Vehicle emergency drive automatic switching control method and system, vehicle

Abstract

The application discloses a vehicle emergency driving automatic switching control method and system and a vehicle. The vehicle comprises a vehicle controller and at least one carriage. A battery management system and a load unit are arranged on each carriage and are in communication connection with the vehicle controller. The method comprises the following steps: the vehicle controller sends a power-on instruction to each battery management system of the vehicle according to a power supply message; the power-on instruction comprises a high-voltage power-on instruction and a battery power-on instruction; the battery management system receives and responds to the power-on instruction, and sends a feedback message to the vehicle controller after confirming that the response is completed; and the vehicle controller sends a start instruction to each load unit of the vehicle after receiving the feedback message sent by all the battery management systems, so that each load unit responds to the start instruction.

Description

Technical Field

[0001] This application generally relates to the field of vehicle technology, and specifically to a vehicle emergency drive automatic switching control method, circuit, and vehicle. Background Technology

[0002] The overhead contact system of urban rail transit is a power transmission line that is erected above the railway line to supply power to electric locomotives. The current for high-speed trains is transmitted through the overhead contact system at the top of the locomotive. However, this power supply method is relatively simple, the switching method is relatively complex, and once the contact system loses power or the pantograph of the train makes poor contact with the contact system, a power outage fault will occur, which will affect the power supply of the train. For example, it will cause the air conditioning and lighting systems to be reduced or shut down, resulting in a poor user experience.

[0003] In existing technologies, trains typically use traction converters to draw power from the overhead contact line, which drives traction motors to convert the energy obtained from the grid into kinetic energy to power the train. When the grid loses power, if the train still needs to move, it needs to use the power batteries installed on the train to provide the energy required for the train to move.

[0004] In existing technologies, a manual switching switch is generally used to switch between overhead contact line power supply and power battery power supply. This method is time-consuming, labor-intensive, and inefficient. Moreover, there is a risk of electric shock from high voltage during the manual switching process. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a vehicle emergency drive automatic switching control method, system, and vehicle that can automatically switch between power supply modes.

[0006] In a first aspect, this application provides a method for automatic switching control of emergency drive in a vehicle, the vehicle including a vehicle controller and at least one compartment, each compartment being equipped with a battery management system and a load unit communicatively connected to the vehicle controller, the method comprising:

[0007] The vehicle controller sends power-on commands to each battery management system of the vehicle according to the power supply message; the power-on commands include high-voltage power-on commands and battery power-on commands.

[0008] The battery management system receives and responds to the power-on command, and sends a feedback message to the vehicle controller after confirming the completion of the response;

[0009] After receiving feedback messages from all battery management systems, the vehicle controller sends a start command to each load unit of the vehicle, so that each load unit responds to the start command.

[0010] Optionally, the power supply message includes a high-voltage valid message and a high-voltage failure message; wherein, the high-voltage valid message is generated by the vehicle controller in response to the collected high-voltage power-on information; and the high-voltage failure message is generated by the battery management system when the grid voltage information meets the high-voltage failure conditions.

[0011] Optionally, the vehicle controller sends a power-on command to each battery management system of the vehicle according to the power supply message, the method including:

[0012] The vehicle controller sends the high-voltage power-on command to each battery management system of the vehicle according to the high-voltage valid message.

[0013] The vehicle controller sends a battery power-on command to each battery management system of the vehicle based on the high-voltage failure message.

[0014] Optionally, the feedback message includes a high-voltage power-on success message and a battery power-on success message; wherein, the battery management system receives and responds to the power-on command, and sends a feedback message to the vehicle controller after confirming the completion of the response, the method including:

[0015] The battery management system receives and responds to the high-voltage power-on command, and sends a high-voltage power-on success message to the vehicle controller after confirming the completion of the response.

[0016] The battery management system receives and responds to the battery power-on command, and sends a battery power-on success message to the vehicle controller after confirming the completion of the response.

[0017] Optionally, the start command includes a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command. After receiving feedback messages from all battery management systems, the vehicle controller sends start commands to each load unit of the vehicle, the method including:

[0018] After receiving the high-voltage power-on success message from all battery management systems, the vehicle controller sends a high-voltage start command to each load unit of the vehicle.

[0019] After receiving the battery power-on success message from all battery management systems, the vehicle controller sends a battery start command to each load unit of the vehicle.

[0020] Optionally, the method further includes:

[0021] The vehicle controller sends a high-voltage power-off command to each load unit of the vehicle based on the high-voltage failure message, so that each load unit responds to the high-voltage power-off command.

[0022] Optionally, the method further includes:

[0023] The battery management system determines whether the grid voltage information meets the high-voltage failure conditions based on the grid voltage information.

[0024] After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system sends the high-voltage failure message to the vehicle controller; and

[0025] After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system generates a high-voltage power-off command.

[0026] Optionally, the method further includes:

[0027] The load unit receives and responds to the high-voltage start command, and sends a high-voltage start success message to the vehicle controller after confirming the completion of the response.

[0028] After receiving high-voltage start success messages from all load units, the vehicle controller generates a high-voltage power-on success command for the entire vehicle.

[0029] Optionally, the load unit includes a pre-charge branch and a power supply branch connected in parallel, and the method further includes:

[0030] The pre-charge branch is turned on when the load unit receives the start command to realize the pre-charge operation and is turned off after the pre-charge operation is completed.

[0031] The power supply branch is turned on after the pre-charge branch has completed pre-charging, so that the load unit can respond to the start command.

[0032] Optionally, the method further includes:

[0033] The load unit disconnects the power supply branch in response to the received high-voltage power-off command.

