if so, the damper self-test is confirmed to have passed.

[0043] In an optional embodiment, it further includes:

[0044] Upon receiving a command to open the damper from the human-machine interface device, the fireproof isolation valve controls the damper to open.

[0045] Upon receiving a damper closing command from the human-machine interface device, the damper is closed via the fireproof isolation valve.

[0046] To address the aforementioned technical problems, this application also provides a fireproof isolation device for a rail vehicle energy storage system, comprising:

[0047] An anomaly detection module is used to obtain the protection status of the fuses installed at the positive and negative terminals of the energy storage system, and to determine whether the energy storage system has issued an anomaly message.

[0048] The fire protection module is used to control the damper to close via the fireproof isolation valve if any of the fuses is detected to have triggered the fuse protection or if the energy storage system issues an abnormal signal; otherwise, it triggers the ventilation control module.

[0049] The ventilation control module is used to control the opening of the damper through the fireproof isolation valve.

[0050] To address the aforementioned technical problems, this application also provides a fireproof isolation device for a rail vehicle energy storage system, comprising:

[0051] Memory, used to store computer programs;

[0052] A processor is used to execute the computer program to implement the steps of the fireproof isolation method for the rail vehicle energy storage system as described above.

[0053] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the fireproof isolation method for the rail vehicle energy storage system as described above.

[0054] This application provides a fireproof isolation system for a rail vehicle energy storage system, which achieves fire protection for the energy storage system through dampers installed at the ventilation and heat dissipation vents of the system. Each damper is equipped with a fireproof isolation valve to control its opening and closing. When the damper is open, the energy storage system can ventilate normally, reducing the ambient temperature to ensure its service life. When the damper is closed, the ventilation and heat dissipation vents are isolated from the outside, preventing flames from spreading into or from the energy storage system to the outside, thus achieving fireproof isolation protection. The opening and closing control of the dampers is implemented by any control unit within the rail vehicle, such as the Train Control and Management System (TCMS) or the Energy Storage System Control System (CMS). Furthermore, this system integrates the damper closing control with the train's original fault handling mechanism, promptly closing the dampers to achieve fireproof isolation protection when the energy storage system malfunctions or triggers a protection action. In summary, the fireproof isolation scheme implemented in this system requires only a damper and a fireproof isolation valve in terms of hardware. The damper is located at the ventilation and heat dissipation vents of the energy storage system, and the fireproof isolation valve is located at the damper; both components occupy almost no additional space. Furthermore, because this system effectively integrates the opening and closing control of the damper with the existing train fault handling mechanism, it ensures effective fireproof isolation protection without manual intervention. Moreover, it eliminates the need for additional control modules, requiring only the reuse of existing control units in the rail vehicle, further reducing space requirements. Therefore, this system provides an effective protection solution for fire prevention in the extremely space-constrained scenario of rail vehicle energy storage systems.

[0055] The fireproof isolation method, device, and computer-readable storage medium for the rail vehicle energy storage system provided in this application correspond to the aforementioned system and have the same effect. Attached Figure Description

[0056] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 A structural diagram of a fireproof partition system for a rail vehicle energy storage system provided in an embodiment of the present invention;

[0058] Figure 2(a) is a front view of an air damper provided in an embodiment of the present invention;

[0059] Figure 2(b) is a top view of a damper provided in an embodiment of the present invention;

[0060] Figure 2(c) is a rear view of a damper provided in an embodiment of the present invention;

[0061] Figure 3 A connection diagram of an intermediate relay provided in an embodiment of the present invention;

[0062] Figure 4 A flowchart illustrating a fireproof isolation method for a rail vehicle energy storage system provided in an embodiment of the present invention;

[0063] Figure 5 This is a control structure diagram of a fireproof isolation method for an energy storage system of a rail vehicle provided in an embodiment of the present invention;

[0064] Among them, 1 is the damper, 11 is the hinge, 12 is the filter screen, 13 is the filter screen latch, 14 is the hinge, 15 is the hinge linkage shaft, 2 is the fireproof isolation valve, 3 is the control module, 4 is the temperature detection module, and 5 is the power supply and switch signal line. Detailed Implementation

[0065] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0066] The core of this application is to provide a fireproof isolation system, method, device and medium for energy storage systems of rail vehicles.

