A power battery locomotive control system and control method

Abstract

The application discloses a power battery locomotive control system, which comprises a central control unit, a first switch and a second switch. The first switch is connected with the second switch. The first switch is also connected with the central control unit, a remote input and output unit I-1, a remote input and output unit II, a first display screen unit, a first traction control unit, a first auxiliary control unit, a first battery management system and a second battery management system. The second switch is also connected with a data recording unit, a remote input and output unit I-2, a second display screen unit, a second traction control unit, a second auxiliary control unit and a storage battery charger unit. The application realizes high real-time and high reliability safety control of the locomotive. An advanced control strategy is adopted for the battery system. The energy consumption of the whole vehicle is calculated and displayed in real time, so that the energy saving of the locomotive is ensured.

Description

Technical Field

[0001] This invention belongs to the field of fully automated products and relates to a power battery locomotive control system and control method. Background Technology

[0002] With the urgent need for a global shift towards green and environmentally friendly energy industries, energy-saving and environmentally friendly locomotives are gaining popularity worldwide, and new energy locomotives are becoming a new development trend in the future rail transit industry.

[0003] Currently, the locomotive market, both domestically and internationally, primarily uses either electricity or diesel fuel, i.e., electric locomotives and diesel locomotives. Electric locomotives obtain electricity through a pantograph connected to the overhead contact line on the roof. This electricity is then transmitted to the converter via the main circuit breaker and main transformer, where it is converted to drive the locomotive and power auxiliary loads such as air conditioners, fans, water pumps, and oil pumps. The corresponding control system possesses logic control and overvoltage, undervoltage, and overcurrent protection functions for high-voltage system equipment such as the pantograph, main circuit breaker, roof disconnect switch, and main transformer. It can achieve sequential control and protection of high-voltage components and has a high-voltage lockout function for repeated faults in important high-voltage components. Diesel locomotives mainly obtain energy from the diesel engine. The main generator inverts the available voltage to the main and auxiliary converters, and the main converter drives the locomotive after alternating voltage conversion. In addition to controlling and protecting the high-voltage system, the control system also interacts with and protects the diesel engine system.

[0004] The above-mentioned control system and control method are only applicable to electric locomotives or diesel locomotives.

[0005] Currently, the control systems and methods for locomotives are designed for electric or diesel locomotives, primarily involving interaction and control with the pantograph high-voltage system or diesel engine system to ensure the locomotive's normal driving operation.

[0006] The control system and control method for electric or diesel locomotives are not applicable to pure battery locomotives. Summary of the Invention

[0007] To solve the above problems, the technical solution adopted by the present invention is: a power battery locomotive network control system, including a first switch, a second switch, a central control unit, a data recording unit, a remote input / output unit I-1, a remote input / output unit I-2, a remote input / output unit II, a first display screen unit, and a second display screen unit;

[0008] The first switch is connected to the second switch;

[0009] The central control unit, remote input / output unit I-1, remote input / output unit II, and first display screen unit are connected to the first switch;

[0010] The second switch is connected to the data recording unit, the remote input / output unit I-2, and the second display unit.

[0011] The control system based on the aforementioned power battery locomotive network control system includes a network control system and a traction control system.

[0012] The power battery locomotive traction control system includes a first traction control unit, a second traction control unit, a first auxiliary control unit, a second auxiliary control unit, a first battery management system, a second battery management system, and a battery charger unit;

[0013] The first traction control unit, the first auxiliary control unit, the first battery management system, and the second battery management system are connected to the first switch;

[0014] The second traction control unit, the second auxiliary control unit, and the battery charger unit are also connected to the second switch.

[0015] Furthermore, it also includes a power supply board. The central control unit, the data recording unit, and the power supply board are integrated in a single chassis to form a central control unit chassis. The central control unit and the data recording unit are connected to the power supply board.

[0016] The central control unit and data recording unit have the same external interfaces, including MVB, RS232, M12 Ethernet, USB and RJ45.