[0034] Secondly, this application provides a vehicle emergency drive automatic switching system, wherein the vehicle includes at least one compartment, and the system includes a vehicle controller, a battery management system and a load unit disposed on each compartment and communicatively connected to the vehicle control system, wherein:

[0035] The vehicle controller is used to send power-on commands to each battery management system of the vehicle according to the power supply message; the power-on commands include high-voltage power-on commands and battery power-on commands; and after receiving feedback messages sent by all battery management systems, it is used to send start commands to each load unit of the vehicle so that each load unit responds to the start command, wherein the start command includes a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command;

[0036] The battery management system is used to receive and respond to the power-on command, and send a feedback message to the vehicle controller after confirming the completion of the response.

[0037] A load unit for receiving and responding to the power-on command. Optionally, the system further includes a load unit installed on each of the carriages.

[0038] At least one load coupled to the load unit;

[0039] The power battery coupled to the battery management system is used to provide battery power to the load through the high-voltage bus;

[0040] The contact network coupled to the vehicle controller is used to provide high-voltage power to each of the loads and the power battery.

[0041] Optionally, the battery management system includes a first control switch coupled between the contact network and the high-voltage bus, the first control switch being used to respond to a power-on command sent by the vehicle controller under the control of the battery management system;

[0042] The load unit includes a second control switch coupled between the high-voltage bus and the load, the second control switch being used to respond to a power-on command sent by the vehicle controller under the control of the load unit.

[0043] Optionally, the first control switch includes a relay, which is configured to be turned on in response to a high-voltage power-on command, turned off in response to a high-voltage power-off command, and remain off in response to a battery power-on command.

[0044] Optionally, the second control switch includes a pre-charge branch and a power supply branch connected in parallel on the high-voltage busbar; wherein,

[0045] The precharge branch is used to be turned on when the load unit receives the start command to realize the precharge operation and to be turned off after the precharge operation is completed.

[0046] The power supply branch is used to turn on after the pre-charging branch has completed pre-charging and to turn off after receiving a power-off command.

[0047] Optionally, the power supply branch includes a power supply contactor, and the pre-charge branch includes a pre-charge contactor and a pre-charge resistor connected in series.

[0048] Thirdly, this application provides a vehicle that employs an automatic emergency drive switching system as described in any of the above descriptions.

[0049] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0050] The vehicle emergency drive automatic switching control method provided in this application embodiment enables the vehicle to operate smoothly in both contactless and contactless power grid modes, and allows for free switching between the two power supply modes. Through centralized control of the switching between the two power supply modes by the vehicle controller, it effectively achieves synchronized control of power supply output, battery management system, and load power-on status to a certain extent. This avoids energy surges to internal circuit components caused by sudden power supply interruptions, and also reduces the risk of electric shock to maintenance personnel caused by sudden power supply interruptions, thus improving vehicle safety. Attached Figure Description

[0051] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0052] Figure 1 An exemplary structural block diagram of a vehicle emergency drive automatic switching system provided for embodiments of this application;

[0053] Figure 2 An exemplary structural block diagram of a vehicle emergency drive automatic switching control method provided for embodiments of this application;

[0054] Figure 3 A driving timing diagram of a vehicle emergency drive automatic switching system provided for embodiments of this application;

[0055] Figure 4 An exemplary structural block diagram of another vehicle emergency drive automatic switching control method provided for embodiments of this application;

[0056] Figure 5 An exemplary structural block diagram of yet another vehicle emergency drive automatic switching control method provided for embodiments of this application;

[0057] Figure 6 A system architecture diagram of a vehicle provided for embodiments of this application;

[0058] Figure 7 A schematic diagram of the circuit connection of a carriage provided for an embodiment of this application;

[0059] Figure 8 An exemplary structural block diagram of a control method for a vehicle controller provided for embodiments of this application;

[0060] Figure 9 An exemplary structural block diagram of a control method for a battery management system provided for an embodiment of this application;

[0061] Figure 10An exemplary structural block diagram of a load unit control method provided for an embodiment of this application. Detailed Implementation

[0062] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0063] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0064] Please see details. Figure 1-3 This application provides a vehicle emergency drive automatic switching control method, wherein the vehicle includes a vehicle controller (CCU) and at least one carriage, and each carriage is equipped with a battery management system (BMS) and a load unit 300 that are communicatively connected to the vehicle controller (CCU).

[0065] In this embodiment, the vehicle controller (CCU), battery management system (BMS), and load unit 300 can communicate via CAN (Controller Area Network). The vehicle controller can send various control commands to the CAN network, and the BMS and load unit 300 can then obtain these control commands from the CAN network. Similarly, the BMS and load unit 300 can send various feedback signals to the CCU via the CAN network.

[0066] In this embodiment of the application, the automatic switching control method for vehicle emergency drive includes:

[0067] S10. The vehicle controller (CCU) sends a power-on command to each battery management system (BMS) of the vehicle according to the power supply message; the power-on command includes a high-voltage power-on command and a battery power-on command.

[0068] The power supply message includes a high-voltage valid message and a high-voltage failure message; the high-voltage valid message is generated by the vehicle controller (CCU) in response to the collected high-voltage power-on information; the high-voltage failure message is generated by the battery management system (BMS) when the grid voltage information meets the high-voltage failure conditions.

[0069] Common power supply anomalies in rail trains include abnormal power supply to the contact wire JC and poor contact between the train's pantograph and the contact wire JC. In this embodiment, power supply messages are used to characterize different power supply anomaly situations. For example, the power supply status of the contact wire JC can be obtained through the vehicle controller (CCU) to indicate whether the contact wire JC is supplying power normally. When high-voltage power-on information is collected, it indicates that the contact wire JC is supplying power normally, and normal high-voltage power-on can be achieved. The pantograph power-on status is collected by the BMS system, and the grid voltage information is used to characterize it. When the grid voltage is lower than a set value, it indicates a high-voltage power-on anomaly, and the BMS system reports a high-voltage failure message indicating a power-on anomaly to the CCU system.