[0067] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0068] Currently, in the rail transit sector, space within rail vehicles is extremely limited. Especially after the added energy storage system occupies a significant portion of the space, meeting the fire safety requirements of rail vehicles without increasing the system's volume has become a major obstacle to its installation. For example, according to existing rail transit fire safety standards, lithium-ion battery casings must be larger than 2m². 3 It should meet the requirement that the specimen maintains its fire resistance integrity for 15 minutes during the fire resistance limit test (i.e., E15 requirement of EN 45545-3).

[0069] To address the aforementioned problems, this application provides a fireproof isolation system for a rail vehicle energy storage system, such as... Figure 1 As shown, the system includes: a damper 1, a fireproof isolation valve 2, and a control module 3. The damper 1 is located at the ventilation and heat dissipation vent of the energy storage system; the fireproof isolation valve 2 is located at the damper 1 and is connected to the damper 1 via a mechanical transmission structure; the controlled end of the fireproof isolation valve 2 is connected to the control module 3 and is used to: respond to control commands sent by the control module 3 to drive the damper 1 to operate, thereby controlling the opening or closing of the damper 1. The control module 3 can be any control unit in the rail vehicle and is used to: output control commands to close the damper 1 when the energy storage system issues abnormal information or triggers a protection action.

[0070] First, the aforementioned damper 1 is a door structure that can control the opening or closing of an opening. Common types include louvers and fan-blade structures, which are not limited in this application. Its fan blades can rotate within a certain angle to achieve the effect of tilting open and parallel closing (tilting and parallel are positional relationships relative to the opening surface). For example, in an optional implementation, as shown in the front view, top view, and rear view of Figures 2(a), 2(b), and 2(c), respectively, the damper 1 includes: a hinge 11, a filter screen 12, a filter screen latch 13, a hinge 14, and a hinge linkage shaft 15. The fireproof isolation valve 2 is rigidly connected to the hinge linkage shaft 15 via a mechanical transmission structure, used to drive the hinge linkage shaft 15 to control the opening or closing of the damper 1.

[0071] As explained above, the fireproof isolation valve 2 is a device that controls the opening or closing of the damper 1 by actuating the hinge linkage shaft 15 of the damper 1. This can be achieved through an actuator. The actuator is rigidly connected to the damper 1 linkage shaft through a mechanical transmission mechanism (such as a connecting rod, gear set, or direct coupling), thereby directly driving the rotational motion of the linkage shaft. Furthermore, through the fixed connection between the linkage shaft and the damper 1 hinge, the rotational motion is converted into the opening and closing action of the damper 1.

[0072] Furthermore, this application also provides an optional embodiment for the specific implementation of the fireproof isolation valve 2. The aforementioned fireproof isolation valve 2 is a spring-reset actuator. The spring-reset actuator controls the damper 1 to be in the closed state by default. That is, the fireproof isolation valve 2 provided in this embodiment is an actuator with an internal reset spring. The reset spring can reset the actuator to its initial state when the actuator is de-energized, thereby effectively ensuring that the fireproof isolation valve 2 can automatically close the damper 1 after power failure, ensuring that the fireproof requirements of rail vehicles are met.

[0073] Finally, regarding control module 3, as described above, control module 3 in this system can be any control unit within the rail vehicle. Within a rail vehicle, at least the following components meet the criteria: the Train Control and Management System (TCMS), which serves as the main control device for the rail vehicle, and the Energy Storage System Control System (CMS), which monitors the status of energy storage devices such as supercapacitors and lithium batteries and controls their discharge or charging within the energy storage system. Therefore, in the implementation of this system, either the aforementioned TCMS or CMS can be reused as control module 3, or both can be reused.

[0074] The communication connection between the control module 3 and the fireproof isolation valve 2 can be achieved via wired or wireless means. However, considering that the fireproof isolation valve 2 usually requires power to control the opening or closing of the damper 1, and that equipping the fireproof isolation valve 2 with a battery alone would increase its size, it is generally powered by an energy storage system through a power supply line, as shown in signal line 5 in Figure 2(a). Based on this, the control module 3 can also reuse this signal line 5 to communicate with the fireproof isolation valve 2 and send control commands to it. That is, signal line 5 is a power supply and switching signal line, used to provide power signals and control signals for controlling the switching status of the fireproof isolation valve 2.

