Railway vehicle charging system

Abstract

The invention provides a railway vehicle charging system. The system comprises a vehicle control unit, a confluence cabinet, a battery device and a charging device, the vehicle control unit determines the driving direction of the railway vehicle and transmits a charging instruction to the confluence cabinet, so that the switching circuit is switched between a first connection state and a second connection state, and meanwhile, when the vehicle control unit determines that the switching circuit does not have an abnormal condition, the first switching circuit is switched on, and the second switching circuit is switched off; and the vehicle control unit monitors whether the voltage difference between the positive voltage and the negative voltage is larger than zero or not and sends a second control instruction to the charging device according to the monitoring result. The charging device is turned on or turned off according to the second control instruction. The switching circuit can accurately switch the connection state, so that the polarity of the charging device is consistent with that of the battery device, and therefore, the rail vehicle can be normally charged when being parked below the charging rail and is irrelevant to the driving direction of the rail vehicle, the problem that the rail vehicle needs to turn around to be charged in a traditional mode is solved, and the transportation efficiency of the rail vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle charging technology, and in particular to a rail vehicle charging system. Background Art

[0002] With the development of new energy technologies, rail vehicles are beginning to adopt new energy as a power source to achieve more environmentally friendly and efficient operation. Typically, rail vehicles need to dock under charging rails installed along the track to charge to ensure the range of the rail vehicles.

[0003] However, because the positions of the positive and negative rails of the charging track are fixed during initial construction, the positive and negative polarity of the pantographs on rail vehicles is also fixed accordingly. This means that rail vehicles can only charge properly when docked under the charging track in the pre-set orientation. Otherwise, a short circuit between the positive and negative poles will occur during charging. Furthermore, if the rail vehicle is not docked under the charging track in the pre-set orientation, a second U-turn is required to return to the pre-set orientation for normal charging. This severely impacts rail vehicle transportation efficiency. Summary of the Invention

[0004] The present application provides a rail vehicle charging system, which can ensure that the rail vehicle can be charged normally regardless of the direction it is docked under the charging track. It is convenient and fast and can improve the transportation efficiency of the rail vehicle.

[0005] In a first aspect, the present application provides a rail vehicle charging system, the rail vehicle charging system comprising: a vehicle controller, a combiner cabinet, a battery device, and a charging device, wherein the vehicle controller is connected to the combiner cabinet, the battery device, and the charging device, respectively;

[0006] The vehicle controller is configured to, when the rail vehicle enters a charging mode and the battery device is connected to the combiner cabinet, determine the travel direction of the rail vehicle and transmit a charging instruction to the combiner cabinet according to the travel direction;

[0007] The combiner cabinet is configured to control a switching circuit in the combiner cabinet to switch between a first connection state and a second connection state according to the charging instruction;

[0008] The vehicle controller is further configured to, when the switching circuit switches between the first connected state and the second connected state, determine whether the switching circuit has an abnormality, and if so, control the rail vehicle to exit the charging mode; if not, transmit a first control instruction to the combiner cabinet;

[0009] The combiner cabinet is further configured to turn on a first switch circuit in the combiner cabinet according to the first control instruction;

[0010] The vehicle controller is further configured to monitor, after the first switching circuit is turned on, whether the voltage difference between the positive and negative voltages of the combiner cabinet is greater than zero, obtain a monitoring result, and send a second control instruction to the charging device based on the monitoring result, wherein the monitoring result is used to indicate whether the switching circuit has been switched;

[0011] The charging device is used to turn on or off according to the second control instruction to determine whether the rail vehicle enters the charging stage.

