Control method based on electric locomotive

Abstract

The present invention relates to the field of vehicle train control technology, and specifically discloses a control method based on a power-swap locomotive, the method comprising: obtaining power-up and power-down control environment data and high-voltage system status data through a sensor network, comprehensively analyzing to obtain the battery abnormal interference index of the power-swap locomotive, and processing to obtain a battery cluster abnormality assessment threshold based on the battery abnormal interference index of the power-swap locomotive; monitoring the abnormal status data of each battery unit of the power-swap locomotive, comprehensively analyzing to obtain the battery cluster abnormality assessment value of the power-swap locomotive, and performing power-down control on the power-swap locomotive. The present invention provides a detailed data basis for the accurate assessment of the battery status by real-time collection of key operating parameters of the battery and the high-voltage system, dynamically assesses the battery abnormality, provides data support for optimizing energy management and improving endurance, and promotes the improvement of the overall performance of the power-swap locomotive.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle train control, and in particular to a control method based on a power-changing locomotive. Background Art

[0002] At present, railway transportation of coal, steel raw materials, non-ferrous metal raw materials, ore, etc. still retains a considerable number of traditional diesel locomotives for operation and shunting operations, especially in some local railway enterprises, diesel locomotives are still the main models. Storage-type new energy traction locomotives are mainly used in small operation scenarios such as shunting locomotives, construction locomotives and ladle transport locomotives. There are no locomotive products that use lithium batteries as power sources for traction of large trains. At the same time, the energy supply method of storage-type new energy traction locomotives is mostly charging, and there are no efficient and fast battery replacement energy supply products.

[0003] For example, the invention patent with announcement number CN113085554B is a method for automatic control of power supply for DC overhead-wire trams, which involves the field of DC overhead-wire tram control technology. The DC overhead-wire tram power supply automatic control technology uses automatic control technology to detect the running status of overhead-wire trams in real time. When the start-up signal sent by the overhead-wire tram is successfully detected, the high-voltage vacuum switch unit will connect to the high-voltage DC power supply required by the tram. When the current detection unit detects that the load current is lower than the set value within the time range set by the display setting unit, the high-voltage vacuum switch unit will immediately disconnect the high-voltage DC power supply; the high-voltage vacuum switch unit is composed of a DC 450V high-voltage vacuum switch; the current detection unit is composed of a Hall DC current sensor; the display setting unit is composed of a configurable industrial control setting screen with ModbusRTU protocol; the automatic control technology is based on the control board.

[0004] For example, the invention patent with announcement number CN117799498B is a comprehensive protection system for explosion-proof battery electric locomotives. The system includes: intelligent monitoring module, data processing module, energy management and control module, electrical safety protection module, emergency response module and interface interaction module. The intelligent monitoring module uses infrared thermal imaging technology and sensor networks to monitor key parameters such as battery voltage, current, temperature and environmental conditions. The data processing module analyzes and processes these parameters through deep learning algorithms. The energy management and control module optimizes the use of electrical energy. The electrical safety protection module dynamically adjusts the protection parameters according to the battery status. The emergency response module initiates emergency measures when a safety risk is detected. The interface interaction module realizes data visualization through a graphical interface and supports user interaction.

[0005] However, in the process of implementing the technical solution of the invention in the embodiments of the present application, it was found that the above-mentioned technology has at least the following technical problems: traditional electric locomotive control systems often focus on basic monitoring and protection of the operating status of the electric locomotive, such as speed control, braking system and basic electrical protection. With the complexity of the application environment of electric locomotives and the continuous advancement of technology, traditional electric locomotive control systems are difficult to meet the needs of complex operating environments for precise regulation, which affects the safe operation of electric locomotives. Summary of the invention

[0006] In view of the deficiencies in the prior art, the present invention provides a control method based on a power-swap locomotive, which can effectively solve the problems involved in the above-mentioned background technology.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: The present invention provides a control method based on a battery-swap locomotive, including: acquiring upper and lower power control environment data and high-voltage system status data through a sensor network, comprehensively analyzing to obtain the battery abnormal interference index of the battery-swap locomotive, and according to the battery abnormal interference index of the battery-swap locomotive, processing to obtain a battery cluster abnormality assessment threshold.

[0008] The abnormal status data of each battery unit of the battery swapping locomotive is monitored, and a comprehensive analysis is performed to obtain an abnormality evaluation value of the battery cluster of the battery swapping locomotive.

[0009] The battery cluster abnormality evaluation value of the battery swapping locomotive is compared with the battery cluster abnormality evaluation threshold. If the battery cluster abnormality evaluation value of the battery swapping locomotive is greater than the battery cluster abnormality evaluation threshold, the battery swapping locomotive is powered off.

[0010] As a further method, the comprehensive analysis obtains the battery abnormal interference index of the battery swapping locomotive. The specific analysis process is: deploy a number of environmental monitoring points, collect the ambient temperature, ambient humidity and ambient air pressure of each environmental monitoring point, and obtain the reference suitable ambient temperature, reference suitable ambient humidity and reference suitable ambient air pressure from the battery swapping locomotive database, and obtain the up and down power control environment abnormality assessment value after processing.

[0011] Deploy several time monitoring points to collect the actual voltage and current of the high-voltage system at each time monitoring point, obtain the reference standard current of the high-voltage system from the battery-changing locomotive database, and obtain the abnormal status assessment value of the high-voltage system after processing.

[0012] According to the abnormal evaluation values ​​of the upper and lower power control environment and the abnormal evaluation values ​​of the high-voltage system status, the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis.

[0013] As a further method, the processing obtains a battery cluster abnormality degree assessment threshold. The specific process is: comparing the battery abnormality interference index of the battery swapping locomotive with the battery cluster abnormality degree assessment threshold compensation parameters corresponding to each battery abnormality interference index interval stored in the battery swapping locomotive database to obtain the battery cluster abnormality degree assessment threshold compensation parameters of the battery swapping locomotive.

