A rail vehicle control method, system and rail vehicle

Abstract

A control method of a rail vehicle, suitable for a rail vehicle control system comprising a first control unit and a second control unit, the method comprising: when a network fault occurs and a first power supply module outside the vehicle has a power supply fault, the first control unit sends a hard-wire signal to the second control unit, and the second control unit controls a second power supply module inside the vehicle to power on a traction circuit according to the hard-wire signal to enter an emergency traction mode of emergency power supply. The application has the effect of coping with double faults of the vehicle, and has higher safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, and more particularly to a rail vehicle control method, system and rail vehicle. BACKGROUND

[0002] Currently, when a rail vehicle is running on a track, abnormal situations such as leakage tripping of a ground power supply system, leakage of the vehicle, ground-vehicle network communication failure, and vehicle network failure may occur, which will result in the inability to use the normal power supply or driving mode of the train. In order to avoid long-term blockage of the track, the vehicle needs to have a backup power supply mode or driving control mode to quickly move to the next station or vehicle depot.

[0003] In related technologies, an emergency traction device is usually used to tow the vehicle. The emergency traction device sends an emergency traction system start signal to a traction inverter, and the traction inverter configures an emergency traction system according to the emergency traction system start signal to enter an emergency traction mode. In this scheme, the battery of the vehicle can only be used in the emergency traction mode, and the battery driving function in the normal network control mode cannot be realized, resulting in a single traction mode of the rail vehicle and low applicability. SUMMARY

[0004] The present application is proposed to solve at least one of the above problems. According to an aspect of the present application, a control method of a rail vehicle is provided, which is applicable to a rail vehicle control system including a first control unit and a second control unit. The method includes: when a network failure occurs and a first power supply module outside the vehicle has a power supply failure, the first control unit sends a hard-wire signal to the second control unit, and the second control unit controls a second power supply module inside the vehicle to power on a traction circuit according to the hard-wire signal to enter an emergency power supply emergency traction mode.

[0005] In an embodiment of the present application, the second control unit includes a traction control unit and a battery manager, and the hard-wire signal includes a first hard-wire signal and a second hard-wire signal. The first hard-wire signal is an emergency traction mode hard-wire signal, and the second hard-wire signal is an emergency battery mode hard-wire signal.

[0006] In an embodiment of the present application, the sending of the hard-wire signal includes: first sending the first hard-wire signal, and then sending the second hard-wire signal.

[0007] In an embodiment of the present application, the method of controlling the second power supply module inside the vehicle to power on the traction circuit according to the hardwire signal to enter the emergency traction mode of emergency power supply comprises: receiving the first hardwire signal, shielding the network signal, and controlling the disconnection between the traction circuit and the first power supply module; receiving the second hardwire signal, controlling the connection between the traction circuit and the second power supply module inside the vehicle, and controlling the discharge preparation of the second power supply module; and powering on the traction circuit by the second power supply module after the completion of the discharge preparation to enter the emergency traction mode of emergency power supply.

[0008] In an embodiment of the present application, the method of sending the hardwire signal comprises: sending the second hardwire signal first, and then sending the first hardwire signal.

[0009] In an embodiment of the present application, the method of controlling the second power supply module inside the vehicle to power on the traction circuit according to the hardwire signal to enter the emergency traction mode of emergency power supply comprises: receiving the second hardwire signal without response; receiving the first hardwire signal, shielding the network signal, controlling the disconnection between the traction circuit and the first power supply module, controlling the connection between the traction circuit and the second power supply module inside the vehicle, and controlling the discharge preparation of the second power supply module; and powering on the traction circuit by the second power supply module after the completion of the discharge preparation to enter the emergency traction mode of emergency power supply.

[0010] In an embodiment of the present application, the method further comprises: when the network fails but the first power supply module does not fail, the first control unit sends the first hardwire signal to the second control unit, and the second control unit controls the first power supply module to power on the traction circuit according to the first hardwire signal to enter the emergency traction mode.

[0011] In an embodiment of the present application, the method of controlling the first power supply module to power on the traction circuit according to the first hardwire signal to enter the emergency traction mode comprises: receiving the first hardwire signal and shielding the network signal, detecting whether the vehicle is stationary and detecting whether the traction circuit has been powered on; when the vehicle is stationary and the traction circuit has not been powered on, detecting whether the voltage of the first power supply module meets the power-on condition; and when the voltage of the first power supply module meets the power-on condition, controlling the first power supply module to power on the traction circuit to enter the emergency traction mode.

[0012] In an embodiment of the present application, the power-on condition comprises that the voltage value of the first power supply module is between a first voltage threshold and a second voltage threshold.

[0013] In one embodiment of this application, the method further includes: when no network failure occurs but the first power supply module experiences a power supply failure, the first control unit sends a network signal to the second control unit, and the second control unit controls the second power supply module to power on the traction circuit according to the network signal, so as to enter the emergency power supply mode.

[0014] In one embodiment of this application, controlling the second power supply module to power on the traction circuit according to the network signal to enter the emergency power supply mode includes: after receiving the network signal, controlling the first power supply module to disconnect from the traction circuit, and controlling the second power supply module to perform discharge preparation. After completing the discharge preparation, the second power supply module powers on the traction circuit to enter the emergency power supply mode.

[0015] In one embodiment of this application, the method further includes: after the second power supply module completes discharge preparation, calculating the allowable discharge power of the second power supply module in real time, and controlling the maximum power of the traction circuit based on the allowable discharge power.

[0016] According to another aspect of this application, a rail vehicle control system is provided, the rail vehicle control system including a first control unit and a second control unit, wherein; when a network failure occurs and a first power supply module outside the vehicle experiences a power supply failure, the first control unit is used to send a hard-wired signal to the second control unit, and the second control unit is used to control the second power supply module inside the vehicle to power on the traction circuit according to the hard-wired signal, so as to enter an emergency traction mode with emergency power supply.