[0070] It should be noted that this application exemplifies two different message methods for high-voltage power-on abnormalities, but this application is not limited to these. In different embodiments, one information collection method can be used to generate the two messages. This application does not limit this. Depending on the application scenario, different methods can be used to generate high-voltage valid messages or high-voltage failure messages.

[0071] It is understood that in the embodiments of this application, the power supply mode of the contact network JC is described as high voltage power supply, and the power supply mode of the power battery 10 is described as battery power supply, in order to distinguish between the two different power supply modes with and without contact network.

[0072] The method for the vehicle controller (CCU) to send power-on commands to each battery management system (BMS) of the vehicle based on the power supply message includes:

[0073] S11. The vehicle controller (CCU) sends the high-voltage power-on command to each battery management system (BMS) of the vehicle according to the high-voltage valid message.

[0074] S12, The vehicle controller (CCU) sends a battery power-on command to each battery management system (BMS) of the vehicle based on the high-voltage failure message.

[0075] In this embodiment, the vehicle controller (CCU) collects the high-voltage power-on status of the contact grid (JC) or battery management system (BMS), and sends a high-voltage power-on command or a battery power-on command to the BMS system based on the power supply message. This enables the switching of power supply modes under different operating conditions, achieves automatic switching, and improves system switching efficiency.

[0076] S20. The Battery Management System (BMS) receives and responds to the power-on command, and sends a feedback message to the Vehicle Controller Unit (CCU) after confirming the completion of the response. The feedback message includes a high-voltage power-on success message and a battery power-on success message. Specifically, it includes:

[0077] S21. The battery management system (BMS) receives and responds to the high-voltage power-on command, and sends a high-voltage power-on success message to the vehicle controller (CCU) after confirming the completion of the response.

[0078] S22. The battery management system (BMS) receives and responds to the battery power-on command, and sends a battery power-on success message to the vehicle controller (CCU) after confirming the completion of the response.

[0079] In this embodiment, the vehicle controller (CCU) sends a power-on command to each BMS system on the vehicle. After receiving the power-on command, each BMS system switches its power supply mode according to the command and sends a feedback message to the CCU system after switching. This allows the CCU system to centrally control the BMS systems on the vehicle, preventing a power outage in some compartments after the BMS has achieved high-voltage power-on. This avoids the compartments that lose power due to a power outage switching their battery power supply mode, thus preventing accidental battery discharge during maintenance of the compartments that have lost power and causing safety accidents.

[0080] S30. After receiving feedback messages from all Battery Management Systems (BMS), the Vehicle Controller (CCU) sends start commands to each load unit 300 of the vehicle, causing each load unit 300 to respond to the start commands. The start commands include a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command. Specifically, this includes:

[0081] S31. After receiving the high-voltage power-on success message from all battery management systems (BMS), the vehicle controller (CCU) sends a high-voltage start command to each load unit 300 of the vehicle.

[0082] S32. After receiving the battery power-on success message from all battery management systems (BMS), the vehicle controller (CCU) sends a battery start command to each load unit 300 of the vehicle.

[0083] In this embodiment, when the vehicle controller CCU issues a power-on command, the battery management system (BMS) is followed first, then the load unit 300. This avoids the situation where some power batteries 10 experience power supply abnormalities, which could prevent some loads from being unable to receive power normally. The vehicle controller CCU can centrally manage the various battery management systems (BMS) on the vehicle, and can also achieve effective power distribution while switching modes.

[0084] S40. Each load unit 300 receives and responds to the start command sent by the vehicle controller CCU, and sends a load feedback message to the vehicle controller CCU after confirming the completion of the response. Specifically, this includes:

[0085] S41. The load unit 300 receives and responds to the high-voltage start command, and after confirming the completion of the response, sends a high-voltage start success message to the vehicle controller CCU.

[0086] S42. The load unit 300 receives and responds to the battery start command, and sends a battery start success message to the vehicle controller CCU after confirming the completion of the response.

[0087] In one embodiment of this application, the load unit 300 is further configured to:

[0088] S43. The vehicle controller (CCU) sends a high-voltage power-off command to each load unit 300 of the vehicle according to the high-voltage failure message, so that each load unit 300 responds to the high-voltage power-off command.

[0089] It should be noted that, in this application, the prerequisite for the vehicle to complete the switching between different power supply methods is that each load unit 300 receives and responds to the start command issued by the vehicle controller CCU, including but not limited to: after receiving the battery start success message sent by all load units 300, the vehicle controller CCU generates a vehicle battery power-on success command to realize the switching of the vehicle from contact network power supply to battery power supply; after receiving the high voltage start success message sent by all load units 300, the vehicle controller CCU generates a vehicle high voltage power-on success command to realize the switching of the vehicle from battery power supply to contact network power supply.

[0090] In this embodiment, the load unit 300 sends a high-voltage start command or a battery start command through the vehicle controller (CCU), and switches the power supply mode on the load under the control of the command. It is understood that in this embodiment, the battery management system (BMS) is located between the power supply device (power battery 10 or contact grid JC) and the load unit 300. Power is supplied to the load only after all BMSs are powered on, and the power distribution to each load is achieved through the BMS.

[0091] It is worth noting that in this embodiment, the high-voltage power-off command of the BMS system does not need to be issued by the vehicle controller CCU. The high-voltage power-off command of the BMS system can be sent automatically when a high-voltage power failure occurs, while the BMS system is collecting grid voltage information, thereby achieving rapid switching of the BMS system and improving safety.

[0092] like Figure 4 As shown, in one embodiment of this application, the method further includes:

[0093] S23. The battery management system (BMS) determines whether the grid voltage information meets the high-voltage failure conditions based on the grid voltage information.

