Railway engineering vehicle power battery charging control system and method

Abstract

This invention discloses a power battery charging control system and method for a rail engineering vehicle. The system includes a central control unit, a power battery management unit connected to the central control unit, a transmission control unit, an engine control unit, and a charging main circuit. The charging main circuit includes a generator set unit, a controllable rectifier unit, a charging and discharging unit, an intermediate DC unit, a traction inverter unit, and an asynchronous traction motor connected in series, and a power battery connected to the charging and discharging unit. The central control unit obtains a target charging power based on a first allowable charging power of the generator set unit transmitted by the engine control unit and a second allowable charging power transmitted by the power battery management unit. The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery based on the target charging power. This invention enables charging of the power battery during both driving and parking in engine mode, avoiding the problem of not being able to charge the power battery due to the lack of ground charging stations.

Description

Technical Field

[0001] This invention relates to the field of traction power battery charging technology for rail transit engineering vehicles, specifically to a power battery charging control system and method for rail transit engineering vehicles. Background Technology

[0002] Currently, hybrid rail vehicles using internal combustion engines and electric batteries generally have three operating modes: engine mode, electric battery mode, and hybrid mode. In existing technology, vehicle electric batteries are typically charged using ground-based charging stations that utilize clean electricity. However, due to various reasons, some railway work areas lack charging stations, making it impossible to charge the electric batteries. Summary of the Invention

[0003] This invention provides a power battery charging control system and method for rail engineering vehicles to solve the problem that existing vehicles cannot charge their power batteries while driving or parked in engine mode due to the lack of ground charging piles.

[0004] To address the aforementioned technical problems, this invention proposes a power battery charging control system for a rail engineering vehicle, comprising: a central control unit, a power battery management unit connected to the central control unit, a transmission control unit, an engine control unit, and a charging main circuit. The charging main circuit includes: a generator set unit, a controllable rectifier unit, a charging and discharging unit, an intermediate DC unit, a traction inverter unit, and an asynchronous traction motor connected in series, and a power battery connected to the charging and discharging unit. The central control unit obtains a target charging power based on a first allowable charging power of the generator set unit transmitted by the engine control unit and a second allowable charging power transmitted by the power battery management unit. The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery based on the target charging power.

[0005] Optionally, the central control unit communicates with the power battery management unit and the engine control unit via a CAN bus, and the central control unit communicates with the transmission control unit via an MVB bus.

[0006] Optionally, the power battery charging control system of the rail engineering vehicle includes a reactor, the positive terminal of the power battery is connected to the charging and discharging unit through the reactor, and the negative terminal of the power battery is connected to the negative terminal of the intermediate DC unit.

[0007] Optionally, the charging main circuit further includes a first shorting unit and a second shorting unit, wherein the first shorting unit is connected in series between the reactor and the charging / discharging unit, and the second shorting unit is connected in series between the generator unit and the controllable rectifier unit.

[0008] Optionally, the power battery charging control system of the rail engineering vehicle further includes a braking resistor and a chopper unit. The chopper unit is connected in parallel to the input terminal of the traction inverter unit. One end of the braking resistor is connected to the chopper unit, and the other end is connected to the negative terminal of the intermediate DC unit.

[0009] Optionally, the main charging circuit further includes multiple current sensors. The first and second current sensors are disposed at the input end of the controllable rectifier unit, the third and fourth current sensors are disposed at the output end of the traction inverter unit, the fifth current sensor is connected in series in the branch connecting the braking resistor and the chopper unit, and the sixth current sensor is disposed in the branch connecting the charging and discharging unit and the power battery.

[0010] Based on the same inventive concept, this invention also proposes a method for controlling the charging of a power battery for a rail engineering vehicle, comprising: receiving a power battery charging command and acquiring the operating status of the rail engineering vehicle through a central control unit; determining a first allowable charging power of the engine group based on the operating status of the rail engineering vehicle through the central control unit; acquiring a second allowable charging power allowed by the power battery management unit through the central control unit; determining a target charging power based on the first allowable charging power and the second allowable charging power through the central control unit, and transmitting the target charging power to a transmission control unit; and controlling a controllable rectifier unit and a charging / discharging unit to charge the power battery based on the target charging power through the transmission control unit.