[0075] In summary, the fireproof isolation system for a rail vehicle energy storage system provided in this application achieves fire protection for the energy storage system through a damper 1 installed at the ventilation and heat dissipation vent of the energy storage system. The closing control of damper 1 is integrated with the train's original fault handling mechanism. When the energy storage system malfunctions or triggers a protection action, damper 1 is promptly closed to achieve fireproof isolation protection. Therefore, the fireproof isolation scheme implemented in this system requires only damper 1 and fireproof isolation valve 2 in terms of hardware. Damper 1 is located at the ventilation and heat dissipation vent of the energy storage system, and fireproof isolation valve 2 is located at damper 1, resulting in almost no additional space occupation. Furthermore, because this system effectively integrates the opening and closing control of damper 1 with the existing train fault handling mechanism, it ensures effective fireproof isolation protection without manual intervention and eliminates the need for an additional control module 3, requiring only the reuse of the existing control unit in the rail vehicle, further reducing space occupation. Therefore, this system provides an effective protection solution for fire prevention in the extremely space-constrained scenario of rail vehicle energy storage systems.

[0076] On the other hand, as can be seen from the above embodiments, the control module 3 in this system can reuse the TCMS and CMS in the rail vehicle for joint implementation. In this case, how the two controllers coordinate to control the fireproof isolation valve 2 is addressed in this embodiment, which provides an optional implementation scheme:

[0077] The aforementioned system also includes an intermediate relay. The energy storage system control unit is connected to the fireproof isolation valve 2 via the contact portion of the intermediate relay; the coil portion of the intermediate relay is connected to the energy storage system; wherein, the contacts of the intermediate relay close when the coil portion is energized. Both the train control and management system and the energy storage system control unit are used to output a control command to close the control damper 1 when the energy storage system issues an abnormal information or triggers a protection action. The energy storage system control unit is also used to: control the energy storage system to stop supplying power to the coil portion of the intermediate relay when the train control and management system is in normal operating condition; and control the energy storage system to supply power to the coil portion of the intermediate relay when the train control and management system is in abnormal operating condition.

[0078] In addition, the CMS can also control the opening and closing of the fireproof isolation valve 2 by controlling whether it is energized, rather than directly outputting corresponding control commands to the fireproof isolation valve 2. As can be seen from the above embodiments, when the fireproof isolation valve 2 uses a spring-reset actuator, it can keep the damper 1 in a closed state by default when power is off. When the fireproof isolation valve 2 is energized, it can be based on the default level setting at the controlled end of the fireproof isolation valve 2, so that the fireproof isolation valve 2 is in an open state by default after being energized. The connection relationship of the intermediate relays is as follows: Figure 3 As shown. Figure 3The energy storage power supply CMS is the power signal output by the energy storage system, and the vehicle's DC24V is the power signal that supplies power to the fireproof isolation valve 2.

[0079] As described above, this application provides a redundant control of the fireproof isolation valve 2 achieved by reusing the TCMS and CMS in a rail vehicle. The control principle is as follows: under normal TCMS conditions, the control of the fireproof isolation valve 2 is performed by the TCMS; under TCMS failure conditions, the closing control of the fireproof isolation valve 2 is implemented by the CMS. Therefore, this embodiment provides a more reliable and stable fire protection control scheme, ensuring that the fire protection requirements of the energy storage system are met.

[0080] On the other hand, it should be noted that the structure of the rail vehicle energy storage system given in the above embodiments does not constitute a limitation on the fireproof isolation system of a rail vehicle energy storage system, and may include more components than those in the above embodiments. For example, this embodiment provides an optional implementation scheme, in which the system further includes: a temperature detection module 4. The temperature detection module 4 is disposed in the energy storage system and is used to detect the temperature in the energy storage system; the control module 3 is connected to the temperature detection module 4 and is also used to: output a control command to close the control damper 1 when the temperature detected by the temperature detection module 4 exceeds the temperature threshold.

[0081] Furthermore, this embodiment does not impose any restrictions on the specific implementation of the temperature detection module 4. Currently, various temperature sensors based on principles such as resistance temperature detectors (RTDs), thermocouples, and infrared thermography exist, and a suitable implementation scheme can be freely selected according to actual needs. In one optional embodiment, the temperature detection module 4 is a temperature sensing probe and / or a reusable temperature sensing cable. The reusable temperature sensing cable triggers a short-circuit operation when the ambient temperature exceeds a temperature threshold, thereby returning a specific level signal to the control module 3.