[0094] S24. After confirming that the grid voltage information meets the high-voltage failure conditions, the Battery Management System (BMS) sends the high-voltage failure message to the Vehicle Controller Unit (CCU); and

[0095] S25. After confirming that the grid voltage information meets the high voltage failure conditions, the battery management system (BMS) generates a high voltage power-off command.

[0096] In the embodiments of this application, the load unit 300 includes a load and a contactor between the load and the power supply. Considering that a large instantaneous current, up to 2000A, is generated when the contactor connecting the load and the power supply switches from open to closed, this instantaneous current can easily damage the contactor or even impact the internal circuitry of the drive motor controller. Therefore, in this embodiment, the load unit 300 includes a pre-charge branch and a power supply branch. The pre-charge branch first charges the two ends of the contactor, and the power supply branch closes only when the voltage difference between its two ends is small, thereby preventing damage to the circuitry due to excessive current at the moment of connection between the load and the power supply.

[0097] like Figure 5 As shown, in some embodiments of this application, the load unit 300 includes a pre-charge branch and a power supply branch connected in parallel, and the method further includes:

[0098] S401, the pre-charge branch is turned on when the load unit 300 receives the start command to realize the pre-charge operation and is turned off after the pre-charge operation is completed;

[0099] S402, the power supply branch is turned on after the pre-charging branch has completed pre-charging, so that the load unit 300 can respond to the start command.

[0100] S403. The load unit 300 disconnects the power supply branch in response to the received high-voltage power-off command.

[0101] Corresponding to the above method, this application provides a vehicle emergency drive automatic switching system. Please refer to [link / reference needed]. Figure 1 and Figure 3 As shown, the vehicle includes at least one carriage, and the system includes a vehicle controller (CCU), a battery management system (BMS) installed on each carriage and communicatively connected to the vehicle control system (CCU), and a load unit 300, wherein:

[0102] The vehicle controller (CCU) is used to send power-on commands to each battery management system of the vehicle according to the power supply message; the power-on commands include high-voltage power-on commands and battery power-on commands; and to send start commands to each load unit of the vehicle after receiving feedback messages from all battery management systems, so that each load unit responds to the start command, wherein the start command includes a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command;

[0103] The battery management system (BMS) is used to receive and respond to the power-on command, and send a feedback message to the vehicle controller after confirming the completion of the response.

[0104] The load unit 300 is used to receive and respond to the start command.

[0105] In this embodiment of the application, the system further includes components disposed on each of the carriages:

[0106] At least one load coupled to the load unit 300;

[0107] The power battery 10, which is coupled to the battery management system (BMS), is used to provide battery power to the load through the high-voltage bus DD.

[0108] The contact grid coupled to the vehicle controller CCU is used to provide high-voltage power to each of the loads and the power battery 10.

[0109] The vehicle includes high-voltage and low-voltage loads. The high-voltage loads include cooling fans, cooling pumps, main air compressors, and air conditioners, etc. The low-voltage loads include terminals, monitors, GPS positioning, audio-visual equipment, cab instruments, lighting systems, and controllers, etc.

[0110] High-voltage loads can be powered directly by the high-voltage bus DD, and the voltage is converted to the required voltage by the voltage conversion unit in the load unit 300. Low-voltage loads are powered directly by the low-voltage bus, and the voltage is converted to the required voltage by the voltage conversion unit. The low-voltage bus is converted to low-voltage DC voltage by a DC-DC conversion unit connected to the high-voltage bus DD.

[0111] In this application, an exemplary description is provided using an example where the voltage on the contact grid JC and the high-voltage bus DD is 750V DC, and the voltage on the low-voltage bus is 110V DC. The voltages on the high-voltage bus DD and the low-voltage bus can be further converted to the different voltage levels required by the high-voltage or low-voltage loads. It should be noted that in this embodiment, the load unit 300 is described using a high-voltage load system as an example, and the low-voltage load is described using its corresponding low-voltage bus as an example.

[0112] The following details the specific processes involved in powering up the high-voltage systems and batteries on the train. For example... Figure 7 The document provides a system architecture diagram for a vehicle. Figure 8 The document provides a schematic diagram of the circuit connections on a train carriage.

[0113] Vehicle Controller Unit (CCU)

[0114] In the embodiments of this application, such as Figure 8 The automatic power supply switching method for the vehicle controller (CCU) includes:

[0115] S101, The vehicle controller (CCU) determines whether a valid high-voltage message has been received.

[0116] The vehicle controller (CCU) includes a first sensing unit 50, used to collect high-voltage power-on information on the contact network JC. The sensing unit can be a Hall voltage sensor or a Hall current sensor, and the high-voltage power-on information can be voltage or current information of the contact network JC. Obtaining the high-voltage power-on information of the contact network JC through the vehicle controller (CCU) indicates whether the contact network JC is supplying power normally. If the first sensing unit 50 collects high-voltage power-on information, it sends a high-voltage valid message to the CCU system.

[0117] S102. If the vehicle controller (CCU) receives a high-voltage valid message, it sends a high-voltage power-on command to the BMS system.

[0118] S103. The vehicle controller (CCU) determines whether it has received high-voltage power-on success messages from all BMS systems.

[0119] S104. If the vehicle controller CCU receives high-voltage power-on success messages from all BMS systems, it sends a high-voltage start command to the load unit 300.

[0120] S105, the vehicle controller CCU determines whether it has received high-voltage start success messages from all load units 300.

[0121] S106. If the vehicle controller CCU receives high-voltage start success messages from all load units 300, it sends a high-voltage power-on success command to the outside, completing the switch from contactless power grid JC to contact power grid JC.

[0122] S111, the vehicle controller (CCU) determines whether it has received a high-voltage invalid message.

[0123] S112. If the vehicle controller (CCU) receives a high-voltage invalid message, it sends a battery power-on command to the BMS system.