[0017] Furthermore, the remote input / output unit I-1 and the remote input / output unit I-2 have the same structure;

[0018] The remote input / output unit I-1 includes a power board, a gateway board, a DI board, and an AX board;

[0019] The remote input / output unit II includes a power board, a gateway board, three DI boards, and three DO boards;

[0020] The power supply board supplies power to the gateway board, DI board, DO board and AX board through the chassis backplane. The IO board is responsible for the input and output of hard-wired signals. The gateway board packages and processes the CAN bus signal data into Ethernet protocol data format through the backplane and sends it to the Ethernet bus to complete the signal interaction with the CCU of the TCMS system.

[0021] A start-up and shutdown control method for a power battery locomotive control system according to any one of the claims includes the following steps:

[0022] Start-up process: The vehicle is powered on, the central control unit determines that the communication status of all other devices in the vehicle is normal, the direction signal collected from remote input / output unit I-1 or remote input / output unit I-2 or remote input / output unit II is in neutral position, and determines that the speed sent by the locomotive is 0, and the locomotive is in a stationary state.

[0023] When the central control unit receives a power battery activation button signal from remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II, it controls remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II to output a signal to activate the first battery management system or the second battery management system. The first battery management system or the second battery management system powers on and starts up, performs a 10-second self-test, and establishes communication with the central control unit. The first battery management system or the second battery management system confirms whether the current vehicle is a locomotive or a trailer based on the power source selection knob and sends the information to the central control unit via Ethernet. The central control unit accepts the corresponding status data sent by the first battery management system or the second battery management system based on the selected power source, and after mutual confirmation and preparation with the first battery management system or the second battery management system, it inserts the electric key to activate the driver's cab. At this time, the load is applied, and the locomotive is controlled to traction.

[0024] Shutdown process: When the central control unit (CCU) obtains that the locomotive speed is 0, i.e., it is stationary, and the direction signal collected by remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II is in the neutral position, and the traction converter has finished unloading, the power battery shutdown button is pressed. The central control unit receives the signal collected by remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II, and controls remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II to output a battery cut-off wake-up signal command. At the same time, a shutdown command is sent to the first battery management system or the second battery management system. The first battery management system or the second battery management system automatically completes the system shutdown within 10 seconds, realizing the shutdown function.

[0025] A power limiting control method for a battery-powered locomotive control system according to any one of the claims includes the following steps:

[0026] The central control unit controls the battery charging and discharging power based on the battery's remaining SOC value and the number of battery cluster faults received from the first battery management system or the second battery management system.

[0027] (1) Locomotive charging power limiting process: The locomotive is equipped with a group of battery clusters. When all of them are available, the central control unit calculates the maximum allowable charging power limit value y based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than that of group b, the maximum charging power limit value z is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than that of group b, the charging power is limited to 0, and charging is prohibited.

[0028] (2) Locomotive discharge power limiting process: The locomotive is equipped with a group of battery clusters. When all of them are available, the central control unit calculates the maximum allowable discharge power limit value y1 based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than that of group b, the maximum discharge power limit value z1 is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than that of group b, the discharge power is limited to 0, and discharge is prohibited.

[0029] In addition to the above-mentioned conditional logic control, the discharge power limit must also take into account the fault alarm conditions of the first battery management system or the second battery management system. When the power battery locomotive control system receives any level alarm from the first battery management system or the second battery management system, the power limit value remains unchanged. When any level two or three alarm is received, the power output is reduced by a specific percentage based on the current discharge power limit value. When any level four alarm is received, the TCMS control prohibits the output power.