[0082] It should be noted that reusable temperature sensing cables are a type of temperature sensing cable. Their characteristic is that when the temperature exceeds a threshold, the insulation of the reusable temperature sensing cable undergoes a phase change, causing the conductors to short-circuit, thereby outputting the signal connected to the other end (such as a low level 0V).

[0083] Furthermore, temperature probes are typically point-type detectors, measuring localized temperature changes using components such as thermistors. Temperature sensing cables, on the other hand, are linear detectors, monitoring the temperature along their path by observing changes in resistance or conductivity. Therefore, depending on different temperature detection requirements, a temperature probe, a temperature sensing cable, or both can be selected as the temperature detection module 4 in the above embodiment. Further, when the temperature detection module 4 includes a temperature probe, one possible configuration of the temperature probe is shown in Figures 2(a) and 2(b).

[0084] As described above, this embodiment, by adding a temperature detection module 4, can detect the temperature in the energy storage system to achieve more comprehensive and reliable fire protection control. It is particularly noteworthy that when the temperature sensor is further implemented through a temperature probe and / or a temperature cable, it occupies little space and can be well applied in the confined space of a rail vehicle energy storage system to meet fire control requirements.

[0085] On the other hand, it should be noted that this application does not limit the number of dampers 1 and fireproof isolation valves 2. For fire prevention purposes, all ventilation and heat dissipation vents of the energy storage system should be equipped with dampers 1 and fireproof isolation valves 2. That is, this embodiment provides an optional embodiment: there are multiple fireproof isolation valves 2, and the dampers 1 include at least one inlet damper 1 and at least one outlet damper 1. Each fireproof isolation valve 2 is provided corresponding to one damper 1, and each fireproof isolation valve 2 responds uniformly to the control commands output by the control module 3.

[0086] It should be noted that regardless of the number of dampers 1 and fire-resistant isolation valves 2, their opening and closing states and controls should generally be synchronized. In other words, when the control module 3 determines that dampers 1 need to be closed to achieve fire isolation, it should control all fire-resistant isolation valves 2 to close all dampers 1. If any damper 1 is not closed, complete fire isolation cannot be achieved, the fire protection effect will be limited, and it will not meet the fire protection requirements in the rail transit field.

[0087] In the above embodiments, a fireproof partition system for a rail vehicle energy storage system has been described in detail. This application also provides an embodiment corresponding to a fireproof partition method for a rail vehicle energy storage system. The fireproof partition system is applied to the rail vehicle energy storage system provided in any of the above embodiments. Figure 4 As shown, the method includes:

[0088] S11: Obtain the protection status of the fuses set at the positive and negative terminals of the energy storage system, and determine whether the energy storage system issues an abnormal message; if any fuse is detected to have triggered the fuse protection, or the energy storage system issues an abnormal message, proceed to step S12; otherwise, proceed to step S13.

[0089] S12: Control the closure of the damper via a fireproof isolation valve.

[0090] S13: Control the opening of the damper via a fireproof isolation valve.

[0091] It should be noted that the specific abnormal information issued by the energy storage system in step S11 above should be determined based on the types of faults that the energy storage system can detect in actual applications. For example, in a common application scenario, the energy storage system can implement overcurrent and overvoltage protection. Therefore, the types of faults it can detect include overcurrent faults and overvoltage faults. Consequently, the abnormal information it can issue can include two types: overcurrent alarms and overvoltage alarms.

[0092] Furthermore, current energy storage systems typically employ fuses at both the positive and negative terminals for overcurrent protection. When a fuse blows, it generally indicates excessive current in the energy storage system, posing a significant fire risk. Therefore, in addition to actively receiving abnormal information from the energy storage system, detecting fuse malfunctions can also determine whether the energy storage device requires fire-resistant isolation protection. Based on this, this method is applied to the fire-resistant isolation system of the rail vehicle energy storage system provided in the above embodiments of this application. Reliable control of the fire-resistant isolation valve ensures fire-resistant isolation protection for the energy storage system, meeting the high fire protection requirements of rail vehicle scenarios.

[0093] On the other hand, as in the embodiments of the system described above, the control module in the system can reuse the TCMS in the rail vehicle and the CMS in the energy storage system. In this case, the TCMS and CMS implement redundant control with a master and slave mechanism based on intermediate relays. To address this, this embodiment provides a suitable control scheme. The above method also includes:

[0094] S21: Detect whether there are any abnormalities in the train control and management system through the energy storage system control unit.