[0124] S113. The vehicle controller (CCU) determines whether it has received battery power-on success messages from all BMS systems.

[0125] S114. If the vehicle controller CCU receives battery power-on success messages from all BMS systems, it sends a battery start command to the load unit 300.

[0126] S115, The vehicle controller CCU determines whether it has received battery start success messages from all load units 300.

[0127] S116. If the vehicle controller CCU receives a battery start-up success message from all load units 300, it sends a vehicle battery power-on success command to the outside, completing the switch from contactless power grid JC to contactless power grid JC.

[0128] Battery Management System (BMS)

[0129] The battery management system (BMS) includes a first control switch coupled between the contact network (JC) and the high-voltage bus (DD). The first control switch is used to respond to a power-on command sent by the vehicle controller (CCU) under the control of the battery management system (BMS).

[0130] Optionally, the first control switch includes a relay 80, which is configured to be turned on in response to a high-voltage power-on command, turned off in response to a high-voltage power-off command, and remain off in response to a battery power-on command.

[0131] In the embodiments of this application, such as Figure 9 The automatic power supply switching method of the battery management system (BMS) includes:

[0132] S201. The Battery Management System (BMS) determines whether it has received a high-voltage power-on command from the CCU system.

[0133] S202. If the battery management system (BMS) receives a high-voltage power-on command, it responds to the high-voltage power-on command by controlling relay 80 to turn on.

[0134] S203. After responding to the high-voltage power-on command, the Battery Management System (BMS) sends a high-voltage power-on success message to the CCU system, and the BMS completes the power supply mode switch from contactless to contactless.

[0135] S210. The battery management system determines whether the grid voltage information meets the high-voltage failure conditions based on the grid voltage information.

[0136] The Battery Management System (BMS) includes a second sensing unit 60, used to collect grid voltage information of the contact grid JC connected to the BMS. The sensing unit can be a Hall voltage sensor or a Hall current sensor, and the grid voltage information can be either the voltage or current information of the contact grid JC. The BMS system collects information on the pantograph's energization status and uses the grid voltage information to characterize the data. When the grid voltage is lower than a set value, it indicates a high-voltage energization anomaly, and the BMS system reports a high-voltage failure message to the Control Unit (CCU) system.

[0137] S211. After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system generates a high-voltage power-off command.

[0138] S212. After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system sends the high-voltage failure message to the vehicle controller (CCU). For example, it determines whether the grid voltage is less than 500V. If it is less than 500V, it indicates a high-voltage failure, and the BMS system sends a high-voltage failure message to the CCU system.

[0139] It should be noted that the execution order of S211 and S212 is not limited in this embodiment; they can be executed in a certain order or simultaneously. The Battery Management System (BMS) sends a high-voltage power-off command to the relay 80, thereby controlling the relay 80 to disconnect.

[0140] S213. The Battery Management System (BMS) determines whether it has received a battery power-on command from the CCU system.

[0141] S214. If the battery management system (BMS) receives a battery power-on command, it shall respond to the battery power-on command.

[0142] In this embodiment, the battery management system (BMS) is communicatively connected to the power battery 10. A first discharge contactor KM12 is installed between the positive terminal of the power battery 10 and the high-voltage positive bus DD+, and a second discharge contactor KM13 is installed between the negative terminal of the power battery 10 and the high-voltage negative bus DD-. When the BMS system responds to a battery power-on command, it controls the first discharge contactor KM12 and the second discharge contactor KM13 to conduct, thereby establishing an electrical connection between the power battery 10 and the high-voltage bus DD. This allows the power battery 10 to supply high voltage to the high-voltage bus DD, and also supplies power to the load unit 300 via the high-voltage bus DD.

[0143] In some existing trains, switching between power supply methods typically involves switching between two modes: from overhead contact line to overhead contactless line and from overhead contactless line to overhead contact line. During this switching, a high-power bidirectional DC / DC converter is used for charging and discharging control. For example, when switching from overhead contact line to overhead contactless line, the electrical energy required for train operation is provided by the onboard energy storage system through a bidirectional DC / DC converter circuit with boost chopping. When switching from overhead contactless line to overhead contact line, the overhead contact line supplies power to the bidirectional DC-DC converter circuit with step-down chopping to charge the onboard energy storage system. This control and switching method is complex and can cause arcing or substation tripping during the switching process.

[0144] To address the energy waste problem in existing technologies where, during emergency power supply, a traction converter on the train malfunctions, causing the power battery 10 supplying power to the traction converter to perform ineffective work or remain idle, the BMS system in this application achieves efficient utilization of power in battery-powered systems by providing high-voltage power to the high-voltage bus DD through the contact grid JC and the power battery 10, and then supplying power to the high-voltage load through the high-voltage bus DD. Simultaneously, when the pantograph malfunctions or fails, the vehicle is in emergency operation, and the BMS system is in a connected position, ensuring the safety of maintenance personnel and electrical equipment during maintenance or inspection.

[0145] S215. After responding to the high-voltage power-on command, the Battery Management System (BMS) sends a battery power-on success message to the CCU system, and the BMS completes the power supply mode switch from contact network to contactless network.

[0146] Load Unit 300

[0147] To stabilize the high-voltage input voltage of the load, each load unit 300 is equipped with supporting capacitors of varying sizes at its high-voltage input terminal. During the high-voltage power-on process of the train and the battery, a pre-charging circuit is used to pre-charge the supporting capacitors of the high-voltage load, causing the voltage of the supporting capacitors to rise slowly until the voltage difference with the high-voltage battery pack is small before closing the high-voltage contactor of the distribution branch to complete the high-voltage power-on. This avoids the instantaneous inrush current caused by directly closing the high-voltage contactor of the load distribution branch, which could burn out the load supporting capacitors, high-voltage contactors, and fuses, thus ensuring the safety of the load and the power distribution system. When pre-charging is required, the pre-charging contactor is closed, and the load capacitors are pre-charged through the pre-charging resistor using a current-limiting charging method.