[0014] The set reference battery cluster abnormality assessment threshold is obtained from the battery swapping locomotive database, and the battery cluster abnormality assessment threshold compensation parameter of the battery swapping locomotive is summed with the reference battery cluster abnormality assessment threshold to obtain the battery cluster abnormality assessment threshold.

[0015] As a further method, the comprehensive analysis obtains an abnormality evaluation value of the battery cluster of the battery swapping locomotive. The specific analysis process is: the voltage of each battery cell in the battery cluster of the battery swapping locomotive is monitored, and the voltage change curve of each battery cell over time is obtained after processing, which is marked as the voltage time series curve of each battery cell.

[0016] The length of the voltage time series curve of each battery cell is obtained, and the voltage time series curves of each battery cell are overlapped and compared with each other, the overlap length between the voltage time series curves of each battery cell is extracted, and the overlap length matrix D of the voltage change curve over time is constructed. The mathematical expression of the matrix D is:

[0017] ;

[0018] In the formula, represents the overlap length between the rth battery cell voltage time series curve and the tth battery cell voltage time series curve, r represents the row number in the matrix, t represents the column number in the matrix, r=1,2,3,...,s, t=1,2,3,...,s, s represents the total number of battery cells.

[0019] The temperature of each battery cell is collected and comprehensively analyzed to obtain the abnormality assessment value of the battery cluster of the battery-swap locomotive.

[0020] As a further method, the battery abnormal interference index of the battery-swap locomotive is a quantitative indicator obtained by analyzing the abnormal evaluation values ​​of the upper and lower power control environments and the abnormal evaluation values ​​of the high-voltage system status, and is used to quantify the degree of interference of the upper and lower power control environment data and the high-voltage system status data on the abnormal evaluation of the battery cluster.

[0021] As a further method, the battery abnormal interference index of the battery-swapping locomotive is specifically expressed as:

[0022]

[0023] In the formula, It represents the battery abnormal interference index of the battery replacement locomotive, e represents the natural constant, Indicates the abnormal evaluation value of the power-on and power-off control environment. Indicates the abnormal evaluation value of the high-voltage system status. Indicates the battery abnormal interference degree impact factor corresponding to the set power-on and power-off control environment abnormal evaluation value. Indicates the battery abnormal interference degree impact factor corresponding to the set high-voltage system state abnormal evaluation value.

[0024] As a further method, the abnormal evaluation value of the high-voltage system state is specifically expressed as:

[0025] ;

[0026] In the formula, Indicates the abnormal evaluation value of the high-voltage system status. represents the actual voltage at the i-th time monitoring point, represents the actual current at the i-th time monitoring point, Indicates the reference standard current of the high voltage system. Indicates the allowable deviation current of the high voltage system. Indicates the abnormal impact factor of the high voltage system state corresponding to the set voltage, It represents the abnormal impact factor of the high voltage system state corresponding to the set current, i represents the number of each time monitoring point, i=1,2,3,...,n, and n represents the total number of time monitoring points.

[0027] As a further method, the power-off control of the battery-swap locomotive includes power-off control when only the auxiliary equipment on the front of the vehicle is powered on. The specific process is: the battery management system sends a power-off request instruction to the front of the vehicle, the auxiliary equipment on the front of the vehicle sends a power-off signal three times in a row or the wake-up signal is lost, the secondary master control will receive these signals and immediately send a water cooling shutdown instruction.

[0028] The battery management system detects the total current of the loop, powers off the high voltage according to the current size, and disconnects the total positive relay and the total negative relay in the battery cluster in turn. All battery clusters complete the high voltage power-off synchronously.

[0029] As a further method, the power-off control of the battery-swap locomotive also includes power-off control when the front system is in a high-voltage state. The specific process is: the battery management system sends a front-end power-off request instruction and prepares to send a front-end high-voltage power-off signal. If the front-end power-off and auxiliary power supply power-off commands are received more than three times in succession or the third-level wake-up signal disappears, the battery management system detects the total circuit current and performs high-voltage power-off according to the current size.

[0030] The third-level master control gradually disconnects the load end and the DC side circuit breaker, the second-level battery management system enables high-voltage power-off, and disconnects the total positive relay and the total negative relay in the battery cluster in turn, and all battery clusters complete high-voltage power-off synchronously.

[0031] Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects:

[0032] (1) The present invention provides a control method based on a battery-swap locomotive, collects key operating parameters of the battery and high-voltage system in real time, provides a detailed data basis for accurate evaluation of the battery status, dynamically evaluates battery abnormalities, improves the pertinence and accuracy of judgment, and also provides data support for optimizing energy management and improving endurance, thereby promoting the improvement of the overall performance of the battery-swap locomotive.

[0033] (2) The present invention helps to comprehensively improve system safety and efficiency by monitoring the power-on and power-off control environment data, ensuring that all operations are performed under appropriate environmental conditions and preventing safety hazards caused by extreme environments. The power-on and power-off control environment data can be used as part of predictive maintenance. By analyzing the relationship between environmental conditions and battery performance degradation, potential problems can be identified in advance, maintenance intervention can be carried out in a timely manner, and failures can be reduced.

[0034] (3) The present invention can predict and diagnose faults in advance by real-time monitoring and analyzing the working status of the high-voltage system, thereby reducing the downtime of the battery-swapping locomotive due to faults. Accurately judging the abnormality of the high-voltage system can help implement preventive maintenance and extend the service life of the battery-swapping locomotive and high-voltage system components.

[0035] (4) The present invention analyzes the voltage time series curve and temperature of each battery cell in the battery cluster to evaluate the voltage balance state and temperature balance state of the battery cluster of the electric swapping locomotive. It can timely discover and solve the overcharge or undercharge problem of a single battery cell, thereby optimizing the charging and discharging strategy, improving energy utilization efficiency, and helping to avoid the gradual increase in capacity differences between battery cells and reduce the overall attenuation rate of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The present invention is further described using the accompanying drawings, but the embodiments in the accompanying drawings do not constitute any limitation to the present invention. A person skilled in the art can obtain other drawings based on the following drawings without creative work.