[0095] S22: If an abnormality occurs, the energy storage system control unit will control the energy storage system to supply power to the intermediate relay, and the energy storage system control unit will take over the function of the control module.

[0096] It should be noted that "the energy storage system control unit takes over the function of the control module" in step S22 can refer to the CMS replacing the TCMS to implement the control methods in steps S11 to S13 above. Alternatively, as described in the embodiments of the system section above, the CMS can indirectly control the opening and closing of the damper by controlling whether to supply power to the fireproof isolation valve. This embodiment does not limit this.

[0097] This embodiment presents a redundant control scheme based on TCMS and CMS from a control method perspective. Based on this scheme, the TCMS can control the fireproof partition when it is operating normally, while the CMS can take over control when the TCMS is malfunctioning. This achieves a more reliable and stable fire protection control mechanism, improving the fire safety level of the energy storage system.

[0098] On the other hand, as in the embodiments of the above system section, the fireproof isolation system of the rail vehicle energy storage system can also be equipped with a temperature detection module in the energy storage system to actively detect the temperature in the energy storage system and determine from another perspective whether fireproof isolation protection is required. Regarding the control implementation of this function, this embodiment provides an optional control scheme, and the above method further includes:

[0099] S31: Obtain the temperature information returned by the temperature detection module.

[0100] S32: When the temperature in the energy storage system exceeds the temperature threshold based on the temperature information, the damper is closed by controlling the fireproof isolation valve.

[0101] On the other hand, apart from the above embodiments which incorporate the control of fireproof partitions into the train's fault handling mechanism to achieve an automated fireproof partition protection control mechanism, this embodiment also provides an optional embodiment from another perspective.

[0102] The above methods also include:

[0103] S41: After the rail vehicle is powered on, check whether the damper is in the open position; if not, report the fault.

[0104] S42: If yes, send a control command to the fireproof isolation valve to close the damper and check if the damper is closed; otherwise, report a fault.

[0105] S43: If yes, send a control command to the fireproof isolation valve to open the damper and check if the damper is open; otherwise, report a fault; if yes, confirm that the damper self-test has passed.

[0106] It should be noted that the faults reported in steps S41 to S43 are not the same. For example, step S41 is a fault report made when it is found that the damper does not open normally after the rail vehicle is powered on, so the reported fault should be "damper not powered on and opened fault"; similarly, step S42 is a fault report made when it is found that a control damper is sent to the fireproof isolation valve to close, but the damper does not close normally, so the reported fault should be "damper not closed normally fault"; step S43 is a fault report made when it is found that a control damper is sent to the fireproof isolation valve to open, but the damper does not open normally, so the reported fault should be "damper not opened normally fault".

[0107] Furthermore, the execution frequency of the self-test scheme provided in this embodiment can be once upon the first power-on within a preset period. This embodiment does not limit the specific duration of this preset period and can be freely selected according to actual needs, such as one day.

[0108] As can be seen from the above, this embodiment also integrates the fireproof isolation scheme into the self-inspection mechanism of the rail vehicle, realizing self-inspection of whether the fireproof isolation valve can achieve the control purpose of opening and closing the damper. This further improves the reliability of the fireproof isolation protection mechanism and is conducive to improving the safety of the energy storage system.

[0109] Furthermore, in addition to the self-testing mechanism mentioned above, this embodiment also provides another test control scheme for the opening or closing of the fireproof isolation valve control damper. The above method also includes:

[0110] S51: Upon receiving a command to open the damper from the human-machine interface device, the damper is opened via the fireproof isolation valve.

[0111] S52: Upon receiving a door closing command from the human-machine interface device, the door is closed via a fireproof isolation valve.

[0112] In other words, if there is still a need to test whether the control objective of opening and closing the damper via the fireproof isolation valve can be achieved after the self-test, the TCMS's human-machine interface (HMI) feature, which enables interaction between the system and train personnel, can be utilized. This allows personnel to manually issue corresponding commands at any time to control the fireproof isolation valve's actions, thereby completing the test of whether the control and response of the fireproof isolation valve and damper are normal. Furthermore, the solution provided in this embodiment is also adaptable to flexible control of the fireproof isolation valve and damper by relevant personnel in other scenarios (i.e., beyond the control scheme integrated into the train fault handling mechanism in the above embodiment), adapting to a wider range of scenarios and more diverse control needs, further improving the fire safety of the energy storage system.