[0030] (3) Trailer charging and discharging power limitations:

[0031] Motorcycle charging power limiting process: The motorcycle is equipped with 2a battery packs. When all are available, the central control unit calculates the maximum allowable charging power limit y based on the remaining SOC value x of the battery. When the number of battery pack failures is less than c, the maximum charging power limit z is calculated based on the number of failures and the remaining SOC value x. When the number of battery pack failures is greater than c, the charging power is limited to 0, and charging is prohibited; c>b;

[0032] (4) Motorcycle discharge power limiting process: The motorcycle is equipped with 2a battery clusters. When all of them are available, the central control unit calculates the maximum allowable discharge power limit value y1 based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than c, the maximum discharge power limit value z1 is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than c, the discharge power is limited to 0, and discharge is prohibited.

[0033] In addition to the above-mentioned conditional logic control, the discharge power limit must also take into account the fault alarm conditions of the first or second battery management system. When the power battery locomotive control system receives any level alarm from the first or second battery management system, the power limit value remains unchanged. When any level two or three alarm is received, the power output is reduced by a specific percentage based on the current discharge power limit value. When any level four alarm is received, the TCMS control prohibits the output power.

[0034] A battery charging control method for a power battery locomotive control system according to any one of the claims includes the following steps:

[0035] When the locomotive is stationary and charging conditions are met, turn off the power source selection switch, click the charging button on the first or second display unit, and a pop-up window confirms entry into charging mode. After the central control unit determines that the current charging environment of the locomotive is normal, it sends a charging permission command to the first or second battery management system. The charging system of the first or second battery management system enters a self-test state. After the self-test is normal, it sends a feedback signal to the central control unit and waits for the charging gun to be inserted. After the first or second battery management system determines that the charging gun is ready, it sends the corresponding status flag to the central control unit, and the locomotive enters the charging state. The main interface and charging interface of the first or second display unit prominently indicate that the charging status is in progress. The charging interface monitors the battery status information of the locomotive and trailer in real time.

[0036] The battery charging control method of the power battery locomotive control system also includes two ways to stop charging:

[0037] The first method involves stopping the charging via the first or second display unit interface. Pressing the button prompts a pop-up window to confirm whether to stop charging. After confirmation, the message "Wait for the charging gun to be removed" appears. The charging system detects the removal of the charging gun and sends a feedback signal to the central control unit. Upon receiving the feedback signal, a pop-up window on the display prompts "Return to traction mode?". After confirmation, the pop-up window disappears, and the vehicle can then be used normally.

[0038] In the second method, when the battery is fully charged or the charging button at the charging station is turned off, the charging system will send a charging completion or charging disconnection signal to the central control unit. Then, the CCU will exit the charging mode step by step according to the first charging stop logic and enter the traction mode.

[0039] This invention provides a control system and method for a pure battery-powered locomotive. Specifically designed for pure battery-powered locomotives, it develops a dedicated control system and method to ensure normal locomotive operation. This ensures control and protection between the control system and the battery management system, utilizing energy from the battery to drive the locomotive's normal operation. This application achieves high real-time performance, high reliability, and safe vehicle control. Advanced control strategies are employed for the battery system, with real-time calculation and display of overall vehicle energy consumption, ensuring more energy-efficient locomotive operation. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 It is a network topology diagram of the control system;

[0042] Figure 2 This is a schematic diagram of the control system's microcabinet.

[0043] Figure 3 (a) is a diagram of the central control unit; (b) is a photograph of the actual central control unit.

[0044] Figure 4 (a) is Remote Input / Output Unit Chassis I; (b) is a physical image of Remote Input / Output Unit Chassis I; (c) is Remote Input / Output Unit Chassis II; (d) is a physical image of Remote Input / Output Unit Chassis II.

[0045] Figure 5 This is a schematic diagram of the display unit;

[0046] Figure 6 (a) Scale diagram I of the interactive machine, (b) Scale diagram II of the interactive machine, (c) Scale diagram III of the interactive machine, (d) Scale diagram IV of the interactive machine, (e) View of the interactive machine. Detailed Implementation

[0047] It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0050] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0051] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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 on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0052] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0053] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0054] Figure 1 It is a network topology diagram of the control system; Figure 2 This is a schematic diagram of the control system's microcabinet.

