Energy management method and low-voltage power distribution system for tramway low-voltage power distribution

Abstract

This invention discloses an energy management method and low-voltage power distribution system for intelligent rail transit vehicles, comprising: Step 1, determining whether the constant power supply is activated; if activated, controlling the power distribution system to establish an electrical connection with a first type of load, thereby supplying power to the power distribution system through the battery pack; Step 2, determining whether the low voltage is activated; if activated, controlling the power distribution system to simultaneously establish electrical connections with both the first and second type of loads, thereby supplying power to the power distribution system through the battery pack; if not activated, recording the low voltage inactivation time, and then disconnecting the electrical connection between the power distribution system and the first type of load with low correlation to vehicle operation when the low voltage inactivation time reaches a first preset time threshold; Step 3, determining whether the high voltage is activated; if activated, controlling the power distribution system to establish an electrical connection with both the first and second type of loads, thereby supplying power to the power distribution system through an auxiliary power supply. This invention can reduce the energy loss of the battery pack and ensure vehicle safety.

Description

Technical Field

[0001] This invention relates to the field of rail transit power distribution technology, and in particular to an energy management method and device for low-voltage power distribution in intelligent rail transit vehicles, as well as a low-voltage power distribution system for intelligent rail transit vehicles. Background Technology

[0002] With the rapid development of medium- and low-capacity rail transit, intelligent rail transit trains have been deployed in many parts of China. As the power distribution system that ensures the safe operation of intelligent rail transit trains, energy control is an important strategy to ensure the normal operation of the system.

[0003] Currently, the low-voltage power distribution system receives power input from an auxiliary power source or a 24V battery, which then supplies control power to the various subsystems of the intelligent rail transit vehicle. Simultaneously, the power distribution system possesses signal acquisition capabilities, enabling it to perform logic control on the power output pins based on the validity of the acquired signals.

[0004] However, due to the limited battery capacity of existing intelligent rail transit trains, the system can only operate for a short time when the auxiliary power supply is not connected, and there is a risk of battery depletion, which will affect the subsequent normal power-on and / or power-off operation of the vehicle. Summary of the Invention

[0005] The purpose of this invention is to provide a solution for energy management of a low-voltage power distribution system when auxiliary power is not connected, so that the intelligent rail transit train can output a better control strategy in both constant power and low-voltage activation states.

[0006] To address the aforementioned technical problems, this invention provides an energy management method for low-voltage power distribution in intelligent rail transit vehicles, comprising: Step 1: determining whether the constant power supply is activated; if activated, controlling the power distribution system to establish an electrical connection with a first type of load, thereby supplying power to the power distribution system through a battery pack; Step 2: determining whether the low voltage is activated; if activated, controlling the power distribution system to simultaneously establish electrical connections with both the first and second types of loads, thereby supplying power to the power distribution system through a battery pack; if not activated, recording the low voltage inactivation time, and then disconnecting the electrical connection between the power distribution system and the first type of load, which has low correlation with the operation of the rail transit vehicle, when the low voltage inactivation time reaches a first preset time threshold; Step 3: determining whether the high voltage is activated; if activated, controlling the power distribution system to establish electrical connections with both the first and second types of loads, thereby supplying power to the power distribution system through an auxiliary power supply.

[0007] Preferably, step three further includes: if the high voltage is not activated, the high voltage inactivation time is recorded, and when the high voltage inactivation time reaches a second preset time threshold, the electrical connection between the power distribution system and the first type of load with low correlation to the operation of the trolley is cut off, while the electrical connection between the power distribution system and the second type of load with high correlation to the operation of the trolley is maintained.

[0008] Preferably, step three further includes: continuing to determine whether the remaining power of the current battery pack has reached a preset low power threshold, wherein if it has, a low power alarm is triggered and the battery is charged using other devices; if it has not, the process returns to step one.

[0009] Preferably, step two further includes: continuing to determine whether the remaining power of the current battery pack has reached a preset low power threshold, wherein if it has, a low power alarm is triggered and the battery is charged using other devices; if it has not, the process returns to step one.

[0010] Preferably, step two further includes: returning to step one when the low-voltage inactivation time has not reached the first preset time threshold.

[0011] Preferably, step three further includes: returning to step two when the high voltage inactivation time has not reached the second preset time threshold.