[0113] Furthermore, based on the above embodiments, a possible control hardware structure for implementing the above control scheme, self-test scheme, and testing scheme is as follows: Figure 5 As shown. Figure 5 In the diagram, =11-A102.1~4 represents a fireproof isolation valve, =11-A102-X represents a monitoring point for the energy storage system fuse, =22-K108 represents an emergency traction relay, =22-V110 represents a diode, and DXMe represents a train digital input / output module (corresponding to the input / output terminal of the control module).

[0114] exist Figure 5 In this study, due to the limited number of input / output (IO) ports in the TCMS and the fact that the status feedback contacts of the fireproof isolation valves are not completely independent, three IO acquisition points are used to monitor the opening and closing status of the two fireproof isolation valves. The truth table corresponding to values ​​1, 2, and 3 is shown in Table 1 below:

[0115] Table 1. True Value Table for Fireproof Isolation Valve Control

[0116]

[0117] Meanwhile, the diagnostic functions implemented by the control module are as follows:

[0118] Diagnosis 1: When the situation in serial number 3 or serial number 4 in Table 1 occurs (the filtering time is temporarily set to 10s), the train control unit (VCU, VCU is the central control unit of TCMS) should prompt the corresponding event information, such as "the air inlet / outlet valve of the X car energy storage system is not fully open", and the corresponding fault level is 4.

[0119] Diagnosis 2: When the situation in sequence 5 occurs (the filtering time is temporarily set to 5 seconds), the VCU should display the corresponding event information, such as "The air inlet / outlet valve of the X vehicle's energy storage system is abnormal", and the corresponding fault level is 3.

[0120] Diagnosis 3: When the TCMS detects an invalid (low level) air valve closing command, but detects the true value corresponding to sequence number 1 (filtering time is temporarily set to 20s), the VCU should display the corresponding event information: "X vehicle energy storage system air inlet / outlet air valve abnormally closed".

[0121] Diagnosis 4: When the TCMS detects a valid (high level) air valve closing command, but detects the true value corresponding to sequence number 2 (filtering time is temporarily set to 20s), the VCU should display the corresponding event information: "The air inlet / outlet air valve of the X vehicle energy storage system cannot be closed normally".

[0122] Fire dampers' self-test control and diagnostic functions for TCMS:

[0123] Self-test logic (TCMS outputs control instructions according to the following steps. A self-test is performed the first time the system is powered on each day):

[0124] 1) Power-on normal opening verification: When the vehicle is powered on normally, the TCMS should collect the "air valve closing command" as a low level, and at the same time, it should collect the true value of fire damper 1 / 2 and fire damper 3 / 4 as 101 within 20 seconds; otherwise, report diagnosis 3.

[0125] 2) Normal closure verification: When the above-mentioned isolation valve is opened, the VCU controls the DXMe output of each car to be high level. The true value of fire valve 1 / 2 and fire valve 3 / 4 should be collected within 20s and marked as 011. Otherwise, report diagnosis 4.

[0126] 3) Normal opening verification: After the above-mentioned isolation valves are completely closed, the VCU controls the DXMe of each car to cancel the high-level output. The true value of fire damper 1 / 2 and fire damper 3 / 4 should be collected within 20 seconds and marked as 101. Otherwise, report diagnosis 3.

[0127] After the self-test passes, the DXMe diagnostic output will display a message on the HMI stating: "Fire damper switch control self-test function passed".

[0128] In the above embodiments, a fireproof isolation method for a rail vehicle energy storage system has been described in detail. This application also provides an embodiment corresponding to a fireproof isolation device for a rail vehicle energy storage system. It should be noted that this application describes the embodiment of the device from two perspectives: one based on functional modules and the other based on hardware.

[0129] From the perspective of functional modules, this embodiment provides a fireproof isolation device for a rail vehicle energy storage system, including:

[0130] The anomaly detection module is used to obtain the protection status of the fuses set at the positive and negative terminals of the energy storage system and to determine whether the energy storage system has issued an anomaly message.

[0131] The fire protection module is used to control the damper to close via the fireproof isolation valve if any fuse is detected to have triggered the fuse protection or if the energy storage system issues an abnormal signal; otherwise, it triggers the ventilation control module.