[0055] A power battery locomotive network control system includes a first switch, a second switch, a central control unit, a data recording unit, a remote input / output unit I-1, a remote input / output unit I-2, a remote input / output unit II, a first display screen unit, and a second display screen unit.

[0056] The first switch is connected to the second switch;

[0057] The central control unit, remote input / output unit I-1, remote input / output unit II, and first display screen unit are connected to the first switch;

[0058] The second switch is connected to the data recording unit, the remote input / output unit I-2, and the second display unit.

[0059] The control system based on the aforementioned power battery locomotive network control system includes a network control system and a traction control system.

[0060] The power battery locomotive traction control system includes a first traction control unit, a second traction control unit, a first auxiliary control unit, a second auxiliary control unit, a first battery management system, a second battery management system, and a battery charger unit;

[0061] The first traction control unit, the first auxiliary control unit, the first battery management system, and the second battery management system are connected to the first switch;

[0062] The second traction control unit, the second auxiliary control unit, and the battery charger unit are also connected to the second switch.

[0063] The central control unit, data recording unit, and interactive Ethernet switch are integrated and installed in a micro cabinet. The micro cabinet is installed at the II end of the locomotive, and each driver's cab at both ends is equipped with a display screen and a remote input / output unit.

[0064] The system comprises: a traction control unit for locomotive traction control (one unit controls three axles); an auxiliary control unit for locomotive auxiliary power supply (one unit controls fixed-frequency auxiliary power supply, and one unit controls variable-frequency auxiliary power supply); and a charger unit for controlling battery charging and discharging.

[0065] Figure 3 (a) is a diagram of the central control unit; (b) is a photograph of the actual central control unit.

[0066] The CCU board, ERM board, and power supply board are integrated into a single chassis, forming the central control unit chassis.

[0067] The CCU board and ERM board have the same external interfaces, including MVB, RS232, M12 Ethernet, USB, and RJ45, among others; the outline diagram is shown below. Figure 3 As shown.

[0068] The CCU is based on the x86 architecture, uses the VxWorks operating system at the bottom layer, and consists of periodically called PLC programs at the application layer. It primarily performs logic control, status monitoring, and fault diagnosis functions for systems including traction, auxiliary systems, and battery management systems.

[0069] ERM (Electronic Reliability Management) is primarily used to acquire, store, and analyze vehicle data, offering real-time diagnostics, historical diagnostics, and auxiliary diagnostics functions. It has a 64GB data storage capacity, expandable as needed. Real-time diagnostics allows for online connection to the ERM device via dedicated software to monitor vehicle data and diagnose locomotive malfunctions. Historical diagnostics allows for offline analysis of operational data recorded by the ERM while the locomotive is stationary, using dedicated software to pinpoint the cause of malfunctions. Auxiliary diagnostics involves targeted monitoring or recording of data from other devices to assist in resolving faults.

[0070] Remote Input / Output Unit Chassis:

[0071] Figure 4(a) is Remote Input / Output Unit Chassis I; (b) is a physical image of Remote Input / Output Unit Chassis I; (c) is Remote Input / Output Unit Chassis II; (d) is a physical image of Remote Input / Output Unit Chassis II.

[0072] Remote input / output units I-1, I-2, and II are primarily used to enable interaction between the TCMS and the vehicle's hard-wired signals (input and output of hard-wired signals). Each of the driver's cabs at both ends of the vehicle is equipped with a 3U50TE RIOM Type I remote input / output unit chassis. The two chassis have identical hardware configurations, consisting of a power board, gateway board, DI (Digital Input) board, and AX (Analogue Input & Output) board, with a maximum of eight board slots. Their external shape is similar to... Figure 4 As shown. The RIOMII type remote input / output unit chassis is 3U50TE, installed in the microcomputer network installation group, and consists of a power board, a gateway board, three DI boards, and three DO boards, with an appearance as shown. Figure 4 As shown. The power supply board supplies power to the gateway board, DI board, DO board, and AX board via the chassis backplane. The I / O board is responsible for the input and output of hard-wired signals. The gateway board packages and processes the CAN bus signal data into Ethernet protocol data format via the backplane and sends it to the Ethernet bus to complete signal interaction with the CCU of the TCMS system. DI, DO, and AX are responsible for signal input and output, which are then sent to the Ethernet bus via the gateway board to communicate with the CCU, realizing signal interaction within the TCMS system.