[0012] With the rail vehicle charging system provided in the first aspect, when the rail vehicle enters charging mode and the battery device is connected to the combiner cabinet, the vehicle controller determines the rail vehicle's direction of travel and transmits a charging command to the combiner cabinet based on the direction of travel. The combiner cabinet then controls a switching circuit in the combiner cabinet to switch between a first connected state and a second connected state based on the charging command. When the switching circuit switches between the first connected state and the second connected state, the vehicle controller determines whether an abnormality exists in the switching circuit. If an abnormality exists, the vehicle controller controls the rail vehicle to exit charging mode; if no abnormality exists, the vehicle controller transmits a first control command to the combiner cabinet. Furthermore, the combiner cabinet turns on the first switch circuit in the combiner cabinet based on the first control command. Based on this, after the first switch circuit is turned on, the vehicle controller monitors whether the voltage difference between the positive and negative voltages of the combiner cabinet is greater than zero, obtains a monitoring result indicating whether the switching circuit has completed switching, and transmits a second control command to the charging device based on the monitoring result. The charging device then turns on or off based on the second control command to determine whether the rail vehicle has entered the charging phase. Because the switching circuit switches between the first and second connection states, the polarity of the charging device is aligned with the polarity of the battery device, allowing the rail vehicle to charge normally regardless of its travel direction when docked under the charging track. Therefore, the rail vehicle can be charged without having to make a second U-turn, which can improve rail vehicle transportation efficiency.

[0013] In one possible design, the combiner cabinet includes: a switching circuit, a first switch circuit, and a second switch circuit;

[0014] An input end of the switching circuit is electrically connected to the charging device, an output end of the switching circuit is electrically connected to a first end of the first switching circuit, a second end of the first switching circuit is electrically connected to a first end of the second switching circuit, and a second end of the second switching circuit is electrically connected to the battery device;

[0015] The second switch circuit is configured to be turned on according to a third control instruction obtained from the vehicle controller to connect the battery device and the combiner cabinet;

[0016] The switching circuit is configured to, when the charging instruction is a first charging instruction, control the first switching tube and the second switching tube in the switching circuit to be turned on, and control the third switching tube and the fourth switching tube in the switching circuit to be turned off, so as to switch to the first connected state; or, when the charging instruction is a second charging instruction, control the third switching tube and the fourth switching tube in the switching circuit to be turned on, and control the first switching tube and the second switching tube to be turned off, so as to switch to the second connected state;

[0017] The first switch circuit is configured to be turned on according to the first control instruction to connect the battery device and the charging device.

[0018] In one possible design, the vehicle controller is specifically used to determine whether there is a first abnormality in the switching circuit by monitoring whether the first voltage detection point and the third voltage detection point are conductive, and whether the second voltage detection point and the fourth voltage detection point are conductive; if there is a first abnormality in the switching circuit, the rail vehicle is controlled to exit the charging mode; if there is no first abnormality in the switching circuit, the switching circuit is determined to be in a second abnormality by monitoring whether the first voltage detection point and the fourth voltage detection point are conductive, and whether the second voltage detection point and the third voltage detection point are conductive, the abnormal conditions include: the first abnormality and the second abnormality, the first voltage detection point and the third voltage detection point are respectively located at the two ends of the first switching tube, and the second voltage detection point and the fourth voltage detection point are located at the two ends of the second switching tube.

[0019] In one possible design, the vehicle controller is specifically configured to, when the switching circuit is switched to the first connected state, determine that the first abnormal condition exists in the switching circuit if it is monitored that the first voltage detection point and the third voltage detection point are not conductive, and the second voltage detection point and the fourth voltage detection point are not conductive; determine that the first abnormal condition does not exist in the switching circuit if it is monitored that the first voltage detection point and the third voltage detection point are conductive, and the second voltage detection point and the fourth voltage detection point are conductive; or determine that the second abnormal condition exists in the switching circuit if it is monitored that the first voltage detection point and the fourth voltage detection point are conductive, and the second voltage detection point and the third voltage detection point are conductive; determine that the second abnormal condition does not exist in the switching circuit if it is monitored that the first voltage detection point and the fourth voltage detection point are not conductive, and the second voltage detection point and the third voltage detection point are not conductive;

[0020] or,

[0021] The vehicle controller is specifically used to, when the switching circuit switches to the second connected state, if it is monitored that the first voltage detection point and the third voltage detection point are connected, and the second voltage detection point and the fourth voltage detection point are connected, then it is judged that the switching circuit has the first abnormal situation; if it is monitored that the first voltage detection point and the third voltage detection point are not connected, and the second voltage detection point and the fourth voltage detection point are not connected, then it is judged that the switching circuit does not have the first abnormal situation; or, if it is monitored that the first voltage detection point and the fourth voltage detection point are not connected, and the second voltage detection point and the third voltage detection point are not connected, then it is judged that the switching circuit has the second abnormal situation; if it is monitored that the first voltage detection point and the fourth voltage detection point are connected, and the second voltage detection point and the third voltage detection point are connected, then it is judged that the switching circuit does not have the second abnormal situation.