[0037] Figure 1 It is a schematic diagram of the method flow of the present invention;

[0038] Figure 2 Schematic diagram of the functional relationship between the abnormal evaluation value of the power-on and power-off control environment and the battery abnormal interference index involved in the embodiment of the present invention;

[0039] Figure 3 The figure is a high pressure flow chart of the front of the vehicle involved in the embodiment of the present invention. DETAILED DESCRIPTION

[0040] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0041] Reference Figure 1 As shown, the present invention provides a control method based on a power-swap locomotive, including: acquiring up and down power control environment data and high-voltage system status data through a sensor network, comprehensively analyzing to obtain a battery abnormal interference index of the power-swap locomotive, and processing to obtain a battery cluster abnormality assessment threshold based on the battery abnormal interference index of the power-swap locomotive.

[0042] The abnormal status data of each battery unit of the battery swapping locomotive is monitored, and a comprehensive analysis is performed to obtain an abnormality evaluation value of the battery cluster of the battery swapping locomotive.

[0043] The battery cluster abnormality evaluation value of the battery swapping locomotive is compared with the battery cluster abnormality evaluation threshold. If the battery cluster abnormality evaluation value of the battery swapping locomotive is greater than the battery cluster abnormality evaluation threshold, the battery swapping locomotive is powered off.

[0044] Specifically, a comprehensive analysis is conducted to obtain the abnormal battery interference index of the battery swapping locomotive. The specific analysis process is as follows: deploy several environmental monitoring points, collect the ambient temperature, ambient humidity and ambient air pressure at each environmental monitoring point, and obtain the reference suitable ambient temperature, reference suitable ambient humidity and reference suitable ambient air pressure from the battery swapping locomotive database, and obtain the abnormal assessment value of the up and down power control environment after processing.

[0045] In a specific embodiment, the environmental anomaly assessment influencing factors corresponding to the set ambient temperature, ambient humidity and ambient pressure are obtained from the electric-swap locomotive database, and the allowable deviation ambient temperature, allowable deviation ambient humidity and allowable deviation ambient pressure are extracted from the electric-swap locomotive database, and the up and down power control environment anomaly assessment value is obtained by comprehensive analysis. The specific numerical expression is:

[0046] ;

[0047] In the formula, Indicates the abnormal evaluation value of the power-on and power-off control environment. represents the ambient temperature of the jth environmental monitoring point, represents the ambient humidity at the jth environmental monitoring point, represents the ambient air pressure at the jth environmental monitoring point, Indicates reference to suitable ambient temperature. Indicates reference to suitable ambient humidity. Indicates reference to suitable ambient air pressure. Indicates the allowable deviation ambient temperature, Indicates the allowable deviation of ambient humidity, Indicates the allowable deviation of ambient pressure, Indicates the environmental anomaly assessment impact factor corresponding to the set ambient temperature. Indicates the environmental anomaly assessment impact factor corresponding to the set environmental humidity. It represents the environmental anomaly assessment impact factor corresponding to the set ambient air pressure, j represents the number of each environmental monitoring point, j=1,2,3,...,m, and m represents the total number of environmental monitoring points.

[0048] It should be understood that in this embodiment, the value range of the environmental anomaly assessment impact factor corresponding to the ambient temperature, ambient humidity and ambient pressure is between 0 and 1. A mapping set of ambient temperature, ambient humidity and ambient pressure and the corresponding environmental anomaly assessment impact factors can be established through historical environmental data. According to the ambient temperature, ambient humidity and ambient pressure obtained by real-time monitoring, the environmental anomaly assessment impact factors corresponding to the ambient temperature, ambient humidity and ambient pressure are obtained through the mapping set.

[0049] In a specific embodiment, the abnormal evaluation value of the power-on / off control environment is used to quantitatively evaluate the abnormal degree of the power-on / off control environment, and provide a data basis for power-on / off control. The abnormal evaluation value of the power-on / off control environment is related to the ambient temperature, ambient humidity, and ambient air pressure. The more the ambient temperature, ambient humidity, and ambient air pressure deviate from the corresponding reference suitable index, the larger the abnormal evaluation value of the power-on / off control environment is, indicating that the power-on / off control environment is more abnormal.

[0050] It should be understood that in this embodiment, the environmental monitoring points are deployed to monitor the power-on and power-off control environmental data. Power-on and power-off control refers to the process management of opening (powering on) and closing (powering off) the high-voltage electrical system of the electric swapping locomotive. This process involves the orderly power-on and power-off of multiple high-voltage components of the vehicle to ensure the safety and efficiency of the operation.

[0051] The power-on process refers to starting the entire electrical system and ensuring that each subsystem is activated in a predetermined order to prepare for vehicle operation, including waking up the BMS (Battery Management System) to monitor the battery status, activating the MCU (Microcontroller Unit) to control the motor, and safely closing the high-voltage contactor through the pre-charging circuit so that the high-voltage battery can supply power to the vehicle's high-voltage system.

[0052] The power-off process refers to the control process of system shutdown, including gradually shutting down high-voltage loads, disconnecting high-voltage power supplies, performing necessary safety checks and energy release, and ultimately allowing the entire high-voltage system to safely enter a non-working state.

[0053] In this embodiment, the power-on and power-off control environment data will have a direct impact on the power-on and power-off control. By monitoring the power-on and power-off control environment data, it is helpful to comprehensively improve the safety and efficiency of the system, ensure that all operations are performed under appropriate environmental conditions, and prevent safety hazards caused by extreme environments. In addition, environmental monitoring data can also optimize battery management strategies, adjust the charging and discharging process according to the real-time environment, and avoid excessive charging and discharging of batteries in extreme environments. It can not only improve charging and discharging efficiency and reduce energy consumption, but also help maintain battery health and extend battery life. The power-on and power-off control environment data can be used as part of predictive maintenance. By analyzing the relationship between environmental conditions and battery performance degradation, potential problems can be identified in advance, maintenance intervention can be carried out in a timely manner, and failures can be reduced.