[0012] Preferably, the first type of load is a permanent load, which includes, but is not limited to: train activation circuit, door safety circuit, safety brake bypass, tire pressure monitoring circuit, fire monitoring circuit, smart gateway and video storage device; the second type of load is an activation electrical load, which includes, but is not limited to: RCM module and driver's console.

[0013] Preferably, the activation of low voltage is determined by judging the state of the low voltage button; the activation of high voltage is determined by judging the open / closed state of the main circuit breaker; and the electrical connection relationship with different types of loads is controlled by controlling the output validity of the connection pins of the power distribution system and each load. The first type of load with low correlation to tram operation includes, but is not limited to: tire pressure monitoring circuit, fire monitoring circuit, and video storage device. The second type of load with high correlation to tram operation includes, but is not limited to: RCM module, driver's console, vehicle PIS, brake controller, trackless guidance control box, and integrated wireless host.

[0014] On the other hand, the present invention provides an energy management device for low-voltage power distribution in intelligent electric vehicles, wherein the energy management device is implemented by the energy management method described above.

[0015] In addition, the present invention also provides a low-voltage power distribution system for intelligent electric vehicles, comprising: an auxiliary power supply; a battery pack; a power distribution system including multiple distribution boxes; an intelligent gateway located between the vehicle controller and the power distribution system, used to allocate corresponding messages to each distribution box and collect data collected by different distribution boxes, thereby realizing information exchange and power distribution control between the vehicle controller and the power distribution system; and a vehicle controller having the energy management device as described above, wherein the vehicle controller is connected to the intelligent gateway via a vehicle bus.

[0016] Compared with the prior art, one or more embodiments of the above solutions may have the following advantages or beneficial effects:

[0017] This invention discloses an energy management method and device for low-voltage power distribution in intelligent rail transit vehicles, as well as a low-voltage power distribution system for intelligent rail transit vehicles. By adding detection and judgment of the duration of constant power-on and / or the duration of low-voltage activation, this invention gradually cuts off some load output while ensuring the implementation of subsequent operations, thereby reducing energy loss of the battery pack and ensuring vehicle safety.

[0018] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the description, claims, and drawings. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0020] Figure 1 This is a schematic diagram illustrating the steps of an energy management method for low-voltage power distribution in intelligent rail transit vehicles, as described in an embodiment of this application.

[0021] Figure 2 This is a schematic diagram illustrating the specific process of the energy management method for low-voltage power distribution in intelligent rail transit vehicles, as described in an embodiment of this application.

[0022] Figure 3 This is a schematic diagram of the structure of the intelligent trolley low-voltage power distribution system according to an embodiment of this application. Detailed Implementation

[0023] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings and examples, so that the process of how the present invention uses technical means to solve technical problems and achieve technical effects can be fully understood and implemented accordingly. It should be noted that, as long as there is no conflict, the various embodiments and features in the various embodiments of the present invention can be combined with each other, and the resulting technical solutions are all within the protection scope of the present invention.

[0024] Furthermore, the steps illustrated in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in a different order than that shown here.

[0025] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments. Unless the context clearly indicates otherwise, the singular forms “a” and “an” as used herein are also intended to include the plural. It should also be understood that the terms “comprising” and / or “including” as used herein specify the presence of the stated features, integers, steps, operations, units, and / or components, without excluding the presence or addition of one or more other features, integers, steps, operations, units, components, and / or combinations thereof.

[0026] With the rapid development of medium- and low-capacity rail transit, intelligent rail transit trains have been deployed in many parts of China. As the power distribution system that ensures the safe operation of intelligent rail transit trains, energy control is an important strategy to ensure the normal operation of the system.

[0027] Currently, the low-voltage power distribution system receives power input from an auxiliary power source or a 24V battery, which then supplies control power to the various subsystems of the intelligent rail transit vehicle. Simultaneously, the power distribution system possesses signal acquisition capabilities, enabling it to perform logic control on the power output pins based on the validity of the acquired signals.

[0028] However, due to the limited battery capacity of existing intelligent rail transit trains, the system can only operate for a short time when the auxiliary power supply is not connected, and there is a risk of battery depletion, which will affect the subsequent normal power-on and / or power-off operation of the vehicle.

