Maglev train storage battery charging and discharging control system and method

Abstract

The invention discloses a maglev train storage battery charging and discharging control system and method, and relates to the field of maglev train storage battery control. The storage battery power supply emergency load is subdivided into the critical load and the non-critical load, after the storage battery is low in capacity or low in voltage, the non-critical load and the critical load can be sequentially cut off according to program judgment, it is guaranteed that the storage battery only has the lowest consumption under the low capacity, the service time can be prolonged, the battery is indirectly protected, and the service life is prolonged.

Description

Technical Field

[0001] The invention relates to the field of maglev train battery control, and in particular to a maglev train battery charge and discharge control system and method. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] As a new type of transportation, maglev trains have the advantages of high speed, low noise, and low energy consumption, and are gradually becoming an important direction for future transportation development. In the maglev train system, batteries, as key equipment, undertake the important task of providing stable power for the control system. Compared with traditional wheel-rail transportation, maglev trains have added a suspension system during operation, which increases the battery load. However, in order to control the weight and volume of the vehicle, the battery capacity has not been significantly improved. Therefore, studying the battery charge and discharge control method to improve its reliability and availability has become an urgent problem to be solved in the field of maglev trains.

[0004] At present, battery charge and discharge control methods have achieved certain results in the fields of new energy vehicles and traditional wheel-rail vehicles. The technologies mainly include precise charge / discharge curve control and power-down protection measures. However, in practical applications, these technologies still have certain shortcomings, especially in the operation and maintenance of maglev vehicles, preventing power-down and improving battery availability have become urgent issues to be solved. Summary of the invention

[0005] The purpose of the present invention is to provide a maglev train battery charge and discharge control system and method to solve the above problems in the prior art.

[0006] The technical solution of the present invention is as follows:

[0007] A maglev train battery charge and discharge control system comprises: a battery, a battery management system and an on-board PLC; the battery management system is connected to the battery and is used to monitor the battery voltage; the on-board PLC is connected to the positive electrode of the battery control voltage through a low voltage detection relay and an undervoltage detection relay on the one hand, and is also connected to a non-critical load relay and a critical load relay on the other hand; the battery is connected to the critical load and the non-critical load in the maglev train through the critical load relay and the non-critical load relay respectively; the low voltage detection relay switches the state according to the monitoring result of the battery management system; the undervoltage detection relay monitors the battery voltage and switches the state according to the relationship between the monitoring result and the set limit value of the undervoltage detection relay; the on-board PLC can collect the switch signals of the low voltage detection relay and the undervoltage detection relay, and use them to control the opening and closing of the non-critical load relay and the critical load relay.

[0008] Furthermore, the low voltage detection relay is in a normally open state. When the battery management system detects that the battery voltage is lower than a set limit, it sends a high level signal to the low voltage detection relay to switch the low voltage detection relay from a normally open state to a closed state.

[0009] Furthermore, after the low voltage detection relay is closed, a relay signal 1 is sent to the vehicle-mounted PLC; based on the relay signal 1, the vehicle-mounted PLC sets the non-critical load relay to 0, thereby cutting off the non-critical load.

[0010] Furthermore, when the battery continues to discharge and reaches a set limit of the undervoltage detection relay, the undervoltage detection relay switches from a normally open state to a closed state.

[0011] Furthermore, after the undervoltage detection relay is closed, a relay signal 2 is sent to the vehicle-mounted PLC; based on the relay signal 2, the vehicle-mounted PLC sets the key load relay to 0, thereby cutting off the key load.

[0012] Furthermore, when the on-board PLC receives the instruction from the wake-up device to put the critical load into use again, the on-board PLC controls the critical load relay to close, and at the same time, the internal timer of the on-board PLC is enabled; if the high voltage is connected within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not connected, the critical load relay is controlled to be disconnected again.

[0013] Furthermore, when the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay can be temporarily lowered to wake up the vehicle again.

[0014] The present application also proposes a method for controlling the charging and discharging of a battery of a maglev train, based on the above-mentioned maglev train battery charging and discharging control system, comprising:

[0015] Step S1: When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low-voltage detection relay, so that the low-voltage detection relay switches from a normally open state to a closed state. After the on-board PLC collects the relay signal 1, it sets the non-critical load relay to 0, thereby cutting off the non-critical load;

[0016] Step S2: The battery continues to discharge and reaches the set limit of the undervoltage detection relay. The undervoltage detection relay switches from the normally open state to the closed state. After the on-board PLC collects the relay signal 2, the key load relay is set to 0, thereby cutting off the key load.

[0017] Step S3: When the vehicle-mounted PLC receives the instruction from the wake-up device to put the critical load into use again, the vehicle-mounted PLC controls the critical load relay to close, and at the same time, the internal timer of the vehicle-mounted PLC is enabled; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not turned on, the critical load relay is controlled to be turned off again;

[0018] Step S4: When the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay is temporarily lowered and the vehicle is awakened again.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. The present invention divides the battery-powered emergency load into critical load and non-critical load. When the battery is at low capacity or low voltage, the non-critical load and critical load can be cut off in sequence according to the program, ensuring that the battery will only have the minimum consumption at a lower capacity, which can extend the use time and indirectly protect the battery and increase its service life.