[0073] The gateway board converts between CAN and TRDP protocols. The DI board is used for acquiring digital signals from the vehicle, with a single board supporting up to 24 channels of digital acquisition. The DO board has digital output functionality, supporting up to 16 channels of digital output per board. The AX board is used for analog input and output, including signals such as voltage, current, pressure, and temperature, with a maximum of 5 channels of analog acquisition and 2 channels of analog output per board. Internally, the boards communicate via CAN through the chassis backplane, which is converted to TRDP protocol through the RIOM gateway for information exchange with the central control unit, completing the input and output logic control of the signals. All boards within the remote input / output unit chassis have the same software; different communication configurations are achieved depending on the DIP switches on the gateway board.

[0074] Figure 5 This is a schematic diagram of the display unit;

[0075] Each driver's cab at both ends is equipped with one driver display unit, namely the first display unit and the second display unit. The hardware is the same, but the software communication configuration is distinguished by special address codes.

[0076] The first and second display units are 10.4-inch color LCD displays, with a 64-bit industrial processor clocked at 1.5GHz, 2GB of RAM, a 32GB storage card, and the Limux operating system. They employ both touch and button interaction methods. Their dimensions are as follows... Figure 5 As shown.

[0077] The displays of the first and second display units are mainly used to receive and display all data information in the vehicle network, including: locomotive speed, running direction, operating conditions, date, battery working status information, fault information, etc. At the same time, the driver can output relevant control commands through the display and manually set system parameters.

[0078] Figure 6 (a) Scale diagram I of the interactive machine, (b) Scale diagram II of the interactive machine, (c) Scale diagram III of the interactive machine, (d) Scale diagram IV of the interactive machine, (e) View of the interactive machine.

[0079] A start-up and shutdown control method for a power battery locomotive control system includes the following steps:

[0080] Start-up process: When the vehicle is powered on, the central control unit (CCU) in the TCMS system determines that the communication status of all other devices in the vehicle is normal, the direction signal collected by the remote input / output unit (RIOM) is in a neutral position, and the locomotive speed sent by the TCU is 0, indicating that the locomotive is stationary.

[0081] When the Central Control Unit (CCU) receives the power battery activation button signal from the RIOM (Remote Input / Output Unit), it controls the RIOM to output a signal to activate the first or second battery management system. The first or second battery management system powers on and starts, performs a 10-second self-test, and establishes communication with the CCU. The first or second battery management system confirms whether it is a locomotive or a trailer based on the power source selection knob and sends this information to the CCU via Ethernet. The CCU accepts the corresponding status data sent by the first or second battery management system based on the selected power source, and after mutual confirmation and preparation, inserts the electric key to activate the driver's cab. At this point, the load can be applied, and the locomotive can be controlled for traction.

[0082] Shutdown Process: The Central Control Unit (CCU) receives a signal from the TCU indicating that the locomotive speed is 0, meaning it is stationary. The direction signal collected by Remote Input / Output Unit I-1, Remote Input / Output Unit I-2, or Remote Input / Output Unit II is in a neutral position, and the traction converter has finished unloading. At this time, if the power battery shutdown button is pressed, the CCU receives the signal collected by the RIOM and controls Remote Input / Output Unit I-1, Remote Input / Output Unit I-2, or Remote Input / Output Unit I to output a battery wake-up signal command. At the same time, a shutdown command is sent to the First Battery Management System or the Second Battery Management System. The First Battery Management System or the Second Battery Management System automatically shuts down the system within 10 seconds, thus achieving the shutdown function.