[0022] In a possible design, the switching circuit includes: the first switching tube, the second switching tube, the third switching tube and the fourth switching tube;

[0023] The first end of the first switching tube and the first end of the third switching tube are both electrically connected to the negative electrode of the charging device, the second end of the first switching tube and the second end of the fourth switching tube are both electrically connected to the first negative electrode connection terminal of the first switching circuit, the first end of the second switching tube and the first end of the fourth switching tube are both electrically connected to the positive electrode of the charging device, the second end of the second switching tube and the second end of the third switching tube are electrically connected to the first positive electrode connection terminal of the first switching circuit, and the control end of the first switching tube, the control end of the second switching tube, the control end of the third switching tube, and the control end of the fourth switching tube are all electrically connected to the vehicle controller.

[0024] In one possible design, the first switch circuit includes: a fifth switch tube and a sixth switch tube;

[0025] a first end of the fifth switching transistor is electrically connected to the second end of the first switching transistor, a second end of the fifth switching transistor is electrically connected to the first negative electrode connection end of the second switching circuit, a first end of the sixth switching transistor is electrically connected to the second end of the second switching transistor, a second end of the sixth switching transistor is electrically connected to the first positive electrode connection end of the second switching circuit, and a control end of the fifth switching transistor and a control end of the sixth switching transistor are both electrically connected to the vehicle controller;

[0026] Alternatively, the second switch circuit includes: a seventh switch tube and an eighth switch tube;

[0027] The first end of the seventh switch tube is electrically connected to the second end of the fifth switch tube, the first end of the eighth switch tube is electrically connected to the second end of the sixth switch tube, and the control end of the seventh switch tube and the control end of the eighth switch tube are both electrically connected to the vehicle controller.

[0028] In one possible design, the rail vehicle charging system further includes: a monitoring device and a frequency conversion device;

[0029] The frequency conversion device and the monitoring device are both connected to the vehicle controller, and the frequency conversion device is also electrically connected to the combiner cabinet;

[0030] The vehicle controller is further configured to obtain interface information of the charging device from the monitoring device, and according to the interface information, stop or tow the rail vehicle to a position directly below the charging track of the charging device, and control the rail vehicle to enter the charging mode;

[0031] The vehicle controller is further configured to, in the charging mode, raise the pantograph on the rail vehicle and transmit a first communication instruction to the frequency conversion device;

[0032] The frequency conversion device is used to transmit a first instruction to the vehicle controller according to the first communication instruction, wherein the first instruction is used to indicate that the rail vehicle is in a no-power output state;

[0033] The vehicle controller is further configured to transmit a fourth control instruction to the combiner cabinet according to the first instruction;

[0034] the combiner cabinet is configured to control the third switch circuit in the combiner cabinet to be turned off according to the fourth control instruction, so as to disconnect the frequency converter from the combiner cabinet;

[0035] The vehicle controller is further configured to transmit a second communication instruction to the battery device after the frequency converter is disconnected from the combiner cabinet;

[0036] The battery device is configured to transmit a second instruction to the vehicle controller according to the second communication instruction, wherein the second instruction is used to indicate that the battery device is in a normal state;

[0037] The vehicle controller is further configured to generate a third control instruction according to the second instruction.

[0038] In one possible design, the vehicle controller is specifically configured to, when the rail vehicle stops directly under the charging track and the battery device is connected to the combiner cabinet, obtain motor operation data of the rail vehicle within a preset time period before the rail vehicle stops from the frequency converter, and determine the travel direction based on the motor operation data;

[0039] Alternatively, the vehicle controller is specifically configured to, when the rail vehicle is towed directly under the charging track and the battery device is connected to the combiner cabinet, obtain a first distance from a first radar of the rail vehicle and a second distance from a second radar of the rail vehicle, and determine the driving direction based on the first distance and the second distance, wherein the first radar and the second radar are respectively located at two ends of the rail vehicle.

