A new 110V battery traction control system for increasing the running speed of a vehicle
By adopting a switching mode for switching components and connecting parts in the 110V battery traction system, the problems of low efficiency at low speeds and short battery life are solved, thereby increasing vehicle speed and reducing costs, and improving the stability and applicability of the system.
Patent Information
- Application Number
- CN202521527804.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-21
- Publication Date
- 2026-08-04
- Estimated Expiration
- 2035-07-21
AI Technical Summary
The existing 110V battery traction system is inefficient at low speeds, has a large battery capacity but a short lifespan, and the addition of a DC/DC boost converter increases system cost and failure rate.
The first and second switching components are used to switch the charging and discharging of the first and second battery packs. By combining parallel and series connection methods, the high-voltage positive grid is used for mode switching, so as to achieve non-stop switching and voltage boosting.
It increases vehicle operating speed, extends battery life, reduces operating costs, simplifies the control system, and improves operational stability and applicability.
Smart Images
Figure CN224589126U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail vehicle technology, and in particular to a novel 110V battery traction control system for improving vehicle operating speed. Background Technology
[0002] Currently, 110V battery traction in rail vehicles relies on auxiliary batteries to increase their capacity and meet the power supply needs of traction vehicles and auxiliary systems during mainline power outages. However, 110V battery traction has a low voltage, resulting in low train speeds and low traction motor efficiency at low speeds (around 3-5 km / h, with a maximum efficiency of approximately 60%). This necessitates a large battery discharge current, requiring larger battery capacity or a high discharge rate, leading to greater battery weight and volume. Furthermore, the low operating speed impacts operational efficiency on the mainline, extends battery discharge time, and makes the batteries prone to depletion, thus affecting their lifespan.
[0003] Although some companies use DC / DC boost converters to increase the voltage of 110V batteries, such as DC110V / DC220V converters and DC110V / DC300V converters, this increases the number of transformers, thus increasing the system cost and failure rate.
[0004] Therefore, there is a need for a new 110V battery traction control system that can improve vehicle operating speed, reduce battery life loss, and save on operating costs. Summary of the Invention
[0005] In order to overcome the shortcomings of the existing technology, this utility model provides a new 110V battery traction control system to improve vehicle operating speed.
[0006] The technical solution of this utility model is as follows:
[0007] A novel 110V battery traction control system for improving vehicle operating speed includes a traction converter, a first battery pack, a second battery pack, a connecting assembly, a charging assembly, a first switching element, and a second switching element. The first switching element has a first position connecting the first battery pack to the charging assembly and a second position connecting the first battery pack to the traction converter. The second switching element has a third position connecting the second battery pack to the charging assembly and a fourth position connecting the second battery pack to the traction converter. When the first switching element is in the second position and the second switching element is in the fourth position, the connecting assembly connects the first battery pack and the second battery pack in series or parallel and then connects them to the traction converter.
[0008] As a further improvement of this utility model, the first switching element is a first contactor KM1, and the second switching element is a second contactor KM2;
[0009] The first contact of the first contactor KM1 is electrically connected to the positive terminal of the first battery pack; the second contact of the first contactor KM1 is electrically connected to the positive terminal of the charging component; the third contact of the first contactor KM1 is electrically connected to the connecting component; the fifth contact of the first contactor KM1 is electrically connected to the negative terminal of the first battery pack; the sixth contact of the first contactor KM1 is electrically connected to the negative terminal of the charging component; and the seventh contact of the first contactor KM1 is electrically connected to the connecting component. The first and second contacts, and the fifth and sixth contacts of the first contactor KM1 are all normally closed contacts, and the first and third contacts, and the fifth and seventh contacts of the first contactor KM1 are all normally open contacts.
[0010] The first contact of the second contactor KM2 is electrically connected to the positive terminal of the second battery pack, the second contact of the second contactor KM2 is electrically connected to the positive terminal of the charging component, the third contact of the second contactor KM2 is electrically connected to the connecting component, the fifth contact of the second contactor KM2 is electrically connected to the negative terminal of the second battery pack, the sixth contact of the second contactor KM2 is electrically connected to the negative terminal of the charging component, and the seventh contact of the second contactor KM2 is electrically connected to the connecting component. The first and second contacts, and the fifth and sixth contacts of the second contactor KM2 are normally closed contacts, and the first and third contacts, and the fifth and seventh contacts of the second contactor KM2 are normally open contacts.
[0011] As a further improvement of this utility model, a first current stabilizing component is provided between the first battery pack and the first switching component, and a second current stabilizing component is provided between the second battery pack and the second switching component.