[0083] Group A represents the total number of battery clusters available in the locomotive, while Group B represents the maximum allowable number of faults determined based on battery characteristics. When b < a, and the number of faults is less than Group B, power is limited according to a linear relationship. When the number of faults is greater than Group B, the power limit is 0. y and y1 are unrelated; one represents the power limit during charging, and the other represents the power limit during discharging, representing two different operating conditions.

[0084] A power limiting control method for a battery-powered locomotive control system includes the following steps:

[0085] The central control unit (CCU) controls the battery charging and discharging power based on the battery's remaining SOC value and the number of battery cluster faults received from the first or second battery management system.

[0086] (1) Locomotive charging power limit: The locomotive is equipped with battery pack a. When all battery packs are available, the central control unit (CCU) calculates the maximum allowable charging power limit y based on the remaining SOC value x of the battery. When the number of battery pack failures is less than that of battery pack b, the maximum charging power limit z is calculated based on the number of failures and the remaining SOC value x. When the number of battery pack failures is greater than that of battery pack b, the charging power is limited to 0, and charging is prohibited.

[0087] Based on battery characteristics, empirical power limits are summarized, showing how much power can be generated with a certain amount of remaining battery capacity, with some values ​​corresponding to a linear relationship.

[0088] (2) Locomotive discharge power limit: The locomotive is equipped with battery pack a. When all battery packs are available, the central control unit (CCU) calculates the maximum allowable discharge power limit y1 based on the remaining SOC value x of the battery. When the number of battery pack failures is less than that of battery pack b, the maximum discharge power limit z1 is calculated based on the number of failures and the remaining SOC value x. When the number of battery pack failures is greater than that of battery pack b, the discharge power is limited to 0, and discharge is prohibited.

[0089] In addition to the above-mentioned conditional logic control, the discharge power limit must also consider the fault alarm conditions of the first or second battery management system. When the TCMS receives any level alarm from the first or second battery management system, the power limit value remains unchanged. When any level two or three alarm is received, the power output is reduced by a specific percentage based on the current discharge power limit value. When any level four alarm is received, the TCMS control prohibits the output power.

[0090] The alarm levels (Level 1, Level 2, Level 3, and Level 4) are determined based on vehicle control experience. The alarm levels for all faults are predetermined. When the CCU receives an alarm of the corresponding level, it will control the corresponding power output.

[0091] (3) Trailer charging and discharging power limit: The logic algorithm is the same as that of locomotive charging and discharging power limit. The difference is that the number of battery clusters in the trailer is twice that of the locomotive, and the number of battery clusters that can fail at the same time is larger than the locomotive limit value b.

[0092] A battery charging control method for a power battery locomotive control system includes the following steps:

[0093] When the locomotive is stationary and charging conditions are met, insert the electric key to activate the driver's cab, turn off the power source selection switch, and click the charging button on the first and second display screens. A pop-up window confirms entry into charging mode. The central control unit (CCU) automatically determines that the locomotive's charging environment is normal and sends a charging permission command to the first or second battery management system. The charging system enters a self-test state. After the self-test is normal, it sends a feedback signal to the CCU and waits for the charging gun to be inserted. Once the first or second battery management system determines that the charging gun is ready, it sends the corresponding status flag to the CCU, and the locomotive begins charging. The main interfaces and charging interfaces of the first and second display screens prominently display that the charging is in progress. The charging interface monitors the real-time status information of the locomotive and trailer batteries, including charging status, remaining SOC, charging current, water temperature, battery temperature, and other important information.