[0017] In one embodiment of this application, the first control unit includes a driver controller, the second control unit includes a traction control unit and a battery manager; the hardwire signal includes a first hardwire signal and a second hardwire signal.

[0018] In one embodiment of this application, the first control unit sends a hardwired signal to the second control unit, which includes: first sending the first hardwired signal, and then sending the second hardwired signal.

[0019] In one embodiment of this application, the second control unit controls the second power supply module inside the vehicle to supply power to the traction circuit and tow the vehicle based on the first hard-wire signal and the second hard-wire signal, so as to enter the emergency traction mode of emergency power supply. This includes: after receiving the first hard-wire signal, the traction control unit blocks the network signal and controls the connection between the traction circuit and the first power supply module to disconnect; after receiving the second hard-wire signal, the traction control unit controls the connection between the traction circuit and the second power supply module; after receiving the second hard-wire signal, the battery manager controls the second power supply module inside the vehicle to prepare for discharge; after the discharge preparation is completed, the traction control unit controls the second power supply module to power on the traction circuit to enter the emergency traction mode of emergency power supply.

[0020] In one embodiment of this application, the first control unit sends a hardwired signal by first sending the second hardwired signal and then sending the first hardwired signal.

[0021] In one embodiment of this application, the second control unit controls the second power supply module inside the vehicle to supply power to the traction circuit and tow the vehicle based on the first hard-wire signal and the second hard-wire signal, so as to enter the emergency traction mode of emergency power supply. This includes: the traction control unit and the battery manager not responding after receiving the second hard-wire signal; the traction control unit, after receiving the first hard-wire signal, shielding the network signal and controlling the traction circuit to disconnect from the first power supply module, and controlling the traction circuit to connect with the second power supply module inside the vehicle; the battery manager, after receiving the first hard-wire signal, shielding the network signal and controlling the second power supply module to prepare for discharge; and the traction control unit, after the discharge preparation is completed, controlling the second power supply module to power on the traction circuit to enter the emergency traction mode of emergency power supply.

[0022] In one embodiment of this application, when a network failure occurs but the first power supply module does not experience a power supply failure, the first control unit is further configured to send a first hardwire signal to the second control unit, and the second control unit is further configured to control the first power supply module to power on the traction circuit according to the first hardwire signal, so as to enter the emergency traction mode.

[0023] In one embodiment of this application, the second control unit controls the first power supply module to power on the traction circuit and tow the vehicle according to the first hard-wired signal to enter an emergency traction mode. This includes: after receiving the first hard-wired signal, the traction control unit blocks the network signal and detects whether the vehicle is stationary and whether the traction circuit is powered on; when the vehicle is stationary and the traction circuit is not powered on, the traction control unit detects whether the voltage of the first power supply module meets the power-on conditions; when the voltage of the first power supply module meets the power-on conditions, the control unit controls the first power supply module to power on the traction circuit to enter the emergency traction mode.

[0024] In one embodiment of this application, the power-on condition includes: the voltage value of the first power supply module is between a first voltage threshold and a second voltage threshold.

[0025] In one embodiment of this application, when no network failure occurs but the first power supply module experiences a power supply failure, the first control unit is further configured to send a network signal to the second control unit, and the second control unit is further configured to control the second power supply module to power on the traction circuit according to the network signal, so as to enter the emergency power supply mode.

[0026] In one embodiment of this application, the second control unit controls the second power supply module to supply power to the traction circuit and drive the vehicle according to the network signal to enter the emergency power supply mode, including: after receiving the network signal, the traction control unit controls the first power supply module to disconnect from the traction circuit; after receiving the network signal, the battery manager controls the second power supply module to prepare for discharge; after the discharge preparation is completed, the traction control unit controls the second power supply module to power on the traction circuit to drive the vehicle to enter the emergency power supply mode.

[0027] In one embodiment of this application, after the second power supply module completes its discharge preparation, the battery manager is further configured to calculate the allowable discharge power of the second power supply module in real time and send a discharge allowable power message to the traction control unit, which controls the maximum power of the traction circuit based on the discharge allowable power message.

[0028] In one embodiment of this application, the rail vehicle control system further includes an air conditioning system, which performs degradation operation after receiving and confirming that the second hard-wired signal is valid.

[0029] In one embodiment of this application, the rail vehicle control system further includes an auxiliary power supply system for charging the second power supply module. When the auxiliary power supply system receives and confirms that the second hard-wired signal is valid, it controls the disconnection of charging the second power supply module.

[0030] According to another aspect of this application, a rail vehicle is provided, which is equipped with the above-described rail vehicle control system.

[0031] This application discloses a control method for a rail vehicle. When both the network and the first power supply module fail, a second power supply module can supply power to the traction circuit to achieve emergency traction under emergency power supply conditions. The power supply from the second power supply module ensures vehicle traction even under dual failures. This method can handle both network and power supply failures, offering higher safety and reducing the probability of trains being unable to operate due to malfunctions. Attached Figure Description

[0032] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0033] Figure 1 A flowchart of a vehicle traction method in the relevant technology is shown.

[0034] Figure 2 A flowchart of a rail vehicle control method according to an embodiment of this application is shown.

[0035] Figure 3 A schematic diagram of the rail vehicle control system in an embodiment of this application is shown.

[0036] Figure 4 A structural block diagram of the rail vehicle control system in an embodiment of this application is shown.

[0037] Figure 5 A schematic diagram of hard-wire signal transmission during emergency traction is shown in an embodiment of this application.

[0038] Figure 6 The power-on schematic diagram of the rail vehicle control system in an embodiment of this application is shown.

[0039] Figure 7 The flowchart of the emergency traction mode control in an embodiment of this application is shown.

[0040] Figure 8 An emergency battery mode control flowchart is shown in an embodiment of this application.

[0041] Figure 9 The flowchart of the emergency traction mode control using emergency battery power in an embodiment of this application is shown. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application more apparent, exemplary embodiments according to this application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of this application, and not all of the embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein. Based on the embodiments of this application described herein, all other embodiments obtained by those skilled in the art without inventive effort should fall within the protection scope of this application.