[0012] As a further improvement of this utility model, the first current stabilizing component includes a third contactor KM3 and a fourth contactor KM4 connected in parallel, and the fourth contactor KM4 is connected in series with a first resistor R1; the second current stabilizing component includes a fifth contactor KM5 and a sixth contactor KM6 connected in parallel, and the sixth contactor KM6 is connected in series with a second resistor R2.
[0013] As a further improvement of this utility model, the charging component includes a power source and a third battery pack. The positive terminal of the power source is electrically connected to the second contact of the first contactor KM1, the second contact of the second contactor KM2, and the positive terminal of the third battery pack. The negative terminal of the first power source is electrically connected to the sixth contact of the first contactor KM1 and the negative terminal of the third battery pack. The power source also supplies power to the load.
[0014] As a further improvement of this utility model, the load is electrically connected to the positive terminal of the third battery pack and intersects at a first intersection point A. The second contact of the first contactor KM1 and the second contact of the second contactor KM2 are electrically connected to each other and intersect at a second intersection point B. The positive terminal of the power supply, the first intersection point A, and the second intersection point B are electrically connected to each other and intersect at a third intersection point C. A first diode VD1 is provided between the load and the first intersection point A. The anode of the first diode VD1 is electrically connected to the first intersection point A, and the cathode of the first diode VD1 is electrically connected to the load. A second diode VD2 is provided between the first intersection point A and the third intersection point C. The anode of the second diode VD2 is electrically connected to the third intersection point C, and the cathode of the second diode VD2 is electrically connected to the first intersection point A. A third diode VD3 is provided between the second intersection point B and the third intersection point C. The anode of the third diode VD3 is electrically connected to the third intersection point C, and the cathode of the third diode VD3 is electrically connected to the second intersection point B.
[0015] As a further improvement of this utility model, the connecting assembly includes a seventh contactor KM7 and an eighth contactor KM8;
[0016] When the first switching element is in the second position, the first contact of the seventh contactor KM7 is electrically connected to the positive terminal of the traction converter, the second contact of the seventh contactor KM7 is electrically connected to the positive terminal of the first battery pack, the third contact of the seventh contactor KM7 is electrically connected to the seventh contact of the eighth contactor KM8, the fifth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter, the sixth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the first battery pack, and the seventh contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter. The first and second contacts, the fifth and sixth contacts of the seventh contactor KM7 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the seventh contactor KM7 are all normally open contacts.
[0017] When the second switching element is in the fourth position, the first contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the second contact of the eighth contactor KM8 is electrically connected to the positive terminal of the second battery pack, the third contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the fifth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the traction converter, the sixth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the second battery pack, and the seventh contact of the eighth contactor KM8 is electrically connected to the third contact of the seventh contactor KM7. The first and second contacts, the fifth and sixth contacts of the eighth contactor KM8 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the eighth contactor KM8 are all normally open contacts.
[0018] As a further improvement of this utility model, a fourth diode VD4 is provided between the first contact of the seventh contactor KM7 and the positive terminal of the traction converter. The anode of the fourth diode VD4 is electrically connected to the first contact of the seventh contactor KM7, and the cathode of the fourth diode VD4 is electrically connected to the positive terminal of the traction converter. A fifth diode VD5 is provided between the first contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the fifth diode VD5 is electrically connected to the first contact of the eighth contactor KM8, and the cathode of the fifth diode VD5 is electrically connected to the positive terminal of the traction converter. A sixth diode VD6 is provided between the third contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the sixth diode VD6 is electrically connected to the third contact of the eighth contactor KM8, and the cathode of the sixth diode VD6 is electrically connected to the positive terminal of the traction converter.
[0019] As a further improvement of this utility model, the novel 110V battery traction control system for improving vehicle operating speed also includes a control terminal, which is electrically connected to the connection component, the first switching component, the second switching component, and the charging component.
[0020] As a further improvement of this utility model, the traction converter is electrically connected to the high-voltage positive line power grid, and the control terminal collects the voltage of the high-voltage positive line power grid.
[0021] According to the above-described solution, the beneficial effects of this utility model are as follows:
[0022] 1. This utility model uses a first switching component to switch the charging and discharging of the first battery pack and a second switching component to switch the charging and discharging of the second battery pack, enabling it to switch between working modes with and without high voltage in the vehicle depot / parking lot, achieving non-stop switching.
[0023] 2. This utility model uses a first switching component and a second switching component to switch the working modes of the first battery pack and the second battery pack. When there is no high voltage, the first battery pack and the second battery pack switch to the discharge mode to ensure the normal operation of the vehicle. When there is high voltage, the first battery pack and the second battery pack switch to the charging mode to ensure the power of the first battery pack and the second battery pack, or when the first battery pack and the second battery pack are depleted, they can switch to the charging mode in time to improve the service life of the first battery pack and the second battery pack.