[0011] Optionally, the central control unit determines the first permissible charging power of the engine set based on the operating status of the rail engineering vehicle, including: if the rail engineering vehicle is coasting or in traction mode, the central control unit queries the wheel circumference power and the total power of the generator set unit corresponding to the current speed of the rail engineering vehicle; calculates the permissible charging power based on the total power and the wheel circumference power, and determines the first permissible charging power allowed at the current speed of the engine set based on the permissible charging power.

[0012] Optionally, determining the first allowable charging power of the engine set based on the operating status of the track engineering vehicle through the central control unit includes: if the track engineering vehicle is parked normally and effectively, querying the total power of the generator unit at the current speed through the central control unit; and determining the first allowable charging power of the engine set at the current speed based on the total power.

[0013] Optionally, determining the target charging power by the central control unit based on the first allowable charging power and the second allowable charging power includes: selecting the smaller value between the first allowable charging power and the second allowable charging power as the target charging power by the central control unit.

[0014] As can be seen from the above, the beneficial effects of the technical solution provided by the embodiments of the present invention are as follows: The present invention provides a power battery charging control system and method for a rail engineering vehicle. The system includes: a central control unit, a power battery management unit connected to the central control unit, a transmission control unit, an engine control unit, and a charging main circuit. The charging main circuit includes: a generator set unit, a controllable rectifier unit, a charging and discharging unit, an intermediate DC unit, a traction inverter unit, and an asynchronous traction motor connected in series, and a power battery connected to the charging and discharging unit. The central control unit obtains the target charging power according to the first allowable charging power of the generator set unit transmitted by the engine control unit and the second allowable charging power transmitted by the power battery management unit. The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery according to the target charging power. This enables the power battery to be charged whether the vehicle is driving or parked in engine mode, avoiding the problem of not being able to charge the power battery due to the lack of ground charging piles. Attached Figure Description

[0015] 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 only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the communication structure of the hardware control unit in the power battery charging control system of the rail engineering vehicle in an embodiment of the present invention.

[0017] Figure 2 This is a schematic diagram of the main charging circuit of the power battery charging control system for the rail engineering vehicle in an embodiment of the present invention.

[0018] Figure 3 This is a flowchart illustrating the power battery charging control method for a rail engineering vehicle in an embodiment of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0020] like Figure 1As shown, this example implements a power battery charging control system for a rail engineering vehicle, including a central control unit 1, a power battery management unit 2 connected to the central control unit 1, a transmission control unit 3, an engine control unit 4, and a charging main circuit 5. The charging main circuit 5 includes: a generator set unit 51, a controllable rectifier unit 52, a charging and discharging unit 53, an intermediate DC unit 54, a traction inverter unit 55, and an asynchronous traction motor 56 connected in series, and a power battery 57 connected to the charging and discharging unit 53. The central control unit 1 obtains a target charging power based on the first allowable charging power of the generator set unit 51 transmitted by the engine control unit 3 and the second allowable charging power transmitted by the power battery management unit 2. The transmission control unit 3 controls the controllable rectifier unit 52 and the charging and discharging unit 53 to charge the power battery 57 according to the target charging power.

[0021] The central control unit 1 communicates with the power battery management unit 2 and the engine control unit 4 via a CAN bus, and communicates with the transmission control unit 3 via an MVB bus. Communication between the central control unit 1 and the power battery management unit 2, transmission control unit 3, and engine control unit 4 can also be achieved using Ethernet or other communication methods; no restrictions are placed on this.

[0022] like Figure 2 As shown, in this embodiment, the power battery charging control system of the rail engineering vehicle further includes a reactor L1. The positive terminal of the power battery 57 is connected to the charging and discharging unit 53 through the reactor L1, and the negative terminal of the power battery 57 is connected to the negative DC- terminal of the intermediate DC unit 54. The reactor L1 is used to prevent sudden changes in the charging power of the power battery 57. The charging main circuit 5 also includes a first short-circuit unit 58 and a second short-circuit unit 59. The first short-circuit unit 58 is connected in series between the reactor L1 and the charging and discharging unit 53, and the second short-circuit unit 59 is connected in series between the generator unit 51 and the controllable rectifier unit 52. The first short-circuit unit 58 and the second short-circuit unit 59 are preferably current-limiting switches, used to provide electrical protection for the corresponding branches.