[0043] like Figure 1 As shown, this is a vehicle towing scheme in related technologies. When the network control system malfunctions, the emergency towing switch receives an emergency towing system start signal input by the driver, provides power to the emergency towing device, and sends the emergency towing system start signal to the emergency towing device to activate it. The emergency towing device then sends the emergency towing system start signal to the traction inverter. The traction inverter configures the emergency towing system according to the emergency towing system start signal and enters emergency towing mode. This method enables the engineering vehicle to maintain normal towing function in emergency mode.

[0044] However, the above solution requires the addition of an emergency towing device, which increases costs. Furthermore, the on-board battery power supply can only be used in emergency towing mode and cannot realize the battery drive function in normal network control mode, resulting in low applicability.

[0045] like Figure 2 As shown, this application provides a control method 200 for a rail vehicle, applicable to a rail vehicle control system. The rail vehicle control system includes a first control unit and a second control unit, comprising the following steps:

[0046] S210. When a network failure occurs and the first power supply module outside the vehicle experiences a power supply failure, the first control unit sends a hard-wired signal to the second control unit.

[0047] S220: The second control unit controls the second power supply module inside the vehicle to power up the traction circuit according to the hard-wired signal, so as to enter the emergency traction mode with emergency power supply.

[0048] The rail vehicle control method in this application embodiment can provide power to the traction circuit through a second power supply module to achieve emergency traction under emergency power supply when both the network and the first power supply module fail. The power supply from the second power supply module ensures vehicle traction even under dual failure conditions. This method can handle both network and power supply failures, offering higher safety and reducing the probability of trains being unable to operate due to malfunctions.

[0049] For example, the first control unit includes a driver controller, the second control unit includes a traction control unit and a battery manager, and the hard-wired signals include a first hard-wired signal and a second hard-wired signal. The first hard-wired signal is an emergency traction mode hard-wired signal, and the second hard-wired signal is an emergency battery mode hard-wired signal.

[0050] For example, when a network failure occurs but the first power supply module does not experience a power supply failure, the first control unit sends a first hardwire signal to the second control unit. The second control unit then controls the first power supply module to power on the traction circuit based on the first hardwire signal, thereby entering an emergency traction mode. Specifically, this includes: receiving the first hardwire signal and blocking the network signal; detecting whether the vehicle is stationary and whether the traction circuit is powered on; when the vehicle is stationary and the traction circuit is not powered on, detecting whether the voltage of the first power supply module meets the power-on conditions; and when the voltage of the first power supply module meets the power-on conditions, controlling the first power supply module to power on the traction circuit to enter the emergency traction mode. The power-on conditions include: the voltage value of the first power supply module being between a first voltage threshold and a second voltage threshold.

[0051] For example, when no network failure occurs but the first power supply module experiences a power supply failure, the first control unit sends a network signal to the second control unit. The second control unit then controls the second power supply module to power on the traction circuit based on the network signal, thus entering emergency power supply mode. Specifically, this includes: upon receiving the network signal, controlling the first power supply module to disconnect from the traction circuit and controlling the second power supply module to prepare for discharge; after completing the discharge preparation, the second power supply module powers on the traction circuit to enter emergency power supply mode. This method also includes: after the second power supply module completes its discharge preparation, calculating the allowable discharge power of the second power supply module in real time, and controlling the maximum power of the traction circuit based on the allowable discharge power. By limiting the discharge power, the power supply continuity of the second power supply module can be guaranteed.

[0052] Sending the first hardwire signal and the second hardwire signal includes two cases: sending the first hardwire signal first and then sending the second hardwire signal; and sending the second hardwire signal first and then sending the first hardwire signal.

[0053] When the transmission method involves sending a first hard-wired signal followed by a second hard-wired signal, the second power supply module is controlled to power on the traction circuit based on the first and second hard-wired signals to enter the emergency traction mode with emergency power supply. This includes the following steps:

[0054] Upon receiving the first hard-wired signal, the network signal is shielded, and the connection between the traction circuit and the first power supply module is disconnected. Upon receiving the second hard-wired signal, the connection between the traction circuit and the second power supply module is established, and the second power supply module is prepared for discharge. After the discharge preparation is completed, the second power supply module powers on the traction circuit to enter the emergency traction mode for emergency power supply.

[0055] When the transmission method involves sending the second hard-wire signal first, followed by the first hard-wire signal, the second power supply module is controlled to power on the traction circuit based on the first and second hard-wire signals to enter the emergency traction mode with emergency power supply. This includes the following steps:

[0056] Upon receiving the second hard-wired signal, no response is given; upon receiving the first hard-wired signal, the network signal is shielded and the connection between the traction circuit and the first power supply module is disconnected, the connection between the traction circuit and the second power supply module is established, and the second power supply module is prepared for discharge; after the discharge preparation is completed, the second power supply module is powered on to the traction circuit to enter the emergency traction mode for emergency power supply.

[0057] For example, such as Figure 3 As shown in the illustration, this application also discloses a rail vehicle control system 300, including a first control unit 310 and a second control unit 320. When a network failure occurs and the first power supply module outside the vehicle experiences a power supply failure, the first control unit 310 sends a hard-wired signal to the second control unit 320. The second control unit 320 then controls the second power supply module inside the vehicle to power on the traction circuit based on the hard-wired signal, thereby entering an emergency traction mode with emergency power supply.

[0058] The first control unit 310 includes at least one of a driver controller and a vehicle onboard controller (VOBC), which will be used as an example below. The second control unit 320 includes a traction control unit (TCU) and a battery management system (BMS). The driver controller is used to send network signals and hardwired signals to the other control units, the traction control unit is used to control the power-on and power-off of the traction circuit, and the battery management system is used to control the charging and discharging of the second power supply module.