[0024] 3. This utility model adopts a connecting component, which allows the first battery pack and the second battery pack to be connected in different ways in different operating conditions of the vehicle. When connected in parallel, it meets the needs of the vehicle running at a slow speed in the depot / parking lot, and when connected in series, it meets the needs of the vehicle running at approximately twice the speed. Attached Figure Description
[0025] Figure 1 This is a schematic diagram of the structure of this utility model. Detailed Implementation
[0026] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0027] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0028] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.
[0029] See Figure 1 This utility model provides a novel 110V battery traction control system for improving vehicle operating speed. It includes a traction converter, a first battery pack, a second battery pack, a connecting assembly, a charging assembly, a first switching element, a second switching element, and a control terminal. The control terminal is electrically connected to the connecting assembly, the first switching element, the second switching element, and the charging assembly. The traction converter is electrically connected to a high-voltage positive line power grid. Preferably, a high-voltage circuit breaker HB is provided between the high-voltage positive line power grid and the traction converter. The voltage of the high-voltage positive line power grid is DC1500V / DC750V. The control terminal collects the voltage of the high-voltage positive line power grid in real time. The first switching element has a first position connecting the first battery pack to the charging assembly and a second position connecting the first battery pack to the traction converter. When the first switching element is in the first position, the charging assembly charges the first battery pack; when the first switching element is in the second position, the first battery pack discharges to the traction converter. The second switching element has a third position connecting the second battery pack and the charging assembly, and a fourth position connecting the second battery pack and the traction converter. Specifically, when the second switching element is in the third position, the charging assembly charges the second battery pack; when the second switching element is in the fourth position, the second battery pack discharges to the traction converter. When the first switching element is in the second position and the second switching element is in the fourth position, the connecting assembly connects the first battery pack and the second battery pack in series or parallel, and then connects them to the traction converter. Both the first and second battery packs have 11 [units / units]. The 0V battery provides 110V to the traction converter when the first and second battery packs are connected in parallel, and 220V when they are connected in series. Considering vehicle space and load limitations, the 110V battery capacity cannot be too large, resulting in a very low vehicle operating speed, typically 3-5 km / h. This speed is acceptable within the depot / parking lot, but in the event of a high-voltage mains power grid failure, the traction speed is too low, leading to a long time towing the vehicle to the next station or rescue point. For urban rail vehicles with short station intervals, the journey to the next station or rescue point can take more than 15 minutes, severely impacting operational efficiency. The first battery pack, connected in parallel... Switching to series power supply for the first and second battery packs doubles the supply voltage. Under the condition that the total battery discharge current remains unchanged, the power is doubled, thus doubling the speed. Under the same line conditions, the running time is reduced by half. To ensure that the discharge current of the two series battery packs meets the higher power requirements, the discharge rate of each battery pack needs to be doubled. That is, high discharge rate power batteries need to be selected. Based on the battery traction calculation for a certain project, the speed is increased from 5 km / h to 10 km / h. Preferably, both the first and second battery packs are selected with 6C discharge rate lithium titanate 110V power batteries. Compared with 3C discharge rate lithium titanate batteries, the increase in volume and weight is small and can be ignored.
[0030] Every day in the depot / parking lot, when vehicles are traveling at a low speed of 3-5 km / h, the two sets of power batteries operate in parallel with a 3C discharge rate. This means that the discharge current of the power battery is reduced by half compared to the 6C discharge rate of the main line, which is beneficial to extending the battery's lifespan. Compared to daily high-current discharge (6C), the battery lifespan is extended by 2 times. From the perspective of the entire battery life cycle, the cost of using 110V lithium titanate power batteries with a 6C discharge rate is greatly reduced, and the cost-effectiveness is greatly improved.
[0031] This invention employs a first switching element to switch the charging and discharging of the first battery pack and a second switching element to switch the charging and discharging of the second battery pack. It can switch between operating modes with and without high voltage in the vehicle depot / parking lot, achieving non-stop switching between the first and second battery packs. When there is no high voltage, i.e., when the 110V battery traction control system for improving vehicle speed requires the first and second battery packs to discharge for traction, the first and second battery packs switch to discharge mode to ensure normal vehicle operation. When there is high voltage, i.e., when the 110V battery traction control system for improving vehicle speed does not require the first and second battery packs to discharge for traction, both battery packs switch to charging mode to ensure their charge level is maintained, preparing for the next discharge for traction and improving operational stability. Furthermore, this invention employs connecting components, allowing the first and second battery packs to be connected differently in different operating conditions. When connected in parallel, it meets the needs of slow vehicle operation in the vehicle depot / parking lot; when connected in series, it meets the needs of approximately doubling the vehicle's speed, thus improving the overall applicability.