[0148] In this embodiment, the load unit 300 includes a second control switch coupled between the high-voltage bus DD and the load. The second control switch is used to respond to a start command sent by the vehicle controller CCU under the control of the load unit 300. Optionally, the second control switch includes a pre-charge branch and a power supply branch coupled in parallel to the high-voltage bus DD; wherein the pre-charge branch is used to conduct when the load unit 300 receives the start command to perform a pre-charge operation and to disconnect after the pre-charge operation is completed; the power supply branch is used to conduct after the pre-charge branch completes pre-charge and to disconnect after receiving a power-off command.

[0149] Specifically, the power supply branch includes a power supply contactor, and the pre-charge branch includes a pre-charge contactor and a pre-charge resistor connected in series. The first end of the pre-charge contactor is connected to the first end of the power supply contactor and then connected to the high-voltage positive bus DD+. The first end of the pre-charge contactor is connected to the first end of the pre-charge resistor, and the second end of the pre-charge resistor is connected to the second end of the power supply contactor and then connected to the supporting capacitor on the load.

[0150] It should be noted that, in the embodiments of this application, the pre-charging time of the pre-charging branch can be determined based on the pre-charging resistance, supporting capacitor, voltage of the high-voltage bus DD, rated voltage of the load, etc., and this application does not limit this.

[0151] In this application, the drive circuit 30, the air conditioning circuit 20, the battery charging circuit, and the low-voltage bus power supply circuit are used as examples for illustrative description.

[0152] In this embodiment of the application, the drive circuit 30 of each carriage includes a front traction motor and a rear traction motor. Each traction motor is connected to a traction inverter. The traction inverter is used to convert the DC power output from the high-voltage bus DD into AC power and input it into the traction motor, thereby driving the train.

[0153] The drive circuit 30 includes a drive power supply branch and a drive precharge branch connected to the high-voltage bus DD. The front traction inverter connected to the front traction motor and the rear traction inverter connected to the rear traction motor are connected to the same second control switch, allowing for switching of the power supply mode. The drive power supply branch includes a drive power supply contactor KM1, and the drive precharge branch includes a drive precharge contactor KM2 and a drive precharge resistor.

[0154] Specifically, after the drive system receives the start command sent by the CCU system, the drive system sends a control command to the drive precharge contactor KM2, so that the drive precharge contactor KM2 performs a closing operation according to the control command, thereby connecting a resistor in the drive circuit 30, so that the power supply voltage supplies power to the electrical components through the resistor. After the precharge is completed, a closing command is sent to the drive power supply contactor KM1, and a closing command is sent to the drive precharge contactor KM2 to close the first conducting component and open the second conducting component, so that the power supply voltage supplies power to each electrical component through the drive precharge contactor KM2, thereby reducing the voltage loss in the conducting circuit.

[0155] In this embodiment of the application, the air conditioning circuit 20 includes an air conditioning power supply branch and an air conditioning pre-charge branch connected to the high-voltage bus DD. The air conditioning power supply branch includes an air conditioning power supply contactor KM6, and the air conditioning pre-charge branch includes an air conditioning pre-charge contactor KM7 and an air conditioning pre-charge resistor.

[0156] Specifically, after the air conditioning system receives the start command sent by the CCU system, the air conditioning system sends a control command to the air conditioning pre-charge contactor KM7, so that the air conditioning pre-charge contactor KM7 performs a closing operation according to the control command, thereby connecting a resistor in the air conditioning circuit 20, so that the power supply voltage supplies power to the electrical components through the resistor. After the pre-charge is completed, a closing command is sent to the air conditioning power supply contactor KM6, and a closing command is sent to the air conditioning pre-charge contactor KM7, so as to close the first conducting component and open the second conducting component, thereby allowing the power supply voltage to supply power to each electrical component through the air conditioning pre-charge contactor KM7, so as to reduce the voltage loss in the conducting circuit.

[0157] In this embodiment, the battery charging circuit includes a power battery 10 and a DC / DC unit 40 coupled between the power battery 10 and the high-voltage bus DD. The power battery 10 is a high-voltage battery that provides power to the vehicle. A third sensor is installed on the power battery 10 to obtain the state of charge (SOC) value of the power battery 10 (also known as remaining capacity, representing the battery's ability to continue operating).

[0158] The third sensor is connected to the battery management system (BMS). When the acquired SOC value is less than a set SOC threshold, it controls the battery power supply branch and the battery pre-charge contactor KM11 to operate, so that the high-voltage bus DD supplies power to the power battery 10 through the DC / DC unit 40. A battery charging branch and a battery pre-charge branch are provided between the drive battery and the DC / DC unit 40. The battery charging branch includes the battery charging contactor KM10, and the battery pre-charge branch includes the battery pre-charge contactor KM11 and a battery pre-charge resistor.

[0159] In this embodiment, during the charging process of the power battery 10, a current-limited charging process is first performed on the battery through the battery pre-charge branch. During this stage, the charging time is very short, utilizing the battery's float charging characteristics to create capacitance and clamp the battery voltage. To prevent excessive current during the initial charging process, an initial charging current-limiting resistor is used, and the magnitude of the initial charging current limit can be determined based on the initial charging current of the battery. After completing the current-limited charging, a constant power charging mode is implemented through the power supply branch. In this stage, the DC / DC unit 40 adjusts the charging power based on battery information.

[0160] In this embodiment, the DC / DC unit 40 can output voltages of various different standards, charging the power battery 10 through one branch, supplying power to a medium-voltage load through another branch, and supplying power to a low-voltage load through yet another branch. In application, the DC / DC unit 40 includes a primary winding connected to the high-voltage bus DD and a secondary winding connected to the drive battery (or other load).