[0059] The hard-wire signals include a first hard-wire signal and a second hard-wire signal. The first hard-wire signal is the emergency traction mode hard-wire signal, and the second hard-wire signal is the emergency battery mode hard-wire signal. When a network failure occurs, the first control unit 310 sends the first hard-wire signal to the second control unit 320. The second control unit 320 then controls the first external power supply module to power the traction circuit based on the first hard-wire signal, thus entering the emergency traction mode. When the external power supply module fails to power, the first control unit 310 sends the second hard-wire signal or a network signal to the second control unit 320. The second control unit 320 then controls the second internal power supply module to power the traction circuit based on the network signal, thus entering the emergency power supply mode. When both a network failure and a first power supply module failure occur, the first control unit 310 sends the first hard-wire signal and the second hard-wire signal to the second control unit 320. The second control unit 320 then controls the second power supply module to power the traction circuit based on the first hard-wire signal and the second hard-wire signal, thus entering the emergency power supply mode for emergency traction.

[0060] For example, such as Figure 4 and Figure 5 As shown, the rail vehicle control system also includes a Train Control Manager (TCMS). The TCMS receives signals from the driver's console and sends network messages to other control units. In the event of a network failure, the TCMS sends network messages with default values, meaning the signals are cleared and no control commands are sent to avoid signal conflicts. When network communication is normal, the TCMS sends valid network messages to other control units for train control. Through the driver's console panel, the operator can send first hard-wired signals, second hard-wired signals, and network signals, transmitting signals via hard wires or networks to control the rail vehicle.

[0061] For example, the rail vehicle control system also includes an auxiliary power system (ACU), an air conditioning system (HVAC), and an air supply system, wherein the auxiliary power system is used to charge the second power supply module and other batteries, and the air supply system and air conditioning system are used for ventilation and temperature control of the rail vehicle.

[0062] like Figure 6The diagram shows the control principle of the above system. During operation, the positive / negative current collectors of the rail vehicle remain in constant contact with the positive / negative contact rails. After the high-voltage power enters the distribution box, it passes through the high-speed circuit breaker (HSCB) and the negative contactor (KM3) before being distributed to the traction circuit, auxiliary power system, air conditioning system, and ventilation system, respectively. The traction circuit includes a traction inverter and a motor connected to it. By controlling the power supply to the traction circuit, the traction mode of the rail vehicle can be adjusted. In the diagram, KM1 is the traction main circuit contactor, KM2 is the main circuit pre-charge contactor, R1 is the pre-charge resistor, and L1 is the filter reactor. KM4 is the charging positive contactor for the energy storage battery system, and KM5 and KM6 are the discharging positive and negative contactors for the energy storage battery system, respectively.

[0063] The first power supply module is the contact rail, and the second power supply module is the energy storage battery.

[0064] The following section will further introduce the control methods for rail vehicles under different modes, based on the above system.

[0065] 1. When the rail vehicle is running normally.

[0066] When the vehicle is in normal mode, it is controlled via network messages. The train control manager collects hard-wired signals or network control commands from the driver's controller, converts them into vehicle control commands, and interacts with the traction control unit, battery manager, auxiliary power system, air conditioning system, and ventilation system through the onboard network system to realize vehicle function control, such as high-voltage power-on in contact rail power supply mode, vehicle traction / braking, energy storage battery charging and discharging, passenger compartment temperature regulation, and auxiliary power supply.

[0067] 2. When a rail vehicle experiences a network failure and requires emergency traction.

[0068] The driver controller sends a first hard-wired signal. Upon receiving this signal, the traction control unit blocks the network signal and checks whether the vehicle is stationary and whether the traction circuit is powered on. When the vehicle is stationary and the traction circuit is not powered on, the traction control unit checks whether the voltage of the first power supply module meets the power-on conditions. When the voltage of the first power supply module meets the power-on conditions, the control unit powers on the traction circuit to enter emergency traction mode. The first hard-wired signal is the "emergency traction mode" hard-wired signal.

[0069] Specifically, such as Figure 7As shown, when a network failure occurs, the network communication between the driver controller and the train control manager fails, or the network communication between the train control manager and components such as the traction control unit and the battery manager fails. The first hard-wire signal can be sent through the driver control panel on the driver controller (such as by sending through the emergency traction knob). The first hard-wire signal sent by the driver controller is the hard-wire signal of the "emergency traction mode".

[0070] After the train control and management system detects that the emergency traction hardline signal is valid, all control messages are sent to the default value (that is, no control commands are issued to avoid signal conflicts).

[0071] After the traction control unit detects that the emergency traction hardline signal is valid, it actively blocks the network signal and determines whether the vehicle is stationary by the motor speed. If the rail vehicle is not stationary or the hardline signal is not a traction command, no further control is performed, and the system waits for the conditions to be met or for the hardline signal to disappear.

[0072] If the vehicle is stationary and the traction / brake handle hard-wire signal is detected as not in the traction position, subsequent control can be confirmed. The system then checks if the rail vehicle is already under high-voltage power. If it is, the traction control unit enters emergency traction mode, responding only to hard-wire control signals and entering this state via hard-wire signal feedback to improve vehicle traction safety.

[0073] If the rail vehicle is not under high-voltage power, it needs to be powered on through the first power supply module (i.e., the contact rail). First, it is determined whether the contact rail voltage meets the power-on conditions. If the conditions are met, the traction control unit controls the first power supply module to power on the traction circuit.

[0074] The traction control unit controls the closing of the negative contactor KM3 and the high-speed circuit breaker HSCB to achieve high-voltage power supply to the vehicle. After that, it controls the power supply of the traction main circuit, closes the pre-charge contactor KM2, and after the pre-charge is completed, controls the closing of contactor KM1 and opens KM2 to complete the power supply process of the traction main circuit. It then enters the emergency traction mode and feeds back the status to the driver controller through a hard-wire signal.