[0032] As one embodiment of this utility model, there are two traction converters connected in parallel, and the two traction converters are located in two carriages of the vehicle respectively. The first battery pack and the second battery pack simultaneously supply power to the two traction converters.
[0033] In one embodiment of this utility model, the first switching element is a first contactor KM1, and the second switching element is a second contactor KM2;
[0034] The first contact of the first contactor KM1 is electrically connected to the positive terminal of the first battery pack; the second contact of the first contactor KM1 is electrically connected to the positive terminal of the charging assembly; the third contact of the first contactor KM1 is electrically connected to the connecting assembly; the fifth contact of the first contactor KM1 is electrically connected to the negative terminal of the first battery pack; the sixth contact of the first contactor KM1 is electrically connected to the negative terminal of the charging assembly; and the seventh contact of the first contactor KM1 is electrically connected to the connecting assembly. The first and second contacts, and the fifth and sixth contacts of the first contactor KM1 are all normally closed contacts. The first contactor KM1 is normally open, with the first contact and the second contact, and the fifth contact and the seventh contact being normally open. That is, when the first contactor KM1 is not energized, the first contact and the second contact of the first contactor KM1 are connected, and the fifth contact and the sixth contact are connected. The first battery pack is electrically connected to the charging component, that is, the charging component charges the first battery pack. When the first contactor KM1 is energized, the first contact and the third contact of the first contactor KM1 are connected, and the fifth contact and the seventh contact are connected. The first battery pack is electrically connected to the traction converter through the connecting component, that is, the first battery pack supplies power to the traction converter.
[0035] The first contact of the second contactor KM2 is electrically connected to the positive terminal of the second battery pack; the second contact of the second contactor KM2 is electrically connected to the positive terminal of the charging assembly; the third contact of the second contactor KM2 is electrically connected to the connecting assembly; the fifth contact of the second contactor KM2 is electrically connected to the negative terminal of the second battery pack; the sixth contact of the second contactor KM2 is electrically connected to the negative terminal of the charging assembly; and the seventh contact of the second contactor KM2 is electrically connected to the connecting assembly. The first and second contacts, and the fifth and sixth contacts of the second contactor KM2 are all normally closed contacts. The first and third contacts, and the fifth and seventh contacts are all normally open contacts. That is, when the second contactor KM2 is not energized, the first and second contacts of the second contactor KM2 are connected, and the fifth and sixth contacts are connected. The second battery pack is electrically connected to the charging component, that is, the charging component charges the second battery pack. When the second contactor KM2 is energized, the first and third contacts of the second contactor KM2 are connected, and the fifth and seventh contacts are connected. The second battery pack is electrically connected to the traction converter through the connecting component, that is, the second battery pack supplies power to the traction converter.
[0036] As an embodiment of this utility model, a first current stabilizing component is provided between the first battery pack and the first switching component. When the charging component charges the first battery pack, the first current stabilizing component can prevent the charging current from being too large and maintain the charging current stability, thus protecting the first battery pack. Similarly, a second current stabilizing component is provided between the second battery pack and the second switching component. Thus, the second current stabilizing component can maintain the charging current of the second battery pack stability, thus protecting the second battery pack. Both the first and second current stabilizing components are electrically connected to the control terminal.
[0037] In one embodiment of this utility model, the first current stabilizing component includes a third contactor KM3 and a fourth contactor KM4 connected in parallel. The fourth contactor KM4 is connected in series with a first resistor R1. When the charging component charges the first battery pack, the fourth contactor KM4 is closed first, and the charging current passes through the first resistor R1 and the fourth contactor KM4 to avoid excessive charging current from damaging the first battery pack. After the charging current stabilizes, the third contactor KM3 is closed, and the charging current passes through the third contactor KM3 to perform constant current degraded charging on the first battery pack. The second current stabilizing component includes a fifth contactor KM5 and a sixth contactor KM6 connected in parallel. The sixth contactor KM6 is connected in series with a second resistor R2. When the charging component charges the second battery pack, the sixth contactor KM6 is closed first, and the charging current passes through the second resistor R2 and the sixth contactor KM6 to avoid excessive charging current from damaging the second battery pack. After the charging current stabilizes, the fifth contactor KM5 is closed, and the charging current passes through the fifth contactor KM5 to perform constant current degraded charging on the second battery pack.