[0023] See also Figure 2The power battery charging control system of the rail engineering vehicle also includes a braking resistor 60 and a chopper unit 61. The chopper unit 61 is connected in parallel to the input terminal of the traction inverter unit 55. One end of the braking resistor 60 is connected to the chopper unit 61, and the other end is connected to the negative terminal DC- of the intermediate DC unit 54. The braking torque of the asynchronous traction motor 56 is adjusted by regulating the braking resistor 60, thus achieving resistance braking control. Braking is achieved through the adjustment of braking torque, avoiding the friction of mechanical braking. When the power battery 57 or the intermediate DC unit 54 has sufficient power output, the braking energy transmitted to the asynchronous traction motor 56 can also be consumed through the braking resistor.

[0024] See also Figure 2 In this embodiment of the invention, the charging main circuit 5 adopts a two-point voltage-type AC-DC-AC circuit. The output voltage and frequency-adjustable VVVF voltage of the traction inverter drive the two asynchronous traction motors 56 of the bogie to work. The charging main circuit 5 also includes multiple current sensors LH. The first current sensor LH1 and the second current sensor LH2 are set at the input terminal of the controllable rectifier unit 52. The third current sensor LH3 and the fourth sensor LH4 are set at the output terminal of the traction inverter unit 55. The fifth current sensor LH5 is connected in series in the branch connecting the braking resistor 58 and the chopper unit 61. The sixth current sensor LH6 is set in the branch connecting the charging and discharging unit 53 and the power battery 57. The first current sensor LH1 and the second current sensor LH2 are input current sensors used to detect the input current of the charging main circuit 5. The third current sensor LH3 and the fourth current sensor LH4 are output current sensors of the charging main circuit 5 used to detect the output current of the traction inverter unit 55. The fifth current sensor LH5 is a braking resistor current sensor used to detect the current in the branch where the braking resistor 58 is located. The sixth current sensor LH6 is a power battery circuit current sensor used to detect the charging power of the power battery 57.

[0025] In this embodiment of the invention, the vehicle's generator set charges the power battery during traction, which can promptly meet the traction needs of long uphill climbs or tunnels, avoiding insufficient hybrid traction power or tunnel pollution. When the power battery's SOC is less than 20% during rail vehicle operation, but the subsequent operating section requires traction in power battery or hybrid mode, the generator set can be used in engine mode to provide traction and charge the power battery in advance. The generator set unit in this embodiment is a three-phase generator set, with a corresponding three-phase rectifier unit and a DC / DC charging / discharging unit. The generator set is preferably an internal combustion generator set, but can also be replaced with overhead contact line power supply or fuel cell power supply. In this embodiment, the AC voltage output by the generator set unit is converted to DC voltage by a controllable rectifier after passing through a second short-circuit unit. This DC voltage can be transmitted to the traction inverter unit through a series charging / discharging unit and an intermediate DC unit to drive two asynchronous traction motors; and / or, this DC voltage charges the power battery through the charging / discharging unit, the first short-circuit unit, and the reactor. In this embodiment of the invention, voltage and current parameters of the charging branch are collected by voltage and current sensors, and the drive control unit (DCU) calculates the target charging power and controls the controllable rectifier unit and the charging and discharging unit to complete the process.

[0026] Specifically, when the rail engineering vehicle is coasting or in traction mode, the central control unit 1 detects the power battery command activated by the driver and queries the wheel circumference power P of the generator unit 51 at the current speed. 轮周 Partial, wheel circumference power P 轮周 The asynchronous traction motor 56 is powered by the controllable rectifier unit 52 and the traction inverter unit 55, and then transmitted to the axle drive vehicle for traction through the axle gearbox. Another portion of the energy P from the generator unit 51 at the current speed... 充电 The power battery is charged through the controllable rectifier unit 52, the charge / discharge unit 53, and the reactor L1 branch. A fixed allowable charging power P can be set at different speeds (gears). 固定 The target charging power P of the power battery 57 充电 For a fixed allowable charging power P 固定 and the second allowable charging power P of the power battery 57 允许 The smaller of these values ​​must ensure that the total power consumed at the back end of generator unit 51 does not exceed the total power that generator unit 51 can provide at the current speed.