[0161] The high-voltage bus DD is coupled to the primary winding by a parallel-connected converter power supply branch and a converter pre-charge branch. The converter power supply branch includes a converter power supply contactor KM4, and the converter pre-charge branch includes a converter pre-charge contactor KM5 and a converter pre-charge resistor. The connection between the entire DC / DC unit 40 and the power bus is controlled through the converter power supply branch and the converter pre-charge branch.

[0162] For example, the secondary winding side of the DC / DC unit 40 includes three secondary windings D1, D2, and D3, which respectively convert the voltage on the high-voltage bus DD to obtain their corresponding voltage levels, such as 690V, 110V, and 24V, and then provide the corresponding voltage levels to the power systems that require them. Specifically, the first winding converts the high voltage on the high-voltage bus DD into the charging voltage of the power battery 10; the second winding converts the high voltage on the high-voltage bus DD into the voltage of the medium-voltage bus to supply power to the medium-voltage load; and the third winding converts the high voltage on the high-voltage bus DD into the voltage of the low-voltage bus to supply power to the low-voltage load.

[0163] It is understood that, in this embodiment of the application, the DC / DC unit 40 is configured with three secondary windings, but the application is not limited to this. The three secondary windings can also achieve three voltage output standards through multiple DC / DC units 40 configured in parallel. Of course, in other embodiments, two or more secondary windings can be configured to achieve different voltage standards.

[0164] like Figure 10 As shown, the specific implementation process of high-voltage power-on and battery power-on of the load unit 300 includes:

[0165] S301, Load unit 300 determines whether it has received a high-voltage start command sent by the CCU system.

[0166] S302. If the load unit 300 receives a high-voltage start command, it responds to the high-voltage start command through the power supply branch and the pre-charge branch.

[0167] Specifically, when the load unit 300 receives the high-voltage start command, the pre-charge contactor is turned on to perform the pre-charge operation and is turned off after the pre-charge operation is completed; the power supply contactor is turned on after the pre-charge branch has completed the pre-charge.

[0168] After completing the response to the high-voltage start command (i.e., after the power supply contactor is turned on), load unit 300 sends a high-voltage power-on success message to the CCU system, and load unit 300 completes the power supply mode switch from contactless to contacted.

[0169] S310 and load unit 300 determine whether they have received a high-voltage power-off command sent by the CCU system.

[0170] S311. If the load unit 300 receives a high-voltage power-off command, it will respond to the high-voltage start command through the power supply branch.

[0171] S312, Load unit 300 determines whether it has received a battery start command sent by the CCU system.

[0172] S313. If the load unit 300 receives the battery start command, it responds to the high-voltage start command through the power supply branch and the precharge branch.

[0173] Specifically, when the load unit 300 receives the battery start command, the precharge contactor is turned on to perform a precharge operation and is turned off after the precharge operation is completed; the power supply contactor is turned on after the precharge branch has completed precharge.

[0174] S314. After completing the response to the high-voltage start command (i.e., after the power supply contactor is turned on), the load unit 300 sends a high-voltage power-on success message to the CCU system, and the load unit 300 completes the power supply mode switching from contactless to contacted.

[0175] In this embodiment, the control method enables the guided rail tram to operate smoothly in both contactless and non-contact power grid (JC) modes, and allows for free switching between the two power supply modes. The centralized control of the switching between the two power supply modes by the vehicle controller (CCU) effectively achieves synchronized control of power supply output, battery management system (BMS), and load power-on status. This avoids energy surges to internal circuit components caused by sudden power supply interruptions and reconnections, and reduces the risk of electric shock to maintenance personnel due to sudden power supply interruptions, thus improving vehicle safety.

[0176] This application provides a hybrid vehicle employing any of the vehicle emergency drive automatic switching control methods described above. The hybrid vehicle of this application includes, but is not limited to, monorail vehicles, light rail, maglev trains, and subways.

[0177] This application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle emergency drive automatic switching control method as described above.

[0178] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), onetime programmable read-only memory (OTPROM), electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CDROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0179] It should be understood that although the terms first, second, etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit, without departing from the scope of the exemplary embodiments of this application.

[0180] It should be understood that the term "and / or" that may appear in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist simultaneously. The term " / and" that may appear in this document describes another relationship between related objects, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " that may appear in this document generally indicates that the related objects before and after it are in an "or" relationship.

[0181] It should be understood that when a unit is referred to as "connected," "linked," or "coupled" to another unit in this document, it can be directly connected or coupled to another unit, or an intermediate unit may exist. Conversely, when a unit is referred to as "directly connected" or "directly coupled" to another unit in this document, it indicates that no intermediate unit exists. Furthermore, other words used to describe relationships between units should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

[0182] It should be understood that the terminology used herein is for describing particular embodiments only and is not intended to limit the exemplary embodiments of this application. Where used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that when the terms “comprising,” “including,” “containing,” and / or “including” are used herein, they specify the presence of the stated features, integers, steps, operations, units, and / or components, and do not exclude the presence or addition of one or more other features, quantities, steps, operations, units, components, and / or combinations thereof.

[0183] The present invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the present invention to the described embodiments. Those skilled in the art will understand that many variations and modifications can be made based on the teachings of the present invention, and all such variations and modifications fall within the scope of protection claimed by the present invention.