[0038] In one embodiment of this utility model, the charging component includes a power supply and a third battery pack, which is an auxiliary battery. Preferably, the power supply is a charger. For cost considerations, the third battery pack uses a conventional nickel-cadmium alkaline battery. The positive terminal of the power supply is electrically connected to the second contact of the first contactor KM1, the second contact of the second contactor KM2, and the positive terminal of the third battery pack. The negative terminal of the power supply is electrically connected to the sixth contact of the first contactor KM1 and the negative terminal of the third battery pack. When the first switching element is in the first position, the power supply charges the first battery pack; when the second switching element is in the third position, the power supply charges the second battery pack. The power supply continuously charges the third battery pack. The charger charges both the auxiliary battery and the power battery, meaning one charger is responsible for charging two different types of batteries. Compared to a charger that only charges one type of battery, this effectively reduces operating costs, simplifies overall control, and increases reliability. The power supply also supplies power to the load, including the control terminal. The vehicle... Before being put into operation, the third battery pack discharges upon vehicle activation to power emergency and regular loads on the vehicle. This process is very short, lasting no more than one minute. Subsequently, the charger starts working, performing constant current (typically 0.2C), constant voltage charging, and float charging on the third battery pack. During this process, the control terminal periodically calculates the state of charge (SOC) of the first and second battery packs. The SOC of the batteries does not exceed 100% during charging. When the SOC of the first and second battery packs is lower than a first set value, and the third battery pack is in float charging mode, the control terminal controls the first switching element to switch to the first position and the second switching element to switch to the second position. The charger then charges the first and second battery packs. When the SOC of the first and second battery packs is lower than a second set value, the float charging condition of the third battery pack is ignored, and the control terminal immediately controls the first switching element to switch to the first position and the second switching element to switch to the second position. Preferably, the first set value is 50% and the second set value is 30%.
[0039] As one embodiment of this utility model, one or two chargers can be used. When one charger is used, it charges the first battery pack and the second battery pack simultaneously. When two chargers are used, one charger charges the first battery pack and the other charger charges the second battery pack. Of course, the two chargers can also be connected in parallel, that is, both chargers can charge the first battery pack and the second battery pack, realizing charger redundancy. When one charger malfunctions, the other charger can continue to charge the first battery pack and the second battery pack, ensuring the normal operation of the vehicle.
[0040] In one embodiment of this utility model, the load is electrically connected to the positive terminal of the third battery pack and intersects at a first intersection point A. The second contact of the first contactor KM1 and the second contact of the second contactor KM2 are electrically connected and intersect at a second intersection point B. The positive terminal of the power supply, the first intersection point A, and the second intersection point B are electrically connected and intersect at a third intersection point C. A first diode VD1 is provided between the load and the first intersection point A. The anode of the first diode VD1 is electrically connected to the first intersection point A, and the cathode of the first diode VD1 is electrically connected to the load, ensuring that the charging component supplies current to the load. The circuit is unidirectional. A second diode VD2 is installed between the first intersection point A and the third intersection point C. The anode of the second diode VD2 is connected to the third intersection point C, and the cathode of the second diode VD2 is connected to the first intersection point A, preventing the third battery pack from discharging to the first or second battery pack. A third diode VD3 is installed between the second intersection point B and the third intersection point C. The anode of the third diode VD3 is connected to the third intersection point C, and the cathode of the third diode VD3 is connected to the second intersection point B, preventing the first or second battery pack from discharging to the third battery pack.
[0041] In one embodiment of this utility model, a voltage sensor SV is connected in parallel across the two ends of the power supply to detect the output voltage of the power supply. A first current sensor SC1 is provided at the positive terminal of the power supply to detect the output current of the power supply. A second current sensor SC2 is provided between the first intersection point A and the third intersection point C to detect the current flowing to the load and the third battery pack. The current flowing to the load is obtained by the difference between the current sensor SC2 and the charging current detected by the third current sensor SC3. A third current sensor SC3 is provided between the first intersection point A and the third battery pack to detect the charging current of the third battery pack. A fourth current sensor SC4 is provided between the second intersection point B and the third intersection point C to detect the charging current of the first battery pack and the second battery pack.
[0042] As one embodiment of this utility model, the connecting assembly includes a seventh contactor KM7 and an eighth contactor KM8;
[0043] When the first switching element is in the second position, the first contact of the seventh contactor KM7 is electrically connected to the positive terminal of the traction converter, the second contact of the seventh contactor KM7 is electrically connected to the positive terminal of the first battery pack, the third contact of the seventh contactor KM7 is electrically connected to the seventh contact of the eighth contactor KM8, the fifth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter, the sixth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the first battery pack, and the seventh contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter. The first and second contacts, the fifth and sixth contacts of the seventh contactor KM7 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the seventh contactor KM7 are all normally open contacts.