[0054] It should be understood that in this embodiment, the ambient temperature is monitored by a temperature sensor. Ambient temperature is one of the most critical factors affecting battery performance. Too high or too low a temperature will have an adverse effect on the battery. High temperature may accelerate the chemical reaction inside the battery, causing the battery capacity to decay faster, the internal resistance to increase, and even the risk of thermal runaway. Low temperature will slow down the rate of chemical reactions inside the battery, reduce the battery's discharge capacity and efficiency, increase the internal resistance, and shorten the range.

[0055] It should be understood that in this embodiment, the ambient humidity is monitored by a humidity sensor. A high humidity environment may cause corrosion to the battery casing, affect the battery sealing, increase the risk of leakage, and may also promote adverse chemical reactions between certain battery materials and moisture, affecting battery safety and life. In a low humidity environment, the air is dry, which can easily lead to the accumulation of static charge. In electrical equipment and electronic components, electrostatic discharge may interfere with sensitive circuits, cause false signals, and even damage semiconductor devices, affecting the normal operation and stability of the upper and lower power control systems.

[0056] It should be understood that in this embodiment, the ambient air pressure is monitored by the air pressure sensor. In extreme high and low pressure environments, the sealing of the battery is put to the test, which may affect the gas balance inside the battery, thereby affecting the battery performance and safety. For example, the internal pressure of the battery may increase in a high pressure environment, while a low pressure environment may cause the water inside the battery to escape, affecting the chemical stability of the battery.

[0057] Deploy several time monitoring points to collect the actual voltage and current of the high-voltage system at each time monitoring point, obtain the reference standard current of the high-voltage system from the battery-changing locomotive database, and obtain the abnormal status assessment value of the high-voltage system after processing.

[0058] In a specific embodiment, the abnormal influence factor of the high-voltage system state corresponding to the set voltage and current is obtained from the electric-swap locomotive database, and the allowable deviation current of the high-voltage system is extracted from the electric-swap locomotive database. The abnormal evaluation value of the high-voltage system state is obtained by comprehensive analysis. The specific numerical expression is:

[0059] ;

[0060] In the formula, Indicates the abnormal evaluation value of the high-voltage system status. represents the actual voltage at the i-th time monitoring point, represents the actual current at the i-th time monitoring point, Indicates the reference standard current of the high voltage system. Indicates the allowable deviation current of the high voltage system. Indicates the abnormal impact factor of the high voltage system state corresponding to the set voltage, It represents the abnormal impact factor of the high voltage system state corresponding to the set current, i represents the number of each time monitoring point, i=1,2,3,...,n, and n represents the total number of time monitoring points.

[0061] It should be understood that in this embodiment, voltage is the basis for power system energy transmission, and its stability is crucial to the entire system. By accumulating the voltages of all monitoring points and calculating the average value, the average level of the voltage of the entire system can be more accurately reflected, thereby evaluating the overall stability of the voltage.

[0062] In this embodiment, the current may have different characteristics at different monitoring points. For example, changes in load may cause the current to differ significantly at different times or locations. The current at each monitoring point may be affected by specific factors that may not be relevant at other monitoring points. Therefore, evaluating the current at each monitoring point separately can more accurately identify abnormal conditions at specific monitoring points. By evaluating the voltage and current separately, different weights can be assigned to them to reflect their actual importance in system stability.

[0063] It should be understood that in this embodiment, the value range of the high-voltage system state abnormality influencing factors corresponding to the voltage and current is between 0 and 1. A mapping set of voltage and current and corresponding high-voltage system state abnormality influencing factors can be established through historical high-voltage system state data. According to the voltage and current of the high-voltage system obtained by monitoring, the high-voltage system state abnormality influencing factors corresponding to the voltage and current are obtained through the mapping set.

[0064] Table 1 Example of abnormal evaluation value data of high-voltage system status

[0065]

[0066] As shown in Table 1, in a specific embodiment, =200A, =5A, =0.6, =0.4. To simplify the calculation, it is assumed that five groups of time monitoring point data are collected, and the values ​​of each group of data are the same. =1003V.

[0067] It should be understood that the abnormal evaluation value of the high-voltage system state in this embodiment is used to quantitatively evaluate the abnormality of the high-voltage system state of the power-swap locomotive. The abnormal evaluation value of the high-voltage system state is related to the actual voltage and actual current of the high-voltage system. When the fluctuation level of the actual voltage is greater and the actual current deviates from the reference standard value, the corresponding abnormal evaluation value of the high-voltage system state is greater, indicating that the state of the high-voltage system of the power-swap locomotive is more abnormal.

[0068] The formula of this embodiment combines two important parameters, voltage and current, and realizes a comprehensive evaluation of the state of the high-voltage system by calculating the difference between the actual value and the standard value or average value at each time monitoring point, as well as the weight of these differences in the overall evaluation. By introducing the weight factor, the relative importance of voltage and current in the evaluation can be adjusted according to the actual situation, so that the evaluation results are more in line with actual needs. The square root and summation operations in the formula help to highlight the impact of outliers, so that when large deviations occur in the system, the evaluation value can be quickly reflected, thereby achieving the purpose of anomaly detection.

[0069] It should be understood that the high-voltage system of the battery-swap locomotive in this embodiment refers to the overall system consisting of electrical components in the vehicle involving high voltage (usually more than 60 volts, commonly hundreds of volts to thousands of volts) and their interconnections. These components work together to achieve the storage, conversion and transmission of electrical energy, thereby driving the motor to operate the vehicle. In the power-on and power-off control of the battery-swap locomotive, analyzing the abnormal state of the high-voltage system plays a vital role. By real-time monitoring and analyzing the working state of the high-voltage system, faults can be predicted and diagnosed in advance, reducing the shutdown of the battery-swap locomotive due to faults. Accurately judging the abnormality of the high-voltage system can help implement preventive maintenance and extend the service life of the battery-swap locomotive and high-voltage system components.