[0075] After the traction circuit is successfully powered on, the traction control unit will enter the emergency traction mode. If the voltage does not meet the power-on conditions or the traction circuit fails to power on, the emergency traction mode will fail to enter, the power-on process will be exited, and the reason will be reported. The power-on conditions are that the voltage value of the first power supply module is between the first voltage threshold U1 and the second voltage threshold U2. For example, U1 is 500V and U2 is 900V.

[0076] During the process of entering emergency traction mode, considering that the high-voltage power-on pre-charging process takes a certain amount of time, in order to ensure safety, if the traction hard wire signal TCU traction control unit does not respond to the traction command before the power-on is completed, it is necessary to wait for the power-on to be completed, and the traction signal to switch to coasting / braking before switching to traction to respond.

[0077] After the battery manager acquires the first hard-wired signal, it controls the disconnection of the discharge positive and negative contactors KM5 and KM6, and disconnects the charging positive contactor KM4 to disconnect the connection between the second power supply module and the traction circuit, and disconnect the charging of the energy storage battery.

[0078] Once the auxiliary power system, air conditioning system, and ventilation system detect that the front-end voltage exceeds U1 and the duration exceeds T1, they confirm that the vehicle's high-voltage power supply has been successfully applied. The ACU auxiliary power system starts and operates normally, the ventilation system starts and operates normally, and the HVAC air conditioning system starts and operates in the default mode.

[0079] 3. When there is no network fault, but the first power supply module fails, and the second power supply module is required to power the drive.

[0080] The vehicle network is normal, but power cannot be supplied through the contact rail (e.g., due to contact rail leakage). The emergency battery power supply mode can be activated by sending a network signal via the "Emergency Battery Mode" knob on the driver's control panel, and the signal will be collected by the train control manager. Alternatively, the driver's control unit can send an "Emergency Battery Mode" command to the train control management system via the network to activate it.

[0081] like Figure 8 As shown, when the train control manager detects that the "emergency battery mode" hard-wire signal is valid, or receives the "emergency battery mode" command from the driver controller, it sends a "emergency battery mode" valid message to the traction control unit, battery manager, air conditioning system and other control units, and exchanges information with the traction control unit, battery manager, auxiliary power system, air conditioning system and ventilation system for various control functions of the rail vehicle.

[0082] If the traction control unit only acquires the second hard-wire signal (i.e., the emergency battery mode hard-wire signal) but not the first hard-wire signal, it will not respond to the second hard-wire signal, but only to the network commands (network signals) sent by the train control and management system. After acquiring the network signal, the traction control unit will sequentially disconnect the HSCB high-speed circuit breaker, KM3, and KM1, waiting for the battery manager to complete its discharge preparation. If a "discharge allowed" message is received from the battery manager within 1 minute, KM2 will be closed for pre-charging. After successful pre-charging, KM1 will be closed and KM2 will be disconnected to power up the traction circuit. If a "discharge allowed" message is not received from the battery manager within 1 minute, the emergency battery mode will fail, and the reason will be reported to the driver controller or train control manager.

[0083] When the battery manager only acquires the second hard-wire signal but not the first hard-wire signal, it does not respond to the "Emergency Battery Mode" hard-wire signal, but only responds to the network commands sent by the train control and management system. When the battery manager receives a valid "Emergency Battery Mode" message from the train control and management system, if it determines that the total battery voltage is within the normal range, it controls the disconnection of charging contactor KM4 and the closure of discharge positive and negative contactors KM5 and KM6 to complete the discharge preparation. Afterwards, it sends a "Discharge Allowed" message and calculates and sends a "Discharge Allowable Power" message in real time. If the closure of KM5 and KM6 connected to the energy storage battery fails, or if the total battery voltage is not within the normal range, the emergency battery mode fails to enter, and the battery manager reports the reason to the driver or train control manager.

[0084] After receiving the "Permitted Method" message and entering emergency battery mode, the traction control unit limits the maximum power of the traction circuit based on the "Discharge Allowable Power" from the battery manager in order to extend the range of the energy storage battery.

[0085] After receiving the "Emergency Battery Mode" message from the train control and management system, the auxiliary power supply system enters "Emergency Battery Mode." When it detects that the front-end bus voltage U1 < U < U2 and the duration exceeds T1, it confirms successful high-voltage power-up on the vehicle and starts operation, but shuts down the DC690V output (e.g., Figure 6 As shown, only the DC110V and DC24V outputs are activated to supply power to the low-voltage loads, which include the 110V and 24V batteries. That is, after the energy storage battery supplies power to the traction circuit to enter the emergency battery mode, the auxiliary power system no longer charges the energy storage battery, but will still charge the other low-voltage batteries.

[0086] After receiving a valid "Emergency Battery Mode" message from the train control and management system, the air conditioning system enters "Emergency Battery Mode." Subsequently, if the air conditioning system detects that the front-end bus voltage exceeds U1 for a duration exceeding T1, it confirms successful high-voltage power-on and disables the cooling function by default, activating only the "Emergency Ventilation" function to ensure sufficient driving range. In other words, the air conditioning system will perform downgraded operation to extend the driving range of the energy storage battery. The ventilation system does not distinguish between power supply modes. After low-voltage power-on, if it detects that the front-end bus voltage exceeds U1 for a duration exceeding T1, it confirms successful high-voltage power-on and starts normal operation.

[0087] IV. When there is a network failure and a power supply failure in the first power supply module (contact rail), the system will enter the emergency traction mode powered by the second module (energy storage battery).

[0088] When vehicle network communication fails and power cannot be supplied via the contact rail, the "Emergency Traction Mode" and "Emergency Battery Mode" hard-wire signals can be activated simultaneously, putting the vehicle into emergency traction mode powered by the energy storage battery. Since the activation order of the two hard-wire signals in the manual cab may differ, to ensure control safety, the "Emergency Traction Mode" is designed to have a higher priority than the "Emergency Battery Mode." This requires consideration of two scenarios depending on the signal transmission order.

[0089] In the first scenario, the driver controller first sends a first hard-wired signal (emergency traction mode hard-wired signal), and then sends a second hard-wired signal (emergency battery mode hard-wired signal).