[0132] The ventilation control module is used to control the opening of the damper via the fireproof isolation valve.

[0133] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0134] Another embodiment of this application provides a fireproof isolation device for a rail vehicle energy storage system, comprising: a memory for storing computer programs;

[0135] A processor is used to execute a computer program to implement the steps of a fireproof isolation method for a rail vehicle energy storage system as described in the above embodiments.

[0136] The fireproof partition device for a rail vehicle energy storage system provided in this embodiment may include, but is not limited to, mobile terminals, personal computers, workstations, etc.

[0137] The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor may also include a main processor and coprocessors. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessors are low-power processors used to process data in the standby state. In some embodiments, the processor may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0138] The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory is used to store at least the following computer program, which, after being loaded and executed by a processor, is capable of implementing the relevant steps of a fireproof isolation method for a rail vehicle energy storage system disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory may also include an operating system and data, and the storage method may be temporary or permanent. The operating system may include Windows, Unix, Linux, etc. The data may include, but is not limited to, a fireproof isolation method for a rail vehicle energy storage system.

[0139] In some embodiments, a fireproof partition device for a rail vehicle energy storage system may further include a display screen, input / output interfaces, a communication interface, a power supply, and a communication bus. Those skilled in the art will understand that the above-described structure does not constitute a limitation on a fireproof partition device for a rail vehicle energy storage system, and may include more or fewer components than described above.

[0140] This application provides a fireproof isolation device for a rail vehicle energy storage system, including a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: a fireproof isolation method for a rail vehicle energy storage system.

[0141] Finally, this application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiments.

[0142] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0143] The fireproof isolation system, method, apparatus, and medium for the energy storage system of rail vehicles provided in this application have been described in detail above. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0144] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A fire break system for a rail vehicle energy storage system, the fire break system comprising: Comprise: a damper, a fireproof partition valve and a control module; wherein the damper is arranged at a ventilation and heat dissipation opening of the energy storage system; the fireproof partition valve is arranged at the damper, and the fireproof partition valve is connected with the damper through a mechanical transmission structure; a controlled end of the fireproof partition valve is connected with the control module, and is used for driving the damper to act in response to a control instruction sent by the control module, so as to control opening or closing of the damper; the control module is any control unit in the rail vehicle, and is used for outputting a control instruction for controlling the damper to close when the energy storage system sends an abnormal information or triggers a protection action.

2. The fire break system for a rail vehicle energy storage system of claim 1, wherein, the control module comprises a train control and management system in the rail vehicle and an energy storage system control unit in the energy storage system; further comprise: an intermediate relay; the energy storage system control unit is connected with the fireproof partition valve through a contact part of the intermediate relay; a coil part of the intermediate relay is connected with the energy storage system; wherein the contact part of the intermediate relay is closed when the coil part is powered; the train control and management system and the energy storage system control unit are both used for outputting a control instruction for controlling the damper to close when the energy storage system sends an abnormal information or triggers a protection action; the energy storage system control unit is further used for controlling the energy storage system to stop supplying power to the coil part of the intermediate relay when the train control and management system is in a normal working condition, and controlling the energy storage system to supply power to the coil part of the intermediate relay when the train control and management system is in an abnormal working condition.

3. The fire break system for a rail vehicle energy storage system of claim 1, wherein, the fireproof partition valve is a spring return actuator; wherein the spring return actuator controls the damper to be in a closed state by default.

4. The fire break system for a rail vehicle energy storage system of claim 1, wherein, further comprise: a temperature detection module; the temperature detection module is arranged in the energy storage system and is used for detecting temperature in the energy storage system; the control module is connected with the temperature detection module and is further used for outputting a control instruction for controlling the damper to close when the temperature detected by the temperature detection module exceeds a temperature threshold.

5. The fire break system of a rail vehicle energy storage system of claim 4, wherein, the temperature detection module is a temperature sensing probe and / or a reusable temperature sensing cable; wherein the reusable temperature sensing cable triggers a wire short-circuit action when the ambient temperature exceeds the temperature threshold, so as to return a specific level signal to the control module.

6. The firebreak system for a rail vehicle energy storage system of claim 1, wherein, the damper comprises a hinge, a filter screen, a filter screen buckle, a hinge and a hinge linkage shaft; the fireproof partition valve is rigidly connected with the hinge linkage shaft through a mechanical transmission structure, and is used for driving the hinge linkage shaft to act so as to control opening or closing of the damper.