[0070] It should be understood that in this embodiment, the actual voltage is monitored by the voltage sensor. The voltage stability of the high-voltage system directly affects the working state and life of the battery. Excessive voltage fluctuation may cause overcharging or over-discharging of the battery, accelerate battery aging, and in severe cases may cause safety problems.

[0071] It should be understood that in this embodiment, the actual current is monitored by a current sensor. The current size of the high-voltage system will affect the battery performance. Excessive current may cause the battery temperature to rise too quickly and damage the battery structure, while frequent high-current charging and discharging will shorten the battery life. Improper current control may also cause the imbalance in the battery pack to increase. If the current is too small, the motor may not be able to obtain sufficient starting torque, causing the vehicle to be difficult to start or accelerate slowly, affecting the normal operating performance of the vehicle. At the same time, a current that is too small may be lower than the minimum threshold set by the control system, causing the system to mistakenly identify it as a connection fault or battery problem, thereby triggering unnecessary fault alarms or protection mechanisms to start, affecting normal use.

[0072] According to the abnormal evaluation values ​​of the upper and lower power control environment and the abnormal evaluation values ​​of the high-voltage system status, the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis.

[0073] In a specific embodiment, the battery abnormal interference degree influencing factor corresponding to the set upper and lower power control environment abnormal evaluation value and the high-voltage system state abnormal evaluation value is obtained from the battery swap locomotive database, and the battery abnormal interference degree index of the battery swap locomotive is obtained by comprehensive analysis. The specific numerical expression is:

[0074]

[0075] In the formula, It represents the battery abnormal interference index of the battery replacement locomotive, e represents the natural constant, Indicates the abnormal evaluation value of the power-on and power-off control environment. Indicates the abnormal evaluation value of the high-voltage system status. Indicates the battery abnormal interference degree impact factor corresponding to the set power-on and power-off control environment abnormal evaluation value. Indicates the battery abnormal interference degree impact factor corresponding to the set high-voltage system state abnormal evaluation value.

[0076] It should be understood that in this embodiment, the value range of the battery abnormal interference degree influence factor corresponding to the upper and lower power control environment abnormal evaluation values ​​and the high-voltage system state abnormal evaluation values ​​is between 0 and 1. A mapping set of the upper and lower power control environment abnormal evaluation values ​​and the high-voltage system state abnormal evaluation values ​​and the corresponding battery abnormal interference degree influence factors can be established through the battery abnormal interference degree historical data, and the battery abnormal interference degree influence factors corresponding to the upper and lower power control environment abnormal evaluation values ​​and the high-voltage system state abnormal evaluation values ​​obtained through data processing can be obtained through the mapping set.

[0077] The battery abnormality interference index of the battery swapping locomotive is used to quantify the degree of interference of the power-on and power-off control environment data and the high-voltage system status data on the battery cluster abnormality assessment. Figure 2As shown, in this embodiment, =0.5, = 0.5, when =0.042, the functional relationship between the abnormal evaluation value of the power-on and power-off control environment and the abnormal interference index of the battery is shown in curve a; when =0.284, the functional relationship between the abnormal evaluation value of the power-on and power-off control environment and the abnormal interference index of the battery is shown in curve a; when =0.404, the functional relationship between the upper and lower power control environment abnormality assessment value and the battery abnormality interference index is shown in curve a. The battery abnormality interference index of the electric swapping locomotive is jointly determined by the upper and lower power control environment abnormality assessment value and the high-voltage system state abnormality assessment value. The larger the upper and lower power control environment abnormality assessment value and the high-voltage system state abnormality assessment value, the larger the corresponding battery abnormality interference index of the electric swapping locomotive, indicating that the upper and lower power control environment data and the high-voltage system state data have a greater degree of interference with the battery cluster abnormality assessment.

[0078] The formula in this embodiment uses the Sigmoid function expression, which can map the input value to an output value between 0 and 1, can help smooth data fluctuations, and is conducive to mutual comparison between different types of data.

[0079] It should be understood that in this embodiment, a comprehensive analysis of the up and down power control environment and the high-voltage system status is performed. A reasonable up and down power control environment can ensure that the high-voltage system operates under safe conditions, reduce the occurrence of faults and abnormalities, help reduce the interference of the high-voltage system on the battery, and improve the performance and safety of the battery. By optimizing the up and down power control environment and the high-voltage system status, the coordinated optimization of the two can be achieved. For example, by adjusting the charging and discharging strategy, optimizing the thermal management system and other measures, the battery's charging and discharging performance and the operating status of the high-voltage system can be improved at the same time, thereby reducing the degree of interference to the battery.

[0080] Specifically, the battery cluster abnormality level assessment threshold is obtained by processing, and the specific process is: comparing the battery abnormality interference index of the battery swapping locomotive with the battery cluster abnormality level assessment threshold compensation parameters corresponding to each battery abnormality interference index interval stored in the battery swapping locomotive database, to obtain the battery cluster abnormality level assessment threshold compensation parameters of the battery swapping locomotive.

[0081] It should be understood that the battery cluster abnormality assessment threshold compensation parameter in this embodiment is used to correct the battery cluster abnormality assessment threshold to improve the accuracy of subsequent fault threshold comparison.

[0082] The set reference battery cluster abnormality assessment threshold is obtained from the battery swapping locomotive database, and the battery cluster abnormality assessment threshold compensation parameter of the battery swapping locomotive is summed with the reference battery cluster abnormality assessment threshold to obtain the battery cluster abnormality assessment threshold.

[0083] Specifically, a comprehensive analysis is performed to obtain an abnormality evaluation value of the battery cluster of the battery swapping locomotive. The specific analysis process is: the voltage of each battery cell in the battery cluster of the battery swapping locomotive is monitored, and a voltage variation curve of each battery cell over time is obtained after processing, which is marked as a voltage time series curve of each battery cell.

[0084] It should be understood that the process of connecting the voltage data points into a curve in this embodiment is a visualization processing of the voltage time series data analysis. Specifically, the voltage data is sorted in chronological order, and then adjacent data points are connected with line segments through graphics software or data analysis tools to form a curve graph of voltage changes over time. The curve graph uses time as the horizontal axis and voltage as the vertical axis, which can describe the fluctuation trend of the voltage of each battery cell in the time series.