[0040] In one possible design, the vehicle controller is specifically used to determine that the driving direction is a first direction when the number of forward rotations of the motor in the motor operation data is greater than the number of reverse rotations of the motor, or to determine that the driving direction is a second direction when the number of forward rotations of the motor is less than the number of reverse rotations of the motor, and the first direction and the second direction are opposite to each other.

[0041] In one possible design, the vehicle controller is specifically used to determine that the driving direction is a first direction when the first distance is less than the second distance, or to determine that the driving direction is a second direction when the first distance is greater than the second distance, and the first direction and the second direction are opposite to each other.

[0042] The above description is only an overview of the technical solutions of the embodiments of the present application. In order to more clearly understand the technical means of the embodiments of the present application, they can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present application, a brief introduction will be given below to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1 A schematic structural diagram of a rail vehicle charging system provided in an embodiment of the present application;

[0045] Figure 2 for Figure 1 A schematic structural diagram of a combiner cabinet in a first direction;

[0046] Figure 3 for Figure 1 A schematic structural diagram of a combiner cabinet in the second direction;

[0047] Figure 4 A schematic structural diagram of a rail vehicle to which a rail vehicle charging system is applied according to an embodiment of the present application;

[0048] Figure 5 A front view of a rail vehicle provided in an embodiment of the present application, directly below a charging track;

[0049] Figure 6 A schematic diagram of a workflow for determining a travel direction in a rail vehicle charging system according to an embodiment of the present application;

[0050] Figure 7 A schematic diagram of another workflow for determining a travel direction in a rail vehicle charging system according to an embodiment of the present application;

[0051] Figure 8 A schematic diagram of a workflow of how a rail vehicle charging system enters a charging phase provided in an embodiment of the present application;

[0052] Figure 9 Another workflow diagram of how a rail vehicle charging system enters a charging phase is provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] In this application, "at least one" refers to one or more, and "plurality" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: the existence of A alone, the existence of A and B at the same time, and the existence of B alone, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a alone, b alone, or c alone can represent: a alone, b alone, c alone, a and b in combination, a and c in combination, b and c in combination, or a, b, and c in combination, where a, b, and c can be single or multiple. In addition, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance.

[0054] The directions or positional relationships indicated by terms such as "center", "longitudinal", "lateral", "up", "down", "left", "right", "front", and "back" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present application and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the present application.

[0055] The terms "connected" and "connect" should be interpreted broadly. For example, "connected" or "connected" in a circuit structure can refer not only to a physical connection, but also to an electrical connection or a signal connection. For example, it can be a direct connection, i.e., a physical connection, or an indirect connection through at least one intermediate component, as long as the circuit is interconnected. It can also refer to internal connectivity between two components. Signal connection can refer not only to signal connection through circuits but also to signal connection through media, such as radio waves. Those skilled in the art will understand the specific meanings of the above terms in this application on a case-by-case basis.

[0056] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of a rail vehicle charging system provided in an embodiment of the present application. Figure 1 As shown, the rail vehicle charging system 1000 includes: a vehicle controller 100, a combiner cabinet 200, a battery device 300 and a charging device 400, and the vehicle controller 100 is connected to the combiner cabinet 200, the battery device 300 and the charging device 400 respectively.

[0057] The vehicle controller 100 is used to determine the direction of travel of the rail vehicle when the rail vehicle enters the charging mode and after the battery device 300 is connected to the combiner cabinet 200, and transmit a charging instruction to the combiner cabinet 200 according to the direction of travel.

[0058] When the driving direction is the first direction, the charging instruction is the first charging instruction, i.e., the forward charging instruction. When the driving direction is the second direction, the charging instruction is the second charging instruction, i.e., the reverse charging instruction.

[0059] The combiner cabinet 200 is configured to switch the switching circuit 210 in the combiner cabinet 200 between the first connection state and the second connection state according to a charging instruction.

[0060] Because the switching circuit 210 switches between the first and second connection states, the polarity of the rail vehicle charging device 400 is aligned with the polarity of the battery device 300. Therefore, regardless of the direction of travel, the rail vehicle can be charged normally when docked under the charging track, eliminating the need for a second U-turn. This is convenient and fast, thereby improving rail vehicle transportation efficiency.

[0061] The combiner cabinet 200 is also called a power distribution cabinet.