[0029] To address the aforementioned technical problems, this application proposes an energy management method and device for low-voltage power distribution in intelligent rail transit vehicles, as well as a low-voltage power distribution system for intelligent rail transit vehicles. This invention adds a time judgment between the constant power-on and low-voltage activation power-on operations, and automatically cuts off power to permanent loads such as fire alarms, tire pressure monitoring systems, and video storage devices if the timeout occurs, ensuring the completion of the low-voltage activation operation and reducing battery energy loss. Furthermore, it adds a time judgment between the low-voltage activation power-on and main circuit breaker operations, and automatically cuts off power to permanent loads such as fire alarms, tire pressure monitoring systems, and video storage devices if the timeout occurs, retaining only low-voltage activation power to the RCM module and driver's console, thereby ensuring the completion of the main circuit breaker operation and reducing battery energy loss.

[0030] Figure 3 This is a schematic diagram of the structure of the intelligent trolley low-voltage power distribution system according to an embodiment of this application. Figure 3 As shown, the intelligent electric vehicle low-voltage power distribution system (also referred to as "low-voltage power distribution system") provided in this embodiment of the invention includes at least: an auxiliary power supply, a battery pack, a power distribution system, an intelligent gateway, and a vehicle controller (not shown).

[0031] In application, an auxiliary power supply or battery pack powers the power distribution system, thereby energizing the loads of the various electrical subsystems connected to the power distribution system. The power distribution system includes multiple distribution boxes, specifically multiple main distribution boxes and multiple slave distribution boxes, each connected to different electrical subsystem loads. An intelligent gateway is located between the vehicle controller and the power distribution system. The intelligent gateway is mainly used to allocate corresponding messages to each distribution box and collect data collected by different distribution boxes, thereby realizing information exchange and power distribution control between the vehicle controller and the power distribution system. Furthermore, the vehicle controller described in this embodiment is connected to the intelligent gateway via a vehicle bus (e.g., the vehicle CAN bus). Simultaneously, the intelligent gateway and the power distribution system are connected via an internal network vehicle bus (e.g., an internal network CAN bus). In this embodiment, the vehicle controller includes the energy management device described below.

[0032] Specifically, in the low-voltage power distribution system of the intelligent electric vehicle, the power distribution system and the intelligent gateway are powered by a battery pack or auxiliary power supply. When the main circuit breaker is closed, the high voltage of the entire vehicle is activated, and at this time, the auxiliary power supply powers the loads of the various electrical subsystems. When the high voltage is not energized, the battery pack powers the loads of the various electrical subsystems. Furthermore, the intelligent gateway, as the communication module between the vehicle controller and the power distribution system, can internally distribute messages from the vehicle controller to each power distribution box module. Externally, it communicates with the vehicle's CAN bus, not only receiving message information from the vehicle controller but also feeding back data collected by different power distribution boxes to the vehicle controller.

[0033] In addition, embodiments of the present invention also provide an energy management device. This energy management device is implemented by the energy management method described below.

[0034] Figure 1 This is a schematic diagram illustrating the steps of an energy management method for low-voltage power distribution in intelligent rail transit vehicles, as described in an embodiment of this application. Figure 2 This is a schematic diagram illustrating the specific process of the energy management method for low-voltage power distribution in intelligent rail transit vehicles according to an embodiment of this application. The following is a detailed flowchart... Figure 1 and Figure 2 The specific process of the energy management method described in the embodiments of the present invention will be explained.

[0035] like Figure 1 As shown, step S110 determines whether the constant power supply is activated. If activated, the control system establishes an electrical connection with the first type of load, thereby supplying power to the power distribution system through the battery pack, and thus supplying power to the first type of load. In practical applications, the constant power supply is activated after the vehicle power supply handbrake is closed.

[0036] In this embodiment of the invention, the first type of load is a permanent load. The permanent load includes, but is not limited to: train activation circuit, door safety circuit, safety brake bypass, tire pressure monitoring circuit, fire monitoring circuit, smart gateway, and video storage device.

[0037] In this embodiment of the invention, the vehicle controller controls the electrical connection between the power distribution box and different types of loads by controlling the output validity of the connection pins between the power distribution system and the loads of each subsystem.

[0038] In step S110, the vehicle controller determines whether the constant power supply is active based on the open / closed state of the handbrake. When the constant power supply is active, a constant power supply activation message is sent to each distribution box in the power distribution system through the smart gateway. Each distribution box identifies the constant power supply activation message to control the validity of different output pins of each distribution box, thereby maintaining only the electrical connection between each distribution box and the first type of load, so that the battery pack supplies power to the first type of load.