[0085] The length of the voltage time series curve of each battery cell is obtained, and the voltage time series curves of each battery cell are overlapped and compared with each other, the overlap length between the voltage time series curves of each battery cell is extracted, and the overlap length matrix D of the voltage change curve over time is constructed. The mathematical expression of the matrix D is:

[0086] ;

[0087] In the formula, represents the overlap length between the rth battery cell voltage time series curve and the tth battery cell voltage time series curve, r represents the row number in the matrix, t represents the column number in the matrix, r=1,2,3,...,s, t=1,2,3,...,s, s represents the total number of battery cells.

[0088] The temperature of each battery cell is collected and comprehensively analyzed to obtain the abnormality assessment value of the battery cluster of the battery-swap locomotive.

[0089] It should be understood that the overlap between the battery cell voltage time series curves in this embodiment is disordered, so the matrix D is an unordered matrix. = , and when r=t, the curve overlap length is equal to the length of the curve itself. To avoid repeated calculations, the upper triangular elements of matrix D that do not contain diagonal elements can be extracted to participate in subsequent calculations.

[0090] In a specific embodiment, the battery cluster abnormality evaluation influencing factors corresponding to the set voltage and temperature are obtained from the battery swapping locomotive database, and the battery cluster abnormality evaluation value of the battery swapping locomotive is obtained through comprehensive analysis. The specific numerical expression is:

[0091] ;

[0092] In the formula, , is the average value of the upper triangular elements of matrix D, represents the length of the p-th battery cell voltage time series curve, represents the overlap length between the voltage time series curve of the rth battery cell and the voltage time series curve of the r+kth battery cell, p represents the number of each battery cell, p=1,2,3,...,s, s represents the total number of battery cells, r+k represents the column number of the upper triangular element of the matrix D, where k=1,2,3,...,sr, Indicates the abnormality evaluation value of the battery cluster of the battery-swapped locomotive. It is a quantitative indicator of the dispersion of battery cell temperature, and is used to quantitatively evaluate the temperature deviation of each battery cell in the battery cluster of a battery-swapped locomotive. , represents the temperature of the pth battery cell, Indicates the impact factor of battery cluster abnormality assessment corresponding to the set voltage, Indicates the impact factor of battery cluster abnormality evaluation corresponding to the set temperature.

[0093] It should be understood that in this embodiment, the value range of the battery cluster abnormality assessment influence factor corresponding to the voltage and temperature is between 0 and 1, and a mapping set of the voltage and temperature and the corresponding battery cluster abnormality assessment influence factor can be constructed through the battery cluster historical data. According to the collected voltage and temperature of the battery cell, the battery cluster abnormality assessment influence factor corresponding to the voltage and temperature is obtained through the mapping set.

[0094] It should be understood that the abnormality evaluation value of the battery cluster of the electric swapping locomotive in this embodiment is used to quantitatively evaluate the abnormality of the battery cluster of the electric swapping locomotive. By analyzing the voltage time series curve and temperature of each battery cell in the battery cluster, the voltage balance state and temperature balance state of the battery cluster of the electric swapping locomotive are evaluated. By monitoring the voltage balance, the overcharge or undercharge problem of a single battery cell can be discovered and solved in time, which helps to avoid the gradual increase in the capacity difference between the battery cells and reduce the overall decay rate of the battery pack, thereby extending the battery life. Unbalanced voltage may cause some battery cells to overheat, increasing the risk of battery failure or even thermal runaway. By monitoring the temperature, overheating can be prevented, cooling measures can be taken in time, and safety accidents can be avoided. Balanced voltage and temperature states help the battery management system to estimate the battery state more accurately, thereby optimizing the charging and discharging strategy and improving energy utilization efficiency.

[0095] Specifically, the power-off control is performed on the battery-swap locomotive, including the case where only the auxiliary equipment on the front of the vehicle is powered on. The specific process is as follows: the battery management system sends a power-off request command to the front of the vehicle, and the auxiliary equipment on the front of the vehicle sends a power-off signal three times in a row or the wake-up signal is lost. The secondary master control will receive these signals and immediately send a water cooling shutdown command.

[0096] The battery management system detects the total current of the loop, powers off the high voltage according to the current size, and disconnects the total positive relay and the total negative relay in the battery cluster in turn. All battery clusters complete the high voltage power-off synchronously.

[0097] In a specific embodiment, Figure 3 As shown in the figure, when a level 3 fault occurs at the cluster level, the BMS (Battery Management System) will immediately send a power-off request command to the front of the train. If the BMS does not receive a power-off command from the VCU (Vehicle Control Unit) within 60 seconds after issuing the request, the system will automatically continue to execute the power-off process. At this time, if the front auxiliary equipment sends a power-off signal three times in a row or the wake-up signal disappears, the secondary master control will receive these signals and immediately send a water-cooled shutdown command. Subsequently, the BMS will detect the total current of the loop. If the current is greater than 20A, the system will delay the power-off operation for 15 seconds; if the current does not exceed 20A, the system will enable the secondary BMS to perform high-voltage power-off within 100 milliseconds, and disconnect the total positive relay and total negative relay in the cluster in turn. All clusters will complete the high-voltage power-off synchronously and send a high-voltage disconnection message to the entire vehicle, marking the end of the entire power-off process.

[0098] Specifically, the power-off control of the battery-swap locomotive also includes the power-off control when the front system is in a high-voltage state. The specific process is: the battery management system sends a front-end power-off request instruction and prepares to send a front-end high-voltage power-off signal. If the front-end power-off and auxiliary power supply power-off commands are received more than three times in succession or the third-level wake-up signal disappears, the battery management system detects the total circuit current and performs high-voltage power-off according to the current size.

[0099] The third-level master control gradually disconnects the load end and the DC side circuit breaker, the second-level battery management system enables high-voltage power-off, and disconnects the total positive relay and the total negative relay in the battery cluster in turn, and all battery clusters complete high-voltage power-off synchronously.