[0090] like Figure 9 As shown, the train control and management system enters "emergency traction mode", and all control messages are sent to the default value (no more network messages are sent to avoid interference). After that, the hard-wired signal of "emergency battery mode" will no longer be responded to.

[0091] The traction control unit first enters "emergency traction mode," blocking network signals. Initially, the traction control unit assumes the contact rail is energized and executes the high-voltage power-on procedure, but this fails due to the contact rail being de-energized. Subsequently, upon detecting a valid "emergency battery mode" hard-wire signal, the traction control unit initiates high-voltage power-off. After successful power-off, the traction control unit waits for the battery manager to complete its discharge preparation. Once discharge preparation is complete, the traction control unit enters the "emergency traction mode" power-on procedure. Specifically, the traction control unit first closes KM2 for pre-charging; after successful pre-charging, it closes KM1 and opens KM2 to power on the traction circuit.

[0092] The battery manager first enters "emergency traction mode," blocking network signals and controlling the disconnection of discharge positive and negative contactors KM5 and KM6, as well as the disconnection of charging positive contactor KM4. Afterward, upon confirming the validity of the "emergency battery mode" hard-wired signal and verifying the normal status, the battery manager controls the closure of discharge positive and negative contactors KM5 and KM6 to complete discharge preparation and outputs a "discharge ready" hard-wired command to the traction control unit. Based on this "discharge ready" hard-wired command, the traction control unit confirms the completion of discharge preparation and controls the energy storage battery to power on the traction circuit, entering the power-on process. If the battery manager determines a fault in the energy storage battery system, it outputs a "discharge fault" hard-wired signal to the traction control unit and disconnects KM5 and KM6 for protection.

[0093] For example, during the emergency traction mode powered by the second power supply module, considering that the high-voltage pre-charging process requires a certain amount of time, to ensure safety, if an emergency hard-wired signal is collected before power-on is complete and the traction control unit does not respond to the traction command, it must wait for power-on to complete and the traction signal to switch to coasting / braking before switching back to traction to respond (i.e., the signal needs to return to zero). After entering the mode, to ensure that the energy storage battery can be safely discharged, the traction control unit limits the output power according to the collected bus voltage and current. Furthermore, if the traction control unit collects a "discharge fault" hard-wired signal output by the battery manager during or after high-voltage power-on, traction is immediately cut off.

[0094] The auxiliary power system and air conditioning system detect a valid "emergency battery mode" hard-wired signal and enter the "emergency battery mode" process. This is the same process described above. The auxiliary power system enters "emergency battery mode," and when it detects that the front-end bus voltage U1 < U < U2 and the duration exceeds T1, it confirms successful high-voltage power-on and starts operation, but shuts down the DC690V output (e.g., ...). Figure 6 As shown, only the DC110V and DC24V outputs are activated to supply power to the low-voltage loads, which include the 110V and 24V batteries. That is, after the energy storage battery supplies power to the traction circuit to enter the emergency battery mode, the auxiliary power system no longer charges the energy storage battery, but will still charge the other low-voltage batteries.

[0095] After receiving a valid "Emergency Battery Mode" hardwired signal, the air conditioning system enters "Emergency Battery Mode." Subsequently, if the air conditioning system detects that the front-end bus voltage exceeds U1 for a duration exceeding T1, it confirms successful high-voltage power-on and disables the cooling function by default, activating only the "Emergency Ventilation" function to ensure sufficient driving range. In other words, the air conditioning system will perform downgrading operations to extend the battery's range. The ventilation system does not distinguish between power supply modes. After low-voltage power-on, if it detects that the front-end bus voltage exceeds U1 for a duration exceeding T1, it confirms successful high-voltage power-on and starts normal operation.

[0096] The second scenario involves sending the second hardwired signal first, followed by the first hardwired signal.

[0097] When the train control manager detects a valid "Emergency Battery Mode" hard-wired signal, it sends a "Valid Emergency Battery Mode" message to the traction control unit, battery management, auxiliary power system, air conditioning system, and other control units. Subsequently, upon detecting an "Emergency Traction Mode" hard-wired signal, it does not respond to "Emergency Battery Mode" but prioritizes "Emergency Traction Mode," sending all messages with default values. This assumes the train control manager can establish network communication with other control units. If the train control manager's network communication also fails, sending all messages with default values ​​does not affect the entry of the emergency traction mode based on hard-wired control.

[0098] When the traction control unit only acquires the "Emergency Battery Mode" hard-wire signal but not the "Emergency Traction Mode" hard-wire signal, it does not respond to the "Emergency Battery Mode" hard-wire signal, but only responds to the network commands sent by the train control management system (if the network commands can be received). It enters the "Emergency Battery Mode" process in the normal network mode and waits for the status feedback after the battery manager completes the discharge preparation action to confirm whether high-voltage power-on is possible. Subsequently, if the "Emergency Traction Mode" hard-wire signal is acquired, the network signal is blocked, and the control disconnects HSCB, KM1, and KM3. It only responds to the battery manager hard-wire signal. If the traction control unit acquires a valid "Discharge Ready" hard-wire signal, it controls the high-voltage power-on of the traction main circuit.

[0099] Specifically, the power-on process based on the second power supply module is as follows: when both KM5 and KM6 of the energy storage battery are closed, the traction control unit first controls the closure of KM2 for pre-charging. After successful pre-charging, it controls the closure of KM1 and the opening of KM2 to power on the traction circuit.

[0100] When the battery manager only receives the "Emergency Battery Mode" hard-wired signal but not the "Emergency Traction Mode" hard-wired signal, it does not respond to the "Emergency Battery Mode" hard-wired signal, but only responds to the network commands sent by the train control and management system, entering the "Emergency Battery Mode" process under normal network mode. Subsequently, if the "Emergency Traction Mode" hard-wired signal is received, the network signal from the train control and management system is blocked, and the discharge preparation process continues. After the discharge preparation is complete, a "Discharge Ready" hard-wired signal is output to the traction control unit. Because network communication fails in this situation, the battery manager cannot respond to the "Emergency Battery Mode" network signal; it will block the network signal and enter the discharge preparation process after receiving the emergency traction mode hard-wired signal. If the battery is faulty, a "Discharge Failure" hard-wired signal is output to the traction control unit.