[0039] like Figure 2 As shown, after the vehicle power supply handbrake is closed, the vehicle is powered on. At this time, the battery pack supplies power to the power distribution system, and the permanent load pins of the power distribution system output effectively, so that the power distribution system continuously supplies power to the permanent loads (train activation circuit, door safety circuit, safety brake bypass, tire pressure, fire, gateway, video storage) until the battery pack is depleted.

[0040] refer to Figure 1Step S120 determines whether the low voltage is activated. If the low voltage is activated, the power distribution system is controlled to establish electrical connections with both the first and second type of loads simultaneously, thereby supplying power to the power distribution system through the battery pack, thus supplying power to both the first and second type of loads simultaneously.

[0041] In addition, if the low voltage is not activated, the low voltage inactivation time is recorded, and when the low voltage inactivation time reaches the first preset time threshold, the electrical connection between the power distribution system and the first type of load that has low correlation with the operation of the tram is cut off.

[0042] In practical applications, when the low-pressure button (e.g., the low-pressure button on the driver's console panel) is triggered, the low-pressure occupancy of the entire vehicle is activated. In this embodiment of the invention, the second type of load is the activated electrical load. The activated electrical load includes, but is not limited to, the RCM module, the driver's console, the vehicle PIS, the brake controller, the trackless guidance control box, and the integrated wireless host, etc.

[0043] In step S120, after the constant power is activated and the battery pack continuously supplies power to the permanent load, the vehicle controller determines whether low-voltage occupancy is active based on the trigger state of the low-voltage button. When low-voltage occupancy is active, a low-voltage occupancy activation message is sent to each distribution box in the power distribution system through the smart gateway. Each distribution box identifies the low-voltage occupancy activation message to control the validity of different output pins of each distribution box, thereby maintaining the electrical connection between each distribution box and both the first and second type of loads simultaneously, so that the battery pack can supply power to both the first and second type of loads simultaneously.

[0044] like Figure 2 As shown, after the constant fire is activated and the battery pack provides continuous power to the permanent load, the activation status of the low-voltage occupancy button is determined.

[0045] After the low-voltage button is triggered, the vehicle's low-voltage occupation is activated. At this time, the battery pack supplies power to the power distribution system. All permanent load pins and all activated load pins of the power distribution system output effectively, so that the power distribution system continuously supplies power to both permanent loads and low-voltage activated loads until the battery pack is depleted.

[0046] When low-voltage occupancy is not activated, the vehicle controller counts and records the duration of low-voltage inactivation. When the low-voltage inactivation time reaches a first preset time threshold (e.g., 5 minutes), a low-voltage occupancy partial cutoff message is sent to each distribution box in the power distribution system via the smart gateway. Each distribution box identifies the low-voltage occupancy partial cutoff message to control the validity of different output pins of each distribution box, thereby cutting off the electrical connection between each distribution box and the first type of load with low correlation to the operation of the trolleybus. In this embodiment of the invention, the first type of load with low correlation to the operation of the trolleybus includes, but is not limited to: tire pressure monitoring circuit, fire monitoring circuit, and video storage device.

[0047] Therefore, this embodiment of the invention adds a time judgment strategy between the constant fire power-on operation and the low-voltage activation power-on operation. If the time expires, the power supply to permanent loads such as fire, tire pressure, and video storage is automatically cut off, thereby ensuring that the low-voltage activation operation can be completed and reducing battery energy loss.

[0048] Furthermore, if the low-voltage inactivity time does not reach the first preset time threshold, return to step one above and continue to supply power to the first type of load from the battery pack in order to maintain the electrical connection between each distribution box and the first type of load.

[0049] refer to Figure 2 After disconnecting the first type of loads that are low in correlation with the operation of the electric vehicle (i.e., not supplying power to the first type of loads that are low in correlation with the operation of the electric vehicle), the vehicle controller will continue to determine whether the remaining charge of the current battery pack has reached the preset low charge threshold (e.g., 30%).

[0050] If the remaining charge of the current battery pack reaches or exceeds the preset low charge threshold, a low charge alarm (such as an audible and visual alarm) will be triggered, and the battery will be charged using other devices (such as a charger).

[0051] If the remaining power of the current battery pack has not reached the preset low power threshold, return to step one and continue to supply power to the first type of load from the battery pack to maintain the electrical connection between each distribution box and the first type of load.