[0100] In a specific embodiment, after a level 3 fault occurs at the cluster level, the BMS will send a head power-off request instruction. If no response is received from the VCU within 60 seconds, the system will send a head power-off preparation high-voltage signal to the secondary master control, and the secondary master control will immediately issue a water-cooled shutdown instruction. Then, the system will wait for the power-off conditions to be met, that is, the head power-off and auxiliary power supply power-off commands are received more than three times in a row or the level 3 wake-up signal disappears. If these conditions are not met, the system will delay for 10 seconds. Once the conditions are met, the BMS will detect the total current of the loop again and decide whether to delay according to the current size. Subsequently, the head three-level master control will first disconnect the load-side circuit breaker of the combiner cabinet, and then disconnect the DC side circuit breaker after another 100 milliseconds. Immediately afterwards, the secondary BMS will enable high-voltage power-off within 100 milliseconds, and disconnect the total positive relay and total negative relay in the battery cluster in turn. All battery clusters will synchronously complete high-voltage power-off and send high-voltage disconnection messages to the entire vehicle, and the entire power-off process ends here.

[0101] The control method based on the power-swap locomotive also includes power-on control of the power-swap locomotive. The specific process is: the locomotive system enters the self-check state, and the battery management system cooperates to enter the wake-up mode after receiving the wake-up command, performs safety checks and establishes system communications. When the locomotive controller instructs the auxiliary facilities to power on, the battery management system checks the health status and pressure difference of the battery cluster, and gradually supplies high voltage.

[0102] The third-level master control operates the main circuit circuit breaker. After successful closure, the entire vehicle high-voltage system is powered on. The process is completed through message confirmation, ensuring the safety and orderliness of the locomotive power-on operation.

[0103] In a specific embodiment, the locomotive system first enters a self-check state, and will receive a wake-up signal switch command when the state is good. Once the locomotive controller VCU sends a command to lower the high voltage between the locomotive and the train, the system will immediately take safety measures, not allowing any system to be high voltage, the cluster relay remains disabled, and the circuit breaker disconnection function is enabled.

[0104] After the locomotive's third-level BMS detects the wake-up signal, the second-level BMS also detects the wake-up signal at the same time, and the second and third-level BMS enter the wake-up state. The third-level BMS first ensures that the circuit breaker disconnect pin is in the enabled state, and then starts real-time self-checking according to the preset fault threshold table. After the status detection is normal, it establishes communication with the vehicle's various systems.

[0105] After receiving the power-on command for the front auxiliary facilities from the VCU, the system will perform a battery cluster-level health check. If any battery cluster has a level 3 fault, or the voltage difference between clusters exceeds or equals the preset safety threshold, the system will immediately report the fault and prohibit cluster-level power-on. If all clusters are fault-free and the voltage difference between clusters is within the safe range, the system will allow the battery cluster-level BMS to perform high-voltage power-on operations.

[0106] Entering the secondary master control logic stage, the third-level BMS will send a command to specify the lowest voltage cluster for high-voltage power-up. The secondary master of the cluster that receives the high-voltage power-up command will perform the following operations in sequence: first, the main negative relay is pulled in, then the pre-charge relay is pulled in, and the main positive relay is pulled in after 1 second of pre-charging. After that, the pre-charge relay is disconnected after 0.5 seconds, and a power-on completion message is sent.

[0107] After receiving the power-on completion message, the third-level BMS will further verify whether it has received the VCU's power-on command for the locomotive auxiliary facilities, and confirm whether the circuit breaker is in the disconnection enable state. After ensuring that all conditions are met, the third-level master control will attract the circuit breaker on the DC side of the main circuit, and then attract the circuit breaker at the discharge end of the main circuit. If the circuit breaker at the discharge end of the main circuit fails to attract correctly, the system will report a fault; if it is successfully attracted, the high-voltage power-on is completed, and a high-voltage closing message is sent to the entire vehicle, marking the end of the locomotive head power-on process.

[0108] It should be understood that the battery-swapping locomotive database is used to store relevant data on the power-on and power-off control of the battery-swapping locomotive, such as multiple indicators such as the allowable deviation ambient temperature, allowable deviation ambient humidity, and allowable deviation ambient air pressure in this embodiment. The data in the battery-swapping locomotive database can be obtained by collecting the production specification information of the battery-swapping locomotive, or directly obtaining the experimental fitting data of the battery-swapping locomotive.

[0109] In a specific embodiment, the present invention provides a control method based on a battery-swap locomotive to collect key operating parameters of the battery and high-voltage system in real time, providing a detailed data basis for accurate evaluation of the battery status, dynamically evaluating battery abnormalities, and improving the pertinence and accuracy of judgments. It also provides data support for optimizing energy management and improving endurance, thereby promoting the improvement of the overall performance of the battery-swap locomotive.

[0110] The above contents are merely examples and explanations of the structure of the present invention. The technicians in this technical field may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the structure of the invention or exceed the scope defined by the present invention, they should all fall within the protection scope of the present invention.