[0027] Specifically, when the rail engineering vehicle is in a parked state, the central control unit 1 detects the driver's activated charging command for the power battery 57 and the parking brake is effective, and the generator unit 51 generates all the energy P at the current speed. 总 The power battery can be charged through the controllable rectifier unit 52, the charge / discharge unit 53, and the reactor L1 branch, with a target charging power P.充电 Taken as engine energy P 总 And the power battery 57 allows charging power P 允许 The smaller of the values.

[0028] The power battery charging control system for a rail engineering vehicle according to this invention includes: a central control unit, a power battery management unit connected to the central control unit, a transmission control unit, an engine control unit, and a charging main circuit. The charging main circuit includes: a generator set unit, a controllable rectifier unit, a charging and discharging unit, an intermediate DC unit, a traction inverter unit, and an asynchronous traction motor connected in series, and a power battery connected to the charging and discharging unit. The central control unit obtains the target charging power based on the first allowable charging power of the generator set unit transmitted by the engine control unit and the second allowable charging power transmitted by the power battery management unit. The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery based on the target charging power. This enables the power battery to be charged whether the vehicle is in engine mode or parked, avoiding the problem of not being able to charge the power battery due to the lack of ground charging piles.

[0029] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing the embodiments of the present invention, the functions of each module can be implemented in one or more software and / or hardware.

[0030] This invention provides a method for controlling the charging of a power battery in a rail engineering vehicle, which is applied to the aforementioned power battery charging control system for rail engineering vehicles. For example... Figure 3 As shown, the power battery charging control method for rail engineering vehicles according to an embodiment of the present invention includes:

[0031] Step S1: The central control unit receives the power battery charging command and obtains the operating status of the rail engineering vehicle.

[0032] Optionally, the central control unit detects the driver's activation command for the power battery and determines the engine mode. When the rail engineering vehicle is coasting or in traction mode, the central control unit also queries the generator unit for the wheel circumference power P at the current speed. 轮周 Partially. When the rail engineering vehicle is in the parked state, the central control unit also detects that the parking brake is effective.

[0033] Step S2: Based on the operating status of the rail engineering vehicle, the central control unit determines the first allowable charging power of the engine set.

[0034] Optionally, if the rail engineering vehicle is in coasting or traction mode, the central control unit queries the wheel circumference power and the total power of the generator unit corresponding to the current speed of the rail engineering vehicle; calculates the allowable charging power based on the total power and the wheel circumference power, and determines the first allowable charging power allowed at the current speed of the engine unit based on the allowable charging power.

[0035] Optionally, if the track engineering vehicle is parked normally and effectively, the central control unit queries the total power of the generator unit at the current speed; and determines the first allowable charging power of the engine unit at the current speed based on the total power.

[0036] Step S3: Obtain the second allowable charging power permitted by the power battery management unit through the central control unit.

[0037] Optionally, the central control unit can directly obtain the second allowable charging power permitted by the power battery management unit by querying the power battery management unit.

[0038] Step S4: The central control unit determines the target charging power based on the first allowable charging power and the second allowable charging power, and transmits the target charging power to the transmission control unit.

[0039] Step S5: The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery according to the target charging power.

[0040] Optionally, if the rail engineering vehicle is in coasting or traction mode, the transmission control unit controls the charging and discharging unit to charge the power battery with the target charging power; at the same time, the transmission control unit controls the charging and discharging unit to transmit the wheel circumference power to the traction inverter unit through the intermediate DC unit, and after the traction inverter unit inverts and processes the power, it drives the two asynchronous traction motors to work.

[0041] Optionally, if the track engineering vehicle is parked normally and effectively, the transmission control unit controls the charging unit to control the charging and discharging unit to quickly charge the power battery at the target charging power.

[0042] The methods described above are applied to the corresponding systems in the foregoing embodiments and have the beneficial effects of the corresponding system embodiments, which will not be repeated here.

[0043] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of brevity.

[0044] The embodiments of this invention are intended to cover all such substitutions, modifications, and variations falling within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this invention should be included within the scope of protection of this disclosure.