[0052] Continue to refer to Figure 1 Step S130 determines whether the high voltage is activated. If the high voltage is activated, the power distribution system is controlled to establish electrical connections with both the first and second type of loads simultaneously, thereby enabling the power distribution system to be powered by an auxiliary power source, thus simultaneously supplying power to both the first and second type of loads.

[0053] Furthermore, if the high voltage is not activated, the high voltage inactivation time is recorded. When the high voltage inactivation time reaches a second preset time threshold, the electrical connection between the power distribution system and the first type of loads with low correlation to trolley operation is cut off, and only the electrical connection between the power distribution system and the second type of loads with high correlation to trolley operation is maintained. In this embodiment of the invention, the second type of loads with high correlation to trolley operation includes, but is not limited to: RCM modules and driver control consoles.

[0054] In practical applications, the high voltage of the entire vehicle is activated when the main circuit breaker is closed.

[0055] In step S130, after low-voltage activation and the battery pack continuously supplying power to both permanent and activated electrical loads, the vehicle controller determines whether high voltage is activated based on the opening and closing status of the main circuit breaker. During high-voltage activation, the vehicle controller sends a high-voltage activation message to each distribution box in the power distribution system via the smart gateway. Each distribution box identifies the high-voltage activation message to control the validity of different output pins, thereby maintaining the electrical connection between each distribution box and both the first and second type of loads simultaneously, so that the auxiliary power supply can simultaneously power both the first and second type of loads.

[0056] like Figure 2 As shown, after the low voltage is activated and the battery pack continuously supplies power to both the permanent load and the activated electrical load, the high voltage is determined to be in an activated state based on the opening and closing status of the main circuit breaker.

[0057] After the main circuit breaker is triggered, the vehicle's high voltage is activated. At this time, the auxiliary power supply supplies power to the power distribution system. All permanent load pins and all activated load pins of the power distribution system output power effectively, so that the power distribution system continuously supplies power to both permanent loads and low-voltage activated loads.

[0058] When the high voltage is not activated, the vehicle controller counts and records the duration of high voltage inactivation. When the high voltage inactivation time reaches the second preset time threshold (e.g., 1 minute), it sends a high voltage occupancy cutoff message to each distribution box in the power distribution system through the smart gateway. Each distribution box controls the validity of different output pins of each distribution box by recognizing the high voltage occupancy cutoff message, thereby cutting off the electrical connection between each distribution box and the first type of load with low correlation to the operation of the trolley, while maintaining the electrical connection between the power distribution system and the second type of load with high correlation to the operation of the trolley.

[0059] It should be noted that, in this embodiment of the invention, the second preset time threshold is less than the first preset time threshold.

[0060] Therefore, this embodiment of the invention adds a time judgment strategy between the low-voltage activation power-on operation and the main disconnection operation. In the event of timeout, the power supply to permanent loads such as fire, tire pressure, and video storage is automatically cut off, while the power supply to activation loads such as RCM module and emulator is retained, thereby ensuring that the main disconnection operation can be completed and reducing battery energy loss.

[0061] Furthermore, if the high voltage inactivity time does not reach the second preset time threshold, return to step two above and continue to supply power from the battery pack to all Class I loads and all Class II loads, so as to maintain the electrical connection between each distribution box and both Class I and Class II loads.

[0062] refer to Figure 2 After disconnecting the first type of loads that are low in correlation with the operation of the trolley (i.e., not supplying power to the first type of loads that are low in correlation with the operation of the trolley) and retaining the second type of loads that are high in correlation with the operation of the trolley (i.e., supplying power to the second type of loads that are high in correlation with the operation of the trolley), the vehicle controller will continue to determine whether the remaining charge of the current battery pack has reached the preset low charge threshold (e.g., 30%).

[0063] If the remaining charge of the current battery pack reaches or exceeds the preset low charge threshold, a low charge alarm (such as an audible and visual alarm) will be triggered, and the battery will be charged using other devices (such as a charger).

[0064] If the remaining power of the current battery pack has not reached the preset low power threshold, return to step one and continue to supply power to the first type of load from the battery pack to maintain the electrical connection between each distribution box and the first type of load.

[0065] This invention discloses an energy management method and device for low-voltage power distribution in intelligent rail transit vehicles, as well as a low-voltage power distribution system for intelligent rail transit vehicles. By adding detection and judgment of the duration of constant power-on and / or the duration of low-voltage activation, this invention gradually cuts off some load output while ensuring the implementation of subsequent operations, thereby reducing energy loss in the battery pack and ensuring vehicle safety.