7. The fire break system of a rail vehicle energy storage system of any one of claims 1 to 6, wherein, there are a plurality of fireproof partition valves, and the damper comprises at least one air inlet damper and at least one air outlet damper; the fireproof partition valves are arranged one by one corresponding to the dampers, and each of the fireproof partition valves uniformly responds to the control instruction output by the control module.

8. A method of fire separation of an energy storage system of a rail vehicle, characterized in that applied to a fireproof partition system of the energy storage system of the rail vehicle as claimed in claim 1; the method comprises: obtaining a protection state of a fuse arranged at a positive electrode and a negative electrode of the energy storage system, and determining whether the energy storage system sends an abnormal information; If any of the fuses triggers a fuse protection, or the energy storage system sends an abnormal information, the damper is closed by the fire damper valve; Otherwise, the damper is opened by the fire damper valve.

9. The method of claim 8, wherein the fire barrier is a fire barrier for a rail vehicle energy storage system, and wherein the fire barrier is configured to be installed in a rail vehicle energy storage system. The control module comprises a train control and management system in a rail vehicle and an energy storage system control unit in an energy storage system; the fire damper system of the energy storage system of the rail vehicle further comprises an intermediate relay; the energy storage system control unit is connected with the fire damper valve through a contact part of the intermediate relay; a coil part of the intermediate relay is connected with the energy storage system; when the coil part is powered, the contact part is closed; The method further comprises: detecting, by the energy storage system control unit, whether the train control and management system is abnormal; If the train control and management system is abnormal, the energy storage system supplies power to the intermediate relay through the energy storage system control unit, and the energy storage system control unit takes over the functions of the control module.

10. The method of claim 8, wherein the fire barrier is a fire barrier for a rail vehicle energy storage system, and wherein the fire barrier is configured to be installed in a rail vehicle energy storage system. The fire damper system of the energy storage system of the rail vehicle further comprises a temperature detection module; the temperature detection module is arranged in the energy storage system; the control module is connected with the temperature detection module; The method further comprises: obtaining temperature information returned by the temperature detection module; When it is determined according to the temperature information that the temperature in the energy storage system exceeds a temperature threshold, the damper is closed by the fire damper valve.

11. The method of claim 8, wherein the fire barrier is a fire barrier for a rail vehicle energy storage system, and wherein the fire barrier is configured to be installed in a rail vehicle energy storage system. The control module comprises a train control and management system in a rail vehicle; The method further comprises: after the rail vehicle is powered on, detecting whether the damper is in an open state; if not, reporting a fault; If yes, sending a control instruction to the fire damper valve to control the damper to close, and detecting whether the damper is closed; if not, reporting a fault; If yes, sending a control instruction to the fire damper valve to control the damper to open, and detecting whether the damper is opened; if not, reporting a fault; if yes, determining that the damper self-checking is passed.

12. The method of claim 8, wherein the fire barrier is a fire barrier for a rail vehicle energy storage system, and wherein the fire barrier is configured to be installed in a rail vehicle energy storage system. Further comprising: when receiving an opening instruction of the damper issued by a human-computer interaction device, opening the damper by the fire damper valve; when receiving a closing instruction of the damper issued by the human-computer interaction device, closing the damper by the fire damper valve.

13. A fire break device for a rail vehicle energy storage system, characterized by, Comprise: an abnormality detection module, configured to obtain a protection state of a fuse arranged at a positive electrode and a negative electrode of an energy storage system, and determine whether the energy storage system sends an abnormal information; a fire protection module, configured to, if any of the fuses triggers a fuse protection, or the energy storage system sends an abnormal information, close a damper by a fire damper valve; otherwise, trigger a ventilation control module; the ventilation control module, configured to open the damper by the fire damper valve.

14. A fire break device for a rail vehicle energy storage system, comprising: Comprise: a memory, configured to store a computer program; a processor, configured to execute the computer program to implement the steps of the fire damper method of the energy storage system of the rail vehicle according to any one of claims 8 to 12.

15. A computer-readable storage medium, characterized in that, The computer program is stored on the computer readable storage medium, and the computer program is executed by the processor to implement the steps of the fire damper method of the energy storage system of the rail vehicle according to any one of claims 8 to 12.

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