Claims

1. A method for automatic switching control of vehicle emergency drive, characterized in that, The vehicle includes a vehicle controller and at least one carriage, each carriage being equipped with a battery management system and a load unit communicatively connected to the vehicle controller. The method includes: The vehicle controller sends power-on commands to each battery management system of the vehicle according to the power supply message; the power-on commands include high-voltage power-on commands and battery power-on commands. The battery management system receives and responds to the power-on command, and sends a feedback message to the vehicle controller after confirming the completion of the response; After receiving feedback messages from all battery management systems, the vehicle controller sends a start command to each load unit of the vehicle so that each load unit responds to the start command. The power supply message includes a high-voltage valid message and a high-voltage failure message; the high-voltage valid message is generated by the vehicle controller in response to the collected high-voltage power-on information; the high-voltage failure message is generated by the battery management system when the grid voltage information meets the high-voltage failure conditions.

2. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The vehicle controller sends a power-on command to each battery management system of the vehicle according to the power supply message, the method including: The vehicle controller sends the high-voltage power-on command to each battery management system of the vehicle according to the high-voltage valid message. The vehicle controller sends a battery power-on command to each battery management system of the vehicle based on the high-voltage failure message.

3. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The feedback message includes a high-voltage power-on success message and a battery power-on success message; wherein, the battery management system receives and responds to the power-on command, and sends a feedback message to the vehicle controller after confirming the completion of the response, the method including: The battery management system receives and responds to the high-voltage power-on command, and sends a high-voltage power-on success message to the vehicle controller after confirming the completion of the response. The battery management system receives and responds to the battery power-on command, and sends a battery power-on success message to the vehicle controller after confirming the completion of the response.

4. The vehicle emergency drive automatic switching control method according to claim 3, characterized in that, The start command includes a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command. After receiving feedback messages from all battery management systems, the vehicle controller sends start commands to each load unit of the vehicle, the method of which includes: After receiving the high-voltage power-on success message from all battery management systems, the vehicle controller sends a high-voltage start command to each load unit of the vehicle. After receiving the battery power-on success message from all battery management systems, the vehicle controller sends a battery start command to each load unit of the vehicle.

5. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The method further includes: The vehicle controller sends a high-voltage power-off command to each load unit of the vehicle based on the high-voltage failure message, so that each load unit responds to the high-voltage power-off command.

6. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The method further includes: The battery management system determines whether the grid voltage information meets the high-voltage failure conditions based on the grid voltage information. After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system sends the high-voltage failure message to the vehicle controller; and After confirming that the grid voltage information meets the high-voltage failure conditions, the battery management system generates a high-voltage power-off command.

7. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The method further includes: The load unit receives and responds to the high-voltage start command, and sends a high-voltage start success message to the vehicle controller after confirming the completion of the response. After receiving high-voltage start success messages from all load units, the vehicle controller generates a high-voltage power-on success command for the entire vehicle.

8. The vehicle emergency drive automatic switching control method according to claim 1, characterized in that, The load unit includes a pre-charge branch and a power supply branch connected in parallel, and the method further includes: The pre-charge branch is turned on when the load unit receives the start command to realize the pre-charge operation and is turned off after the pre-charge operation is completed. The power supply branch is turned on after the pre-charge branch has completed pre-charging, so that the load unit can respond to the start command.

9. The vehicle emergency drive automatic switching control method according to claim 8, characterized in that, The method further includes: The load unit disconnects the power supply branch in response to the received high-voltage power-off command.

10. A vehicle emergency drive automatic switching system, characterized in that, The vehicle includes at least one carriage, and the system includes a vehicle controller, a battery management system and a load unit disposed on each of the carriages and communicatively connected to the vehicle controller, wherein: The vehicle controller is used to send power-on commands to each battery management system of the vehicle according to the power supply message; the power-on commands include high-voltage power-on commands and battery power-on commands; and after receiving feedback messages sent by all battery management systems, it is used to send start commands to each load unit of the vehicle so that each load unit responds to the start command, wherein the start command includes a high-voltage start command corresponding to the high-voltage power-on command and a battery start command corresponding to the battery power-on command; The battery management system is used to receive and respond to the power-on command, and send a feedback message to the vehicle controller after confirming the completion of the response. The power supply message includes a high-voltage valid message and a high-voltage failure message; the high-voltage valid message is generated by the vehicle controller in response to the collected high-voltage power-on information; the high-voltage failure message is generated by the battery management system when the grid voltage information meets the high-voltage failure conditions.

11. The vehicle emergency drive automatic switching system according to claim 10, characterized in that, The system also includes components installed on each of the carriages: At least one load coupled to the load unit; The power battery coupled to the battery management system is used to provide battery power to the load through the high-voltage bus; The contact network coupled to the vehicle controller is used to provide high-voltage power to each of the loads and the power battery.

12. The vehicle emergency drive automatic switching system according to claim 11, characterized in that, The battery management system includes a first control switch coupled between the contact network and the high-voltage bus, the first control switch being used to respond to a power-on command sent by the vehicle controller under the control of the battery management system; The load unit includes a second control switch coupled between the high-voltage bus and the load, the second control switch being used to respond to a power-on command sent by the vehicle controller under the control of the load unit.

13. The vehicle emergency drive automatic switching system according to claim 12, characterized in that, The first control switch includes a relay, which is configured to be turned on in response to a high-voltage power-on command, turned off in response to a high-voltage power-off command, and remain off in response to a battery power-on command.

14. The vehicle emergency drive automatic switching system according to claim 12, characterized in that, The second control switch includes a pre-charge branch and a power supply branch connected in parallel on the high-voltage busbar; wherein... The precharge branch is used to be turned on when the load unit receives the start command to realize the precharge operation and to be turned off after the precharge operation is completed. The power supply branch is used to turn on after the pre-charging branch has completed pre-charging and to turn off after receiving a power-off command.

15. The vehicle emergency drive automatic switching system according to claim 14, characterized in that, The power supply branch includes a power supply contactor, and the pre-charge branch includes a pre-charge contactor and a pre-charge resistor connected in series.

16. A vehicle, characterized in that, Includes the vehicle emergency drive automatic switching system as described in any one of claims 10-15.

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