[0066] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0067] In the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0068] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0069] It should be understood that the embodiments disclosed herein are not limited to the specific structures, processing steps, or materials disclosed herein, but should be extended to equivalent substitutions of these features as understood by those skilled in the art. It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting.

[0070] The phrase "an embodiment" or "an embodiment" used in this specification means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Therefore, the phrase "an embodiment" or "an embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment.

[0071] While the embodiments disclosed in this invention are as described above, the content is merely for the purpose of facilitating understanding of the invention and is not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection of this invention shall still be determined by the scope defined in the appended claims.

Claims

1. An energy management method for low-voltage power distribution in intelligent rail transit vehicles, characterized in that, include: Step 1: Determine if the constant flame is activated. If activated, control the power distribution system to establish an electrical connection with the first type of load, so that the power distribution system is powered through the battery pack. Step 2: Determine whether the low voltage is activated. If activated, control the power distribution system to establish electrical connections with both the first and second type of loads simultaneously, so that the power distribution system is powered by the battery pack. If not activated, record the low voltage inactivation time, and then disconnect the power distribution system from the first type of load that has low correlation with the operation of the tram when the low voltage inactivation time reaches the first preset time threshold. Step 3: Determine if the high voltage is activated. If activated, control the power distribution system to establish an electrical connection with the first type of load and the second type of load, so that the power distribution system is powered by the auxiliary power supply. If the high voltage is not activated, the high voltage inactivation time is recorded. When the high voltage inactivation time reaches the second preset time threshold, the electrical connection between the power distribution system and the first type of load with low correlation to the operation of the trolley is cut off, while the electrical connection between the power distribution system and the second type of load with high correlation to the operation of the trolley is maintained.

2. The energy management method according to claim 1, characterized in that, Step three also includes: The system continues to determine whether the remaining charge of the current battery pack has reached a preset low charge threshold. If the low battery level is reached, a low battery alarm will be triggered, and the battery pack will be charged using other devices. If the condition is not met, return to step one.

3. The energy management method according to claim 1 or 2, characterized in that, Step two also includes: The system continues to determine whether the remaining charge of the current battery pack has reached a preset low charge threshold. If the low battery level is reached, a low battery alarm will be triggered, and the battery pack will be charged using other devices. If the condition is not met, return to step one.

4. The energy management method according to claim 1 or 2, characterized in that, Step two also includes: If the low-voltage inactivity time does not reach the first preset time threshold, return to step one.

5. The energy management method according to claim 1 or 2, characterized in that, Step three also includes: If the high voltage inactivation time does not reach the second preset time threshold, return to step two.

6. The energy management method according to claim 1 or 2, characterized in that, The first type of load is a permanent load, which includes: train activation circuit, door safety circuit, safety brake bypass, tire pressure monitoring circuit, fire monitoring circuit, smart gateway and video storage device; The second type of load is the activated electrical load, which includes: RCM module and driver console.

7. The energy management method according to claim 6, characterized in that, The activation of low voltage is determined by checking the state of the low voltage button. The activation of high voltage is determined by checking the open / closed state of the main circuit breaker. The electrical connection relationship with different types of loads is controlled by controlling the output validity of the connection pins between the power distribution system and each load; The first type of load that has low correlation with tram operation includes the tire pressure monitoring circuit, fire monitoring circuit and video storage device among the permanent loads; The second type of load, which is highly correlated with the operation of the tram, includes: the activation electrical load, the vehicle PIS, the brake controller, the trackless guidance control box, and the integrated wireless host.

8. An energy management device for low-voltage power distribution in intelligent electric vehicles, characterized in that, The energy management device is implemented by the energy management method as described in any one of claims 1 to 7.

9. A low-voltage power distribution system for intelligent electric vehicles, characterized in that, include: Auxiliary power supply; Battery pack; A power distribution system, which includes multiple distribution boxes; The intelligent gateway, located between the vehicle controller and the power distribution system, is used to allocate corresponding messages to each power distribution box and collect data collected by different power distribution boxes, thereby realizing information exchange and power distribution control between the vehicle controller and the power distribution system. A vehicle controller having the energy management device as described in claim 8, wherein the vehicle controller is connected to the smart gateway via a vehicle bus.

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