[0094] There are two ways to stop charging: The first way is through the stop charging button on the display screen. Pressing the button will prompt a pop-up window to confirm whether to stop charging. After the driver confirms, the message "Waiting for the charging gun to be removed" will appear. After the charging system detects the removal of the charging gun, it will send a feedback signal to the central control unit (CCU). Upon receiving the feedback signal, a pop-up window on the display screen will prompt: "Return to traction mode?" After the driver confirms, the pop-up window will disappear, and the vehicle can be used normally. The second way is when the battery is fully charged or the charging button at the charging station is disconnected. The charging system will send a charging complete or charging disconnect signal to the central control unit (CCU). Then, the central control unit (CCU) will exit the charging mode step by step according to the first way of stopping charging and enter the traction mode.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method for a power battery locomotive control system, characterized in that: The power battery locomotive control system includes a network control system and a traction control system; The network control system includes: a first switch, a second switch, a central control unit, a data recording unit, a remote input / output unit I-1, a remote input / output unit I-2, a remote input / output unit II, a first display screen unit, and a second display screen unit; The first switch is connected to the second switch; The central control unit, remote input / output unit I-1, remote input / output unit II, and first display screen unit are connected to the first switch; The second switch is connected to the data recording unit, the remote input / output unit I-2, and the second display unit; The traction control system includes a first traction control unit, a second traction control unit, a first auxiliary control unit, a second auxiliary control unit, a first battery management system, a second battery management system, and a battery charger unit; The first traction control unit, the first auxiliary control unit, the first battery management system, and the second battery management system are connected to the first switch; The second traction control unit, the second auxiliary control unit, and the battery charger unit are also connected to the second switch; The control method of the power battery locomotive control system, including the start-up and shutdown method, comprises the following steps: Start-up process: The vehicle is powered on, the central control unit determines that the communication status of all other devices in the vehicle is normal, the direction signal collected from remote input / output unit I-1 or remote input / output unit I-2 or remote input / output unit II is in neutral position, and determines that the speed sent by the locomotive TCU is 0, and the locomotive is in a stationary state. When the central control unit receives a power battery activation button signal from remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II, it controls remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II to output a signal to activate the first battery management system or the second battery management system. The first battery management system or the second battery management system powers on and starts up, performs a 10-second self-test, establishes communication with the central control unit, and confirms whether it is a locomotive or a trailer based on the power source selection knob. This information is then sent to the central control unit via Ethernet. The central control unit accepts the corresponding status data sent by the first battery management system or the second battery management system based on the selected power source, and after mutual confirmation and preparation with the first battery management system or the second battery management system, it inserts the electric key to activate the driver's cab. At this time, the load is applied, and the locomotive is controlled to traction. Shutdown process: The central control unit receives a signal from the TCU indicating that the locomotive speed is 0, i.e., it is stationary. The direction signal collected by remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II is in the neutral position, and the traction converter has finished unloading. At this time, the power battery shutdown button is pressed. The central control unit receives the signal collected by remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II, and controls remote input / output unit I-1, remote input / output unit I-2, or remote input / output unit II to output a battery cut-off wake-up signal command. At the same time, a shutdown command is sent to the first battery management system or the second battery management system. The first battery management system or the second battery management system automatically completes the system shutdown within 10 seconds, realizing the shutdown function.

2. The control method for a power battery locomotive control system according to claim 1, characterized in that: The control system also includes a power board. The central control unit, the data recording unit, and the power board are integrated in a single chassis to form the central control unit chassis. The central control unit and the data recording unit are connected to the power board. The central control unit and data recording unit have the same external interfaces, including MVB, RS232, M12 Ethernet, USB and RJ45.

3. The control method for a power battery locomotive control system according to claim 1, characterized in that: The remote input / output unit I-1 and remote input / output unit I-2 in the control system have the same structure; The remote input / output unit I-1 includes a power board, a gateway board, a DI board, and an AX board; The remote input / output unit II includes a power board, a gateway board, three DI boards, and three DO boards; The power board supplies power to the gateway board, DI board, DO board and AX board through the chassis backplane. The IO board is responsible for the input and output of hard-wired signals. The gateway board packages and processes the CAN bus signal data into Ethernet protocol data format through the backplane and sends it to the Ethernet bus to complete the signal interaction with the central control unit of the train control and management system.