[0021] 2. The undervoltage detection relay proposed in the present invention can manually set the voltage limit to effectively prevent the battery from running out of power. It can also manually adjust the limit. Generally, a higher voltage limit can be adjusted to effectively ensure that the battery will not run out of power. In addition, the manual adjustment device is also an emergency operation method.

[0022] Attached picture

[0023] Figure 1 Cut off control circuits for non-critical loads;

[0024] Figure 2 Remove control circuits for critical loads. DETAILED DESCRIPTION

[0025] It should be noted that relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0026] The features and performance of the present invention are further described in detail below in conjunction with the embodiments.

[0027] Embodiment 1

[0028] The battery supply load of traditional wheel-rail vehicles is divided into permanent load and emergency load, and the emergency load is further subdivided into critical load and non-critical load in this embodiment; it should be noted that those skilled in the art can divide the critical load and non-critical load according to actual needs, for example: the critical load is the load that can start the on-board charger normally under high voltage conditions to charge the battery, otherwise it is a non-critical load.

[0029] See also Figure 1 and Figure 2 , a maglev train battery charging and discharging control system, specifically comprising: a battery, a battery management system and an onboard PLC;

[0030] The battery management system is connected to the battery and is used to monitor the voltage of the battery;

[0031] On the one hand, the on-board PLC is connected to the positive electrode of the battery control voltage through the low voltage detection relay KA1 and the undervoltage detection relay KA3, and on the other hand, the on-board PLC is also connected to the non-critical load relay KA2 and the critical load relay KA4;

[0032] The storage battery is connected to the critical load and the non-critical load in the maglev train through the critical load relay KA4 and the non-critical load relay KA2 respectively;

[0033] The low voltage detection relay KA1 switches state according to the monitoring result of the battery management system;

[0034] The undervoltage detection relay KA3 monitors the voltage of the battery and switches the state according to the relationship between the monitoring result and the set limit value of the undervoltage detection relay KA3;

[0035] The vehicle-mounted PLC can collect the switching signals of the low voltage detection relay KA1 and the undervoltage detection relay KA3, and use them to control the opening and closing of the non-critical load relay KA2 and the critical load relay KA4.

[0036] In this embodiment, specifically, the low voltage detection relay KA1 is in a normally open state. When the battery management system detects that the voltage of the battery is lower than the set limit, a high level signal is sent to the low voltage detection relay KA1, so that the low voltage detection relay KA1 is switched from a normally open state to a closed state;

[0037] After the low voltage detection relay KA1 is closed, a relay signal 1 is sent to the on-board PLC; based on the relay signal 1, the on-board PLC sets the non-critical load relay KA2 to 0, thereby cutting off the non-critical load and retaining only the critical load and permanent load. Since the critical load has low consumption, the battery life can be extended.

[0038] In this embodiment, specifically, the battery continues to discharge and reaches the set limit of the undervoltage detection relay KA3, and the undervoltage detection relay KA3 switches from a normally open state to a closed state;

[0039] After the undervoltage detection relay KA3 is closed, a relay signal 2 is sent to the on-board PLC; based on the relay signal 2, the on-board PLC sets the key load relay KA4 to 0, thereby cutting off the key load and retaining only the permanent load; this is a power-loss protection measure to prevent the battery from being low on power.

[0040] In this embodiment, specifically, the maglev train battery charge and discharge control system proposed in this embodiment also has a power-off delay function. During the vehicle wake-up process, the undervoltage limit and the power-off delay act simultaneously, thereby ensuring that the charging equipment can be put into use normally under high-voltage conditions. In addition, a new design idea is proposed. After the normal wake-up fails, the undervoltage limit can be manually adjusted to promote a successful wake-up again; the details are as follows:

[0041] When the vehicle-mounted PLC receives the instruction from the wake-up device to put the critical load into use again, the vehicle-mounted PLC controls the critical load relay KA4 to close, and at the same time, the internal timer of the vehicle-mounted PLC is enabled; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not turned on, the critical load relay KA4 is controlled to be turned off again;

[0042] When the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay KA3 can be temporarily lowered to wake up the vehicle again.

[0043] This embodiment also proposes a method for controlling the charging and discharging of a battery of a maglev train, based on the above-mentioned control system for charging and discharging a battery of a maglev train, comprising:

[0044] Step S1: When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low-voltage detection relay KA1, so that the low-voltage detection relay KA1 switches from a normally open state to a closed state. After the on-board PLC collects the relay signal 1, it sets the non-critical load relay KA2 to 0, thereby cutting off the non-critical load and retaining only the permanent load and the critical load;

[0045] Step S2: The battery continues to discharge and reaches the set limit of the undervoltage detection relay KA3. The undervoltage detection relay KA3 switches from the normally open state to the closed state. After the on-board PLC collects the relay signal 2, the key load relay KA4 is set to 0, thereby cutting off the key load and retaining only the permanent load.