[0101] The operating procedures of the auxiliary power supply system and the air conditioning system are the same as those in the above case.

[0102] Through the above process, different control measures can be applied to the rail vehicle in response to different faults, causing it to enter a pre-defined drive mode. The traction mode is used to handle network faults, pulling the rail vehicle to a designated location to avoid traffic accidents. When the first power supply module (contact rail) fails, it enters the emergency battery mode, using the second power supply module (energy storage battery) for emergency drive. In emergency battery mode, the vehicle's operating power is reduced, as are the power consumption of auxiliary systems such as the air conditioning system, extending the battery's range. Finally, if both network and contact rail power supply faults occur simultaneously, the traction circuit can be powered up via the energy storage battery, entering a battery-powered emergency traction mode. Therefore, the emergency traction mode and emergency battery mode can be operated separately or simultaneously, addressing different scenarios and needs, enhancing the applicability of the control system, and further preventing rail vehicle malfunctions. Furthermore, the rail vehicle control system uses a combination of high-capacity high-voltage energy storage batteries and small-capacity batteries, and can charge the battery by discharging the energy storage battery when necessary. This not only reduces the size and weight of the battery, but also eliminates the risk of insufficient battery power and improves the vehicle's range in the event of a contact rail power failure.

[0103] This application also discloses a rail vehicle equipped with the aforementioned rail vehicle control system.

[0104] The rail vehicle control method in this application provides multiple vehicle driving modes. During normal operation, the first power supply module provides power to enable normal vehicle movement. In the event of a network failure, the first power supply module can be controlled to power the traction circuit for vehicle traction. When the network is normal but the first power supply module fails, the second power supply module can be controlled to power the traction circuit for emergency vehicle driving. When both the network and the first power supply module fail, the second power supply module can power the traction circuit for emergency traction under emergency power supply conditions. Different response methods can be selected for different fault problems, resulting in greater applicability and reducing the probability of trains being unable to operate due to faults.

[0105] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0106] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0107] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0108] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0109] Similarly, it should be understood that, in order to streamline this application and aid in understanding one or more of the various inventive aspects, features of this application may sometimes be grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, this approach should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with features fewer than all features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0110] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0111] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0112] The various component embodiments of this application can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules according to the embodiments of this application. This application can also be implemented as an in-vehicle system program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such an implementation of this application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0113] It should be noted that the above embodiments are illustrative of this application and not limiting of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several vehicle systems, several of these vehicle systems may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0114] The above are merely specific embodiments or descriptions of specific embodiments of this application. The scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. The scope of protection of this application shall be determined by the scope of the claims.

Claims

1. A control method for a rail vehicle, characterized in that, Applicable to a rail vehicle control system, the rail vehicle control system including a first control unit and a second control unit, the method includes: When a network failure occurs and the first power supply module outside the vehicle fails to supply power, the first control unit sends a hard-wired signal to the second control unit. The second control unit then controls the second power supply module inside the vehicle to power on the traction circuit based on the hard-wired signal, so as to enter the emergency traction mode with emergency power supply. The hard-wire signal includes a first hard-wire signal and a second hard-wire signal, wherein the first hard-wire signal is an emergency traction mode hard-wire signal and the second hard-wire signal is an emergency battery mode hard-wire signal. The transmission of the hardwired signal includes: When the first hard-wire signal is sent first, followed by the second hard-wire signal, the second power supply module inside the vehicle is controlled to power on the traction circuit according to the hard-wire signal to enter the emergency traction mode with emergency power supply. Specifically, this includes: receiving the first hard-wire signal, shielding the network signal, and controlling the disconnection between the traction circuit and the first power supply module; receiving the second hard-wire signal, controlling the connection between the traction circuit and the second power supply module inside the vehicle, and controlling the second power supply module to prepare for discharge; after the discharge preparation is completed, the second power supply module powers on the traction circuit to enter the emergency traction mode with emergency power supply. When the second hard-wire signal is sent first, followed by the first hard-wire signal, the second power supply module inside the vehicle is controlled to power up the traction circuit according to the hard-wire signal to enter the emergency traction mode with emergency power supply. Specifically, this includes: receiving the second hard-wire signal and not responding; receiving the first hard-wire signal, shielding the network signal and disconnecting the traction circuit from the first power supply module, connecting the traction circuit to the second power supply module inside the vehicle, and preparing the second power supply module for discharge; after completing the discharge preparation, controlling the second power supply module to power up the traction circuit to enter the emergency traction mode with emergency power supply.

2. The method according to claim 1, characterized in that, The method further includes: when a network failure occurs but the first power supply module does not experience a power supply failure, the first control unit sends a first hard-wired signal to the second control unit, and the second control unit controls the first power supply module to power on the traction circuit according to the first hard-wired signal, so as to enter the emergency traction mode.

3. The method according to claim 2, characterized in that, The first power supply module is controlled to power on the traction circuit according to the first hard-wired signal to enter the emergency traction mode, including: Receive the first hardwire signal and shield the network signal, detect whether the vehicle is stationary and detect whether the traction circuit is powered on; When the vehicle is stationary and the traction circuit is not powered on, detect whether the voltage of the first power supply module meets the power-on conditions. When the voltage of the first power supply module meets the power-on conditions, the first power supply module is controlled to power on the traction circuit to enter the emergency traction mode.

4. The method according to claim 3, characterized in that, The power-on conditions include: the voltage value of the first power supply module is between a first voltage threshold and a second voltage threshold.