Claims

1. A control method based on a power-swap locomotive, characterized in that: include: The power-on and power-off control environment data and high-voltage system status data are acquired through the sensor network, and the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis. Based on the battery abnormal interference index of the battery swapping locomotive, the battery cluster abnormality assessment threshold is obtained through processing; Monitor the abnormal status data of each battery unit of the battery swapping locomotive, and comprehensively analyze to obtain the abnormal degree assessment value of the battery cluster of the battery swapping locomotive; The battery cluster abnormality evaluation value of the electric-swap locomotive is compared with the battery cluster abnormality evaluation threshold value. If the battery cluster abnormality evaluation value of the electric-swap locomotive is greater than the battery cluster abnormality evaluation threshold value, the electric-swap locomotive is powered off; The comprehensive analysis obtains the battery abnormal interference index of the battery swapping locomotive, and the specific analysis process is as follows: Deploy several environmental monitoring points, collect the ambient temperature, ambient humidity and ambient air pressure at each environmental monitoring point, and obtain the reference suitable ambient temperature, reference suitable ambient humidity and reference suitable ambient air pressure from the electric vehicle database for power exchange, and obtain the abnormal assessment value of the power-on and power-off control environment after processing; Deploy several time monitoring points to collect the actual voltage and current of the high-voltage system at each time monitoring point, obtain the reference standard current of the high-voltage system from the electric locomotive database, and obtain the abnormal status assessment value of the high-voltage system after processing; According to the abnormal evaluation value of the upper and lower power control environment and the abnormal evaluation value of the high-voltage system state, the battery abnormal interference index of the battery swapping locomotive is obtained through comprehensive analysis; The specific numerical expression of the battery abnormal interference index of the battery-swapping locomotive is: ； In the formula, It represents the battery abnormal interference index of the battery replacement locomotive, e represents the natural constant, Indicates the abnormal evaluation value of the power-on and power-off control environment. Indicates the abnormal evaluation value of the high-voltage system status. Indicates the battery abnormal interference degree impact factor corresponding to the set power-on and power-off control environment abnormal evaluation value. Indicates the battery abnormal interference degree impact factor corresponding to the set high-voltage system state abnormal evaluation value; The specific numerical expression of the abnormal evaluation value of the high-voltage system state is: ； In the formula, Indicates the abnormal evaluation value of the high-voltage system status. represents the actual voltage at the i-th time monitoring point, represents the actual current at the i-th time monitoring point, Indicates the reference standard current of the high voltage system. Indicates the allowable deviation current of the high voltage system. Indicates the abnormal impact factor of the high voltage system state corresponding to the set voltage, It represents the abnormal impact factor of the high voltage system state corresponding to the set current, i represents the number of each time monitoring point, i=1,2,3,...,n, and n represents the total number of time monitoring points.

2. The control method based on the power-changing locomotive according to claim 1 is characterized in that: The processing obtains the battery cluster abnormality evaluation threshold, and the specific process is: Compare the battery abnormal interference index of the electric-swap locomotive with the battery cluster abnormality evaluation threshold compensation parameters corresponding to each battery abnormal interference index interval stored in the electric-swap locomotive database to obtain the battery cluster abnormality evaluation threshold compensation parameters of the electric-swap locomotive; The set reference battery cluster abnormality assessment threshold is obtained from the battery swapping locomotive database, and the battery cluster abnormality assessment threshold compensation parameter of the battery swapping locomotive is summed with the reference battery cluster abnormality assessment threshold to obtain the battery cluster abnormality assessment threshold.

3. The control method based on the power-changing locomotive according to claim 1 is characterized in that: The comprehensive analysis obtains the abnormality evaluation value of the battery cluster of the battery-swap locomotive. The specific analysis process is as follows: The voltage of each battery cell in the battery cluster of the electric vehicle is monitored, and the voltage variation curve of each battery cell over time is obtained after processing, which is marked as the voltage time series curve of each battery cell; The length of the voltage time series curve of each battery cell is obtained, and the voltage time series curves of each battery cell are overlapped and compared with each other, the overlap length between the voltage time series curves of each battery cell is extracted, and the overlap length matrix D of the voltage change curve over time is constructed. The mathematical expression of the matrix D is: ； In the formula, represents the overlap length between the voltage time series curve of the rth battery cell and the voltage time series curve of the tth battery cell, r represents the row number in the matrix, t represents the column number in the matrix, r=1,2,3,...,s, t=1,2,3,...,s, s represents the total number of battery cells; The temperature of each battery cell is collected and comprehensively analyzed to obtain the abnormality assessment value of the battery cluster of the battery-swap locomotive.

4. The control method based on the power-changing locomotive according to claim 1 is characterized in that: The battery abnormal interference index of the battery-swap locomotive is a quantitative indicator obtained by analyzing the abnormal evaluation values ​​of the upper and lower power control environment and the abnormal evaluation values ​​of the high-voltage system status, and is used to quantify the degree of interference of the upper and lower power control environment data and the high-voltage system status data on the battery cluster abnormal evaluation.

5. The control method based on the power-changing locomotive according to claim 1 is characterized in that: The power-off control of the electric locomotive includes the power-off control when only the auxiliary equipment of the front of the locomotive is powered on. The specific process is as follows: The battery management system sends a power-off request command to the front of the vehicle. If the front auxiliary equipment sends a power-off signal three times in a row or the wake-up signal is lost, the secondary master control will receive these signals and immediately send a water cooling shutdown command; The battery management system detects the total current of the loop, powers off the high voltage according to the current size, and disconnects the total positive relay and the total negative relay in the battery cluster in turn. All battery clusters complete the high voltage power-off synchronously.

6. The control method based on the power-changing locomotive according to claim 1 is characterized in that: The power-off control of the electric locomotive also includes power-off control when the locomotive head system is in a high-voltage state. The specific process is as follows: The battery management system sends a request command for the front power-off of the vehicle, and prepares to send a high-voltage power-off signal for the front power-off of the vehicle. If the front power-off and auxiliary power-off commands are received more than three times in succession or the third-level wake-up signal disappears, the battery management system detects the total current of the loop and performs high-voltage power-off according to the current size; The third-level master control gradually disconnects the load end and the DC side circuit breaker, the second-level battery management system enables high-voltage power-off, and disconnects the total positive relay and the total negative relay in the battery cluster in turn, and all battery clusters complete high-voltage power-off synchronously.

7. The control method based on the power-changing locomotive according to claim 1 is characterized in that: It also includes power-on control of the electric locomotive, the specific process is as follows: The locomotive system enters the self-check state. After receiving the wake-up command, the battery management system enters the wake-up mode in coordination, performs safety checks and establishes system communications. When the locomotive controller instructs the auxiliary facilities to power on, the battery management system checks the health status and pressure difference of the battery cluster and gradually powers on high voltage. The third-level master control operates the main circuit circuit breaker. After successful closure, the entire vehicle high-voltage system is powered on. The process is completed through message confirmation, ensuring the safety and orderliness of the locomotive power-on operation.

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