[0044] When the second switching element is in the fourth position, the first contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the second contact of the eighth contactor KM8 is electrically connected to the positive terminal of the second battery pack, the third contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the fifth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the traction converter, the sixth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the second battery pack, and the seventh contact of the eighth contactor KM8 is electrically connected to the third contact of the seventh contactor KM7. The first and second contacts, the fifth and sixth contacts of the eighth contactor KM8 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the eighth contactor KM8 are all normally open contacts.
[0045] The seventh contactor KM7 and the eighth contactor KM8 receive the same signal, meaning they can be energized or de-energized simultaneously. When neither contactor KM7 nor KM8 is energized, the first and second contacts of the seventh contactor KM7 are connected, as are the fifth and sixth contacts. Similarly, the first and second contacts of the eighth contactor KM8 are connected, as are the fifth and sixth contacts. The first and second battery packs are connected in parallel and supply power to the traction converter. When both contactors KM7 and KM8 are energized, the second and third contacts of the seventh contactor KM7 are connected, as are the sixth and seventh contacts. Similarly, the second and third contacts of the eighth contactor KM8 are connected, as are the sixth and seventh contacts. The first and second battery packs are connected in series and supply power to the traction converter. By controlling the seventh and eighth contactors KM7 and KM8, the switching between the series and parallel connections of the first and second battery packs can be achieved.
[0046] In one embodiment of this utility model, a fourth diode VD4 is provided between the first contact of the seventh contactor KM7 and the positive terminal of the traction converter. The anode of the fourth diode VD4 is electrically connected to the first contact of the seventh contactor KM7, and the cathode of the fourth diode VD4 is electrically connected to the positive terminal of the traction converter, preventing the second battery pack from discharging to the first battery pack. A fifth diode VD5 is provided between the first contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the fifth diode VD5 is electrically connected to the first contact of the eighth contactor KM8, and the cathode of the fifth diode VD5 is electrically connected to the positive terminal of the traction converter, preventing the first battery pack from discharging to the second battery pack. A sixth diode VD6 is provided between the third contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the sixth diode VD6 is electrically connected to the third contact of the eighth contactor KM8, and the cathode of the sixth diode VD6 is electrically connected to the positive terminal of the traction converter, preventing the first battery pack from discharging to the second battery pack.
[0047] Practical applications:
[0048] 1. When the vehicle is running in the depot / parking lot, the first battery pack provides traction control; the first and second battery packs operate in the same mode, and the first battery pack will be used as an example for illustration.
[0049] Within the depot, a transponder or magnet is installed at a certain distance ahead of the boundary between areas with and without network cables. When a vehicle passes this point, it receives a signal from the transponder and transmits the current network voltage information to the control terminal. When network voltage is present, it indicates that the vehicle is about to enter battery traction. The control terminal controls the high-voltage circuit breaker HB to open and determines that the battery voltage is greater than or equal to a specified value, preferably 90V. The control terminal then controls the fourth contactor KM4, the first contactor KM1, and the third contactor KM3 to be energized sequentially. After the first contactor KM1 is energized, its first and third contacts conduct, and its fifth and seventh contacts conduct. The seventh contactor KM7 is de-energized, meaning its first and second contacts conduct, and its fifth and sixth contacts conduct. This enables the first battery pack to supply power to the traction converter. At this time, the first... The battery pack is connected in parallel with the second battery pack, and the traction voltage of the traction converter is 110V. When the vehicle runs at 3-5 km / h, the system controls the power battery discharge current to be approximately 3C until the system receives a stop command, detects a signal from a no-network to a network-network-network transponder, or detects high voltage (1500V / 750V). At this point, the system stops battery traction, the first contactor KM1 is de-energized (i.e., the first and third contacts of the first contactor KM1 open, the first and second contacts close, and the fifth and sixth contacts close), and the charger charges the first battery pack. When the first contactor KM1 is de-energized, if there is no stop command and there is network voltage, the system controls the high-voltage circuit breaker HB to close, and the vehicle continues to run powered by the high-voltage positive grid. This achieves a non-stop switching between battery traction and high-voltage positive grid traction, improving vehicle operating efficiency.
[0050] 2. Traction control during high-voltage mainline power grid faults;
[0051] When the system determines that there is a voltage fault (no voltage) in the high-voltage mainline power grid for a certain period of time during operation on the mainline, the train stops, and the control terminal controls the high-voltage circuit breaker HB to open. Upon determining that the high-voltage circuit breaker HB is open and the train is at zero speed, the control terminal controls the first contactor KM1, the seventh contactor KM7, the second contactor KM2, and the eighth contactor KM8 to be energized. Specifically, the first contactor KM1 closes its first and third contacts, and its fifth and seventh contacts close; the seventh contactor KM7 closes its second and third contacts, and its sixth and seventh contacts close; the second contactor KM2 closes its first and third contacts, and its fifth and seventh contacts close; and the eighth contactor KM8 closes its second and third contacts, and its sixth contact closes its sixth contact. When the seventh contact closes, the first and second battery packs are connected in series to supply 220V to the traction converter. At this time, the traction voltage is 220V, and the system controls the power battery discharge current to be approximately 6C until the system receives a stop command or detects a high voltage (1500V / 750V), stopping the battery traction. The first contactor KM1 and the second contactor KM2 are de-energized, that is, the first and third contacts of the first contactor KM1 are open, the first and second contacts are closed, and the fifth and sixth contacts are closed, allowing the charger to charge the first battery pack. Similarly, the first and third contacts of the second contactor KM2 are open, the first and second contacts are closed, and the fifth and sixth contacts are closed, allowing the charger to charge the second battery pack.