4. The control method for a power battery locomotive control system according to claim 1, characterized in that: It also includes a power limiting control method, comprising the following steps: The central control unit controls the battery charging and discharging power based on the battery's remaining SOC value and the number of battery cluster faults received from the first battery management system or the second battery management system. (1) Locomotive charging power limitation process: The locomotive is equipped with a group of battery clusters. When all of them are available, the central control unit calculates the maximum allowable charging power limit value y based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than that of group b, the maximum charging power limit value z is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than that of group b, the charging power is limited to 0 and charging is prohibited. (2) Locomotive discharge power limiting process: The locomotive is equipped with a group of battery clusters. When all of them are available, the central control unit calculates the maximum allowable discharge power limit value y1 based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than that of group b, the maximum discharge power limit value z1 is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than that of group b, the discharge power is limited to 0 and discharge is prohibited. In addition to the above-mentioned conditional logic control, the discharge power limit must also take into account the fault alarm conditions of the first battery management system or the second battery management system. When the power battery locomotive control system receives any level alarm from the first battery management system or the second battery management system, the power limit value remains unchanged. When any level two or three alarm is received, the power output is reduced by a specific percentage based on the current discharge power limit value. When any level four alarm is received, the train control and management system controls and prohibits the output power. (3) Trailer charging and discharging power limits: Trailer charging power limiting process: The trailer is equipped with 2a battery clusters. When all are available, the central control unit calculates the maximum allowable charging power limit y based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than c, the maximum charging power limit z is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than c, the charging power is limited to 0, and charging is prohibited; c>b. (4) Trailer discharge power limiting process: The trailer is equipped with 2a battery clusters. When all of them are available, the central control unit calculates the maximum allowable discharge power limit value y1 based on the remaining SOC value x of the battery. When the number of battery cluster failures is less than c, the maximum discharge power limit value z1 is calculated based on the number of failures and the remaining SOC value x. When the number of battery cluster failures is greater than c, the discharge power is limited to 0, and discharge is prohibited. In addition to the above-mentioned conditional logic control, the discharge power limit must also take into account the fault alarm conditions of the first or second battery management system. When the power battery locomotive control system receives any level alarm from the first or second battery management system, the power limit value remains unchanged. When any level two or three alarm is received, the power output is reduced by a specific percentage based on the current discharge power limit value. When any level four alarm is received, the train control and management system controls and prohibits the output power.

5. The control method for a power battery locomotive control system according to claim 1, characterized in that: It also includes a battery charging control method, comprising the following steps: When the locomotive is stationary and charging conditions are met, turn off the power source selection switch, click the charging button on the first or second display unit, and a pop-up window confirms entry into charging mode. After the central control unit determines that the current charging environment of the locomotive is normal, it sends a charging permission command to the first or second battery management system. The charging system of the first or second battery management system enters a self-test state. After the self-test is normal, it sends a feedback signal to the central control unit and waits for the charging gun to be inserted. After the first or second battery management system determines that the charging gun is ready, it sends the corresponding status flag to the central control unit, and the locomotive enters the charging state. The main interface and charging interface of the first or second display unit prominently indicate that the charging status is in progress. The charging interface monitors the battery status information of the locomotive and trailer in real time.

6. The control method for a power battery locomotive control system according to claim 1, characterized in that: It also includes a battery charging control method, which includes two methods for stopping charging, as follows: The first method involves stopping the charging via the first or second display unit interface. Pressing the button prompts a pop-up window to confirm whether to stop charging. After confirmation, the message "Wait for the charging gun to be removed" appears. The charging system detects the removal of the charging gun and sends a feedback signal to the central control unit. Upon receiving the feedback signal, a pop-up window on the display prompts "Return to traction mode?". After confirmation, the pop-up window disappears, and the vehicle can then be used normally. In the second method, when the battery is fully charged or the charging button at the charging station is turned off, the charging system will send a charging completion or charging disconnection signal to the central control unit. Then, the central control unit will exit the charging mode step by step according to the first charging stop logic and enter the traction mode.

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