Claims

1. A track vehicle power battery charging control system, characterized in that, The power battery control system of the rail engineering vehicle includes: a central control unit, a power battery management unit connected to the central control unit, a transmission control unit, an engine control unit, and a charging main circuit. The charging main circuit includes: a generator set unit, a controllable rectifier unit, a charging and discharging unit, an intermediate DC unit, a traction inverter unit, and an asynchronous traction motor connected in series, and a power battery connected to the charging and discharging unit. The central control unit obtains a target charging power based on a first allowable charging power of the generator set unit transmitted by the engine control unit and a second allowable charging power transmitted by the power battery management unit. The transmission control unit controls the controllable rectifier unit and the charging and discharging unit to charge the power battery based on the target charging power. The central control unit determines the first permissible charging power of the engine set based on the operating status of the rail engineering vehicle, including: If the rail engineering vehicle is in coasting or traction mode, the central control unit queries the wheel circumference power and the total power of the generator unit corresponding to the current speed of the rail engineering vehicle. The allowable charging power is calculated based on the total power and the wheel circumference power, and the first allowable charging power allowed at the current engine speed is determined based on the allowable charging power.

2. The railcar battery charging control system of claim 1, wherein, The central control unit communicates with the power battery management unit and the engine control unit via a CAN bus, and the central control unit communicates with the transmission control unit via an MVB bus.

3. The railcar battery charging control system of claim 1, wherein, The power battery charging control system of the rail engineering vehicle includes a reactor. The positive terminal of the power battery is connected to the charging and discharging unit through the reactor, and the negative terminal of the power battery is connected to the negative terminal of the intermediate DC unit.

4. The railcar battery charging control system of claim 2, wherein, The main charging circuit further includes: a first shorting unit and a second shorting unit, wherein the first shorting unit is connected in series between the reactor and the charging and discharging unit, and the second shorting unit is connected in series between the generator unit and the controllable rectifier unit.

5. The power battery charging control system for rail engineering vehicles as described in claim 1, characterized in that, The power battery charging control system of the rail engineering vehicle also includes a braking resistor and a chopper unit. The chopper unit is connected in parallel to the input terminal of the traction inverter unit. One end of the braking resistor is connected to the chopper unit, and the other end is connected to the negative terminal of the intermediate DC unit.

6. The power battery charging control system for rail engineering vehicles as described in claim 5, characterized in that, The main charging circuit also includes multiple current sensors. The first and second current sensors are located at the input end of the controllable rectifier unit, the third and fourth current sensors are located at the output end of the traction inverter unit, the fifth current sensor is connected in series in the branch where the braking resistor is connected to the chopper unit, and the sixth current sensor is located in the branch where the charging and discharging unit is connected to the power battery.

7. A method for controlling the charging of a power battery for a rail engineering vehicle, characterized in that, The method includes: The central control unit receives charging commands for the power battery and obtains the operating status of the rail engineering vehicle. The central control unit determines the first permissible charging power of the engine set based on the operating status of the rail engineering vehicle, including: if the rail engineering vehicle is coasting or in traction mode, the central control unit queries the wheel circumference power and the total power of the generator set unit corresponding to the current speed of the rail engineering vehicle; calculates the permissible charging power based on the total power and the wheel circumference power; and determines the first permissible charging power allowed at the current speed of the engine set based on the permissible charging power. The second permissible charging power allowed by the power battery management unit is obtained through the central control unit; The central control unit determines the target charging power based on the first allowable charging power and the second allowable charging power, and transmits the target charging power to the transmission control unit. The transmission control unit controls the controllable rectifier unit and the charging / discharging unit to charge the power battery according to the target charging power.

8. The method for controlling the charging of a power battery for a rail engineering vehicle as described in claim 7, characterized in that, The step of determining the first permissible charging power of the engine set based on the operating status of the rail engineering vehicle through the central control unit includes: If the track engineering vehicle is parked normally and effectively, the total power of the generator unit at the current speed can be queried through the central control unit; The first permissible charging power allowed by the current engine speed is determined based on the total power.

9. The power battery charging control method for rail engineering vehicles as described in claim 7, characterized in that, The step of determining the target charging power through the central control unit based on the first allowable charging power and the second allowable charging power includes: The central control unit selects the smaller value between the first allowable charging power and the second allowable charging power as the target charging power.

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