[0052] In summary, this utility model provides a novel 110V battery traction control system for improving vehicle operating speed. It employs a first switching element to switch the charging and discharging of the first battery pack and a second switching element to switch the charging and discharging of the second battery pack. This allows for switching between operating modes with and without high voltage in the vehicle depot / parking lot, enabling non-stop switching between the operating modes of the first and second battery packs. When there is no high voltage, i.e., when the 110V battery traction control system needs to discharge and provide traction, the first and second battery packs switch to discharge mode to ensure normal vehicle operation. When there is high voltage, i.e., when the 110V battery traction control system needs to discharge and provide traction, the first and second battery packs switch to discharge mode to ensure normal vehicle operation. When the control system does not require the first and second battery packs to discharge for traction, both battery packs switch to charging mode to ensure their charge levels are maintained and ready for the next discharge traction, thus improving operational stability. Furthermore, this invention employs connecting components, allowing the first and second battery packs to be connected differently for various vehicle operating conditions. Parallel connection allows for slow vehicle operation in depots / parking lots, while series connection allows for approximately double the vehicle's speed, expanding the overall applicability. The charger charges both the auxiliary and power batteries, meaning one charger handles two different types of batteries. Compared to a charger charging only one type of battery, this effectively reduces operating costs and simplifies overall control with high reliability.
[0053] It should be emphasized that the above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model in any way. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model shall still fall within the scope of the technical solution of the present utility model.
Claims
1. A novel 110V battery traction control system for improving vehicle operating speed, characterized in that, The device includes a traction converter, a first battery pack, a second battery pack, a connecting assembly, a charging assembly, a first switching element, and a second switching element. The first switching element has a first position connecting the first battery pack and the charging assembly, and a second position connecting the first battery pack and the traction converter. The second switching element has a third position connecting the second battery pack and the charging assembly, and a fourth position connecting the second battery pack and the traction converter. When the first switching element is in the second position and the second switching element is in the fourth position, the connecting assembly connects the first battery pack and the second battery pack in series or in parallel, and then connects them to the traction converter.
2. The novel 110V battery traction control system for improving vehicle operating speed according to claim 1, characterized in that, The first switching element is a first contactor KM1, and the second switching element is a second contactor KM2; The first contact of the first contactor KM1 is electrically connected to the positive terminal of the first battery pack; the second contact of the first contactor KM1 is electrically connected to the positive terminal of the charging component; the third contact of the first contactor KM1 is electrically connected to the connecting component; the fifth contact of the first contactor KM1 is electrically connected to the negative terminal of the first battery pack; the sixth contact of the first contactor KM1 is electrically connected to the negative terminal of the charging component; and the seventh contact of the first contactor KM1 is electrically connected to the connecting component. The first and second contacts, and the fifth and sixth contacts of the first contactor KM1 are all normally closed contacts, and the first and third contacts, and the fifth and seventh contacts of the first contactor KM1 are all normally open contacts. The first contact of the second contactor KM2 is electrically connected to the positive terminal of the second battery pack, the second contact of the second contactor KM2 is electrically connected to the positive terminal of the charging component, the third contact of the second contactor KM2 is electrically connected to the connecting component, the fifth contact of the second contactor KM2 is electrically connected to the negative terminal of the second battery pack, the sixth contact of the second contactor KM2 is electrically connected to the negative terminal of the charging component, and the seventh contact of the second contactor KM2 is electrically connected to the connecting component. The first and second contacts, and the fifth and sixth contacts of the second contactor KM2 are normally closed contacts, and the first and third contacts, and the fifth and seventh contacts of the second contactor KM2 are normally open contacts.
3. The novel 110V battery traction control system for improving vehicle operating speed according to claim 2, characterized in that, A first current stabilizing component is provided between the first battery pack and the first switching component, and a second current stabilizing component is provided between the second battery pack and the second switching component.