[0046] Step S3: When the vehicle-mounted PLC receives the instruction of the wake-up device to put the critical load into use again, the vehicle-mounted PLC controls the critical load relay KA4 to close, and at the same time, the internal timer of the vehicle-mounted PLC is enabled; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not turned on, the critical load relay KA4 is controlled to be turned off again;

[0047] Step S4: When the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay KA3 is temporarily lowered and the vehicle is awakened again.

[0048] The above-mentioned embodiments only express the specific implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the protection scope of the present application. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the technical solution concept of the present application, and these all belong to the protection scope of the present application.

[0049] This background section is provided to generally present the context of the invention, and the work of the presently named inventors, the work to the extent described in this background section, and aspects of this section that did not constitute prior art at the time of application are neither explicitly nor implicitly admitted to be prior art to the present invention.

Claims

1. A maglev train battery charge and discharge control system, characterized in that: include: A battery, a battery management system and an onboard PLC; the battery management system is connected to the battery for monitoring the battery voltage; the onboard PLC is connected to the positive electrode of the battery control voltage through a low voltage detection relay and an undervoltage detection relay on the one hand, and is also connected to a non-critical load relay and a critical load relay on the other hand; the battery is connected to the critical load and the non-critical load in the maglev train through a critical load relay and a non-critical load relay respectively; the low voltage detection relay switches the state according to the monitoring result of the battery management system; the undervoltage detection relay monitors the battery voltage, and switches the state according to the relationship between the monitoring result and the set limit value of the undervoltage detection relay; the onboard PLC can collect the switching signals of the low voltage detection relay and the undervoltage detection relay, and use them to control the opening and closing of the non-critical load relay and the critical load relay.

2. A maglev train battery charge and discharge control system according to claim 1, characterized in that: The low voltage detection relay is in a normally open state. When the battery management system detects that the battery voltage is lower than the set limit, it sends a high level signal to the low voltage detection relay to switch the low voltage detection relay from a normally open state to a closed state.

3. A maglev train battery charge and discharge control system according to claim 2, characterized in that: After the low voltage detection relay is closed, a relay signal 1 is sent to the vehicle-mounted PLC; based on the relay signal 1, the vehicle-mounted PLC sets the non-critical load relay to 0, thereby cutting off the non-critical load.

4. A maglev train battery charge and discharge control system according to claim 3, characterized in that: When the battery continues to discharge and reaches the set limit of the undervoltage detection relay, the undervoltage detection relay switches from a normally open state to a closed state.

5. A maglev train battery charge and discharge control system according to claim 4, characterized in that: After the undervoltage detection relay is closed, a relay signal 2 is sent to the vehicle-mounted PLC; based on the relay signal 2, the vehicle-mounted PLC sets the key load relay to 0, thereby cutting off the key load.

6. A maglev train battery charge and discharge control system according to claim 5, characterized in that: When the on-board PLC receives the instruction from the wake-up device to put the critical load into use again, the on-board PLC controls the critical load relay to close, and at the same time, the internal timer of the on-board PLC is enabled; if the high voltage is connected within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not connected, the critical load relay will be controlled to disconnect again.

7. A maglev train battery charge and discharge control system according to claim 6, characterized in that: When the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay can be temporarily lowered to wake up the vehicle again.

8. A method for controlling the charging and discharging of a battery in a maglev train, characterized in that: A maglev train battery charging and discharging control system according to any one of claims 1 to 7, comprising: Step S1: When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low-voltage detection relay, so that the low-voltage detection relay switches from a normally open state to a closed state. After the on-board PLC collects the relay signal 1, it sets the non-critical load relay to 0, thereby cutting off the non-critical load; Step S2: The battery continues to discharge and reaches the set limit of the undervoltage detection relay. The undervoltage detection relay switches from the normally open state to the closed state. After the on-board PLC collects the relay signal 2, it sets the critical load relay to 0, thereby cutting off the critical load.

9. A method for controlling the charging and discharging of a battery of a maglev train according to claim 8, characterized in that: Also includes: Step S3: When the on-board PLC receives the instruction from the wake-up device to put the critical load into use again, the on-board PLC controls the critical load relay to close, and at the same time, the internal timer of the on-board PLC is enabled; if the high voltage is connected within the set time, the non-critical load will also be put into use; if the time is up and the high voltage is not connected, the critical load relay is controlled to be disconnected again.

10. A method for controlling the charging and discharging of a battery of a maglev train according to claim 9, characterized in that: Also includes: Step S4: When the high voltage cannot be connected within the set time and other conditions are met, the set limit of the undervoltage detection relay is temporarily lowered and the vehicle is awakened again.

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