5. The method according to claim 1, characterized in that, The method further includes: when no network failure occurs but the first power supply module experiences a power supply failure, the first control unit sends a network signal to the second control unit, and the second control unit controls the second power supply module to power on the traction circuit according to the network signal, so as to enter the emergency power supply mode.

6. The method according to claim 5, characterized in that, The second power supply module is controlled to power on the traction circuit according to the network signal to enter the emergency power supply mode, including: Upon receiving the network signal, the system controls the first power supply module to disconnect from the traction circuit and controls the second power supply module to prepare for discharge. After the discharge preparation is completed, the second power supply module powers on the traction circuit to enter the emergency power supply mode.

7. The method according to claim 6, characterized in that, The method further includes: after the second power supply module completes the discharge preparation, calculating the allowable discharge power of the second power supply module in real time, and controlling the maximum power of the traction circuit based on the allowable discharge power.

8. A rail vehicle control system, characterized in that, The rail vehicle control system includes a first control unit and a second control unit, wherein; When a network failure occurs and the first power supply module outside the vehicle fails to supply power, the first control unit sends a hard-wire signal to the second control unit, and the second control unit controls the second power supply module inside the vehicle to power on the traction circuit according to the hard-wire signal, so as to enter the emergency traction mode of emergency power supply. The first control unit includes at least one of a driver controller and an on-board controller; the second control unit includes a traction control unit and a battery manager; the hardwired signal includes a first hardwired signal and a second hardwired signal, wherein the first hardwired signal is an emergency traction mode hardwired signal and the second hardwired signal is an emergency battery mode hardwired signal. The first control unit sends a hard-wired signal to the second control unit, including: When the first hard-wire signal is sent first, followed by the second hard-wire signal, the second control unit controls the second power supply module inside the vehicle to supply power to the traction circuit and tow the vehicle based on the first and second hard-wire signals, thereby entering the emergency traction mode with emergency power supply. Specifically, this includes: after receiving the first hard-wire signal, the traction control unit blocks the network signal and controls the connection between the traction circuit and the first power supply module to disconnect; after receiving the second hard-wire signal, the traction control unit controls the connection between the traction circuit and the second power supply module; after receiving the second hard-wire signal, the battery manager controls the second power supply module inside the vehicle to prepare for discharge; after the discharge preparation is completed, the traction control unit controls the second power supply module to power on the traction circuit, thereby entering the emergency traction mode with emergency power supply. When the second hard-wire signal is sent first, followed by the first hard-wire signal: the second control unit controls the second power supply module inside the vehicle to supply power to the traction circuit and tow the vehicle according to the first hard-wire signal and the second hard-wire signal, so as to enter the emergency traction mode of emergency power supply. Specifically, this includes: after the traction control unit and the battery manager receive the second hard-wire signal, they do not respond; after the traction control unit receives the first hard-wire signal, it blocks the network signal and controls the traction circuit to disconnect from the first power supply module, and controls the traction circuit to connect with the second power supply module inside the vehicle; after the battery manager receives the first hard-wire signal, it blocks the network signal and controls the second power supply module to prepare for discharge; after the discharge preparation is completed, the traction control unit controls the second power supply module to power on the traction circuit, so as to enter the emergency traction mode of emergency power supply.

9. The rail vehicle control system according to claim 8, characterized in that, When a network failure occurs but the first power supply module does not experience a power supply failure, the first control unit is further configured to send a first hardwire signal to the second control unit, and the second control unit is further configured to control the first power supply module to power on the traction circuit according to the first hardwire signal, so as to enter the emergency traction mode.

10. The rail vehicle control system according to claim 9, characterized in that, The second control unit controls the first power supply module to power on the traction circuit and tow the vehicle according to the first hard-wired signal, thereby entering the emergency towing mode, including: After receiving the first hard-wire signal, the traction control unit shields the network signal, detects whether the vehicle is stationary, and detects whether the traction circuit is powered on. When the vehicle is stationary and the traction circuit is not powered on, the traction control unit detects whether the voltage of the first power supply module meets the power-on conditions. When the voltage of the first power supply module meets the power-on conditions, the first power supply module is controlled to power on the traction circuit to enter the emergency traction mode.

11. The rail vehicle control system according to claim 10, characterized in that, The power-on conditions include: the voltage value of the first power supply module is between a first voltage threshold and a second voltage threshold.

12. The rail vehicle control system according to claim 8, characterized in that, When no network failure occurs but the first power supply module experiences a power supply failure, the first control unit is also used to send a network signal to the second control unit, and the second control unit is also used to control the second power supply module to power on the traction circuit according to the network signal, so as to enter the emergency power supply mode.

13. The rail vehicle control system according to claim 12, characterized in that, The second control unit controls the second power supply module to supply power to the traction circuit and drive the vehicle according to the network signal, in order to enter the emergency power supply mode, including: After receiving the network signal, the traction control unit controls the first power supply module to disconnect from the traction circuit; After receiving the network signal, the battery manager controls the second power supply module to prepare for discharge. After the discharge preparation is completed, the traction control unit controls the second power supply module to power on the traction circuit to drive the vehicle and enter the emergency power supply mode.

14. The rail vehicle control system according to claim 13, characterized in that, After the second power supply module completes its discharge preparation, the battery manager is also used to calculate the allowable discharge power of the second power supply module in real time and send the allowable discharge power message to the traction control unit. The traction control unit controls the maximum power of the traction circuit based on the allowable discharge power message.

15. The rail vehicle control system according to any one of claims 8-14, characterized in that, The rail vehicle control system also includes an air conditioning system. When the air conditioning system receives and confirms that the second hard-wired signal is valid, it performs a degradation operation.

16. The rail vehicle control system according to any one of claims 8-14, characterized in that, The rail vehicle control system also includes an auxiliary power system, which is used to charge the second power supply module. When the auxiliary power system receives and confirms that the second hard-wired signal is valid, it controls the disconnection of charging the second power supply module.

17. A rail vehicle, characterized in that, The rail vehicle is equipped with a rail vehicle control system as described in any one of claims 8-14.

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