4. The novel 110V battery traction control system for improving vehicle operating speed according to claim 3, characterized in that, The first current stabilizing component includes a third contactor KM3 and a fourth contactor KM4 connected in parallel, with a first resistor R1 connected in series with the fourth contactor KM4; the second current stabilizing component includes a fifth contactor KM5 and a sixth contactor KM6 connected in parallel, with a second resistor R2 connected in series with the sixth contactor KM6.
5. The novel 110V battery traction control system for improving vehicle operating speed according to claim 2, characterized in that, The charging assembly includes a power source and a third battery pack. The positive terminal of the power source is electrically connected to the second contact of the first contactor KM1, the second contact of the second contactor KM2, and the positive terminal of the third battery pack. The negative terminal of the power source is electrically connected to the sixth contact of the first contactor KM1 and the negative terminal of the third battery pack. The power source also supplies power to the load.
6. The novel 110V battery traction control system for improving vehicle operating speed according to claim 5, characterized in that, The load is electrically connected to the positive terminal of the third battery pack and intersects at a first intersection point A. The second contact of the first contactor KM1 is electrically connected to the second contact of the second contactor KM2 and intersects at a second intersection point B. The positive terminal of the power supply, the first intersection point A, and the second intersection point B are electrically connected and intersect at a third intersection point C. A first diode VD1 is provided between the load and the first intersection point A. The anode of the first diode VD1 is electrically connected to the first intersection point A, and the cathode of the first diode VD1 is electrically connected to the load. A second diode VD2 is provided between the first intersection point A and the third intersection point C. The anode of the second diode VD2 is electrically connected to the third intersection point C, and the cathode of the second diode VD2 is electrically connected to the first intersection point A. A third diode VD3 is provided between the second intersection point B and the third intersection point C. The anode of the third diode VD3 is electrically connected to the third intersection point C, and the cathode of the third diode VD3 is electrically connected to the second intersection point B.
7. The novel 110V battery traction control system for improving vehicle operating speed according to claim 1, characterized in that, The connection assembly includes a seventh contactor KM7 and an eighth contactor KM8; When the first switching element is in the second position, the first contact of the seventh contactor KM7 is electrically connected to the positive terminal of the traction converter, the second contact of the seventh contactor KM7 is electrically connected to the positive terminal of the first battery pack, the third contact of the seventh contactor KM7 is electrically connected to the seventh contact of the eighth contactor KM8, the fifth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter, the sixth contact of the seventh contactor KM7 is electrically connected to the negative terminal of the first battery pack, and the seventh contact of the seventh contactor KM7 is electrically connected to the negative terminal of the traction converter. The first and second contacts, the fifth and sixth contacts of the seventh contactor KM7 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the seventh contactor KM7 are all normally open contacts. When the second switching element is in the fourth position, the first contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the second contact of the eighth contactor KM8 is electrically connected to the positive terminal of the second battery pack, the third contact of the eighth contactor KM8 is electrically connected to the positive terminal of the traction converter, the fifth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the traction converter, the sixth contact of the eighth contactor KM8 is electrically connected to the negative terminal of the second battery pack, and the seventh contact of the eighth contactor KM8 is electrically connected to the third contact of the seventh contactor KM7. The first and second contacts, the fifth and sixth contacts of the eighth contactor KM8 are all normally closed contacts, and the second and third contacts, the sixth and seventh contacts of the eighth contactor KM8 are all normally open contacts.
8. The novel 110V battery traction control system for improving vehicle operating speed according to claim 7, characterized in that, A fourth diode VD4 is provided between the first contact of the seventh contactor KM7 and the positive terminal of the traction converter. The anode of the fourth diode VD4 is electrically connected to the first contact of the seventh contactor KM7, and the cathode of the fourth diode VD4 is electrically connected to the positive terminal of the traction converter. A fifth diode VD5 is provided between the first contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the fifth diode VD5 is electrically connected to the first contact of the eighth contactor KM8, and the cathode of the fifth diode VD5 is electrically connected to the positive terminal of the traction converter. A sixth diode VD6 is provided between the third contact of the eighth contactor KM8 and the positive terminal of the traction converter. The anode of the sixth diode VD6 is electrically connected to the third contact of the eighth contactor KM8, and the cathode of the sixth diode VD6 is electrically connected to the positive terminal of the traction converter.
9. The novel 110V battery traction control system for improving vehicle operating speed according to claim 1, characterized in that, The novel 110V battery traction control system for improving vehicle operating speed also includes a control terminal, which is electrically connected to the connection component, the first switching component, the second switching component, and the charging component.
10. The novel 110V battery traction control system for improving vehicle operating speed according to claim 9, characterized in that, The traction converter is electrically connected to the high-voltage mains power grid, and the control terminal collects the voltage of the high-voltage mains power grid.