[0062] The vehicle controller 100 is also used to determine whether there is an abnormality in the switching circuit 210 when the switching circuit 210 switches between the first connectivity state and the second connectivity state. If there is an abnormality in the switching circuit 210, the rail vehicle is controlled to exit the charging mode; if there is no abnormality in the switching circuit 210, the first control instruction is transmitted to the combiner cabinet 200.

[0063] The combiner cabinet 200 is further configured to control the first switch circuit 220 in the combiner cabinet 200 to be turned on according to the first control instruction.

[0064] The vehicle controller 100 is further configured to monitor whether the voltage difference between the positive voltage U2 and the negative voltage U1 of the combiner cabinet 200 is greater than zero after the first switch circuit 220 is turned on, obtain a monitoring result, and send a second control instruction to the charging device 400 based on the monitoring result.

[0065] The monitoring result is used to indicate whether the switching circuit 210 has completed switching.

[0066] When the voltage difference between the positive voltage U2 and the negative voltage U1 is greater than zero, the monitoring result indicates that the switching circuit 210 has completed switching. When the voltage difference between the positive voltage U2 and the negative voltage U1 is not greater than zero, the monitoring result indicates that the switching circuit 210 has not completed switching.

[0067] The charging device 400 is configured to be turned on or off according to the second control instruction, so as to transmit electric energy to the battery device 300 through the combiner cabinet 200 .

[0068] When the monitoring result indicates that the switching circuit 210 has completed switching, the second control instruction, for example, is a message indicating that charging preparation is complete. Upon receiving the second control instruction, the charging device 400 detects whether the voltage at its input terminal is abnormal. If the voltage at the input terminal of the charging device 400 is normal, the charging device 400 turns on its internal output circuit breaker, i.e., the charging device 400 is turned on, causing the rail vehicle to enter the charging phase.

[0069] When the monitoring result indicates that the switching circuit 210 has not been switched completely, the charging device 400 is turned off, so that the rail vehicle stops and enters the charging stage.

[0070] In the rail vehicle charging system provided herein, when the rail vehicle enters charging mode and the battery device is connected to the combiner cabinet, the vehicle controller determines the rail vehicle's direction of travel and transmits a charging instruction to the combiner cabinet based on the direction of travel. The combiner cabinet then controls a switching circuit within the combiner cabinet to switch between a first connected state and a second connected state based on the charging instruction. When the switching circuit switches between the first connected state and the second connected state, the vehicle controller determines whether an abnormality exists in the switching circuit. If an abnormality exists, the vehicle controller controls the rail vehicle to exit charging mode; if no abnormality exists, the vehicle controller transmits a first control instruction to the combiner cabinet. Furthermore, the combiner cabinet turns on a first switching circuit within the combiner cabinet based on the first control instruction. Based on this, after the first switching circuit is turned on, the vehicle controller monitors whether the voltage difference between the positive and negative voltages of the combiner cabinet is greater than zero, obtains a monitoring result indicating whether the switching circuit has completed switching, and transmits a second control instruction to the charging device based on the monitoring result. The charging device then turns on or off based on the second control instruction to determine whether the rail vehicle has entered the charging phase. Because the switching circuit switches between the first and second connection states, the polarity of the charging device is aligned with the polarity of the battery device, allowing the rail vehicle to charge normally regardless of its travel direction when docked under the charging track. Therefore, the rail vehicle can be charged without having to make a second U-turn, which can improve rail vehicle transportation efficiency.

[0071] Based on the description of the above embodiment, a possible implementation of the combiner cabinet 200 is exemplified. Figure 2 and Figure 3 , Figure 2 for Figure 1 A schematic diagram of the structure of a combiner cabinet in the first direction, Figure 3 for Figure 1 A schematic diagram of the structure of a combiner cabinet in the second direction. Figure 2 and Figure 3 As shown, the combiner cabinet 200 includes a switching circuit 210 , a first switch circuit 220 and a second switch circuit 230 .

[0072] The input end of the switching circuit 210 is electrically connected to the charging device 400, the output end of the switching circuit 210 is electrically connected to the first end of the first switch circuit 220, the second end of the first switch circuit 220 is electrically connected to the first end of the second switch circuit 230, and the second end of the second switch circuit 230 is electrically connected to the battery device 300.

[0073] The second switch circuit 230 is configured to be turned on according to a third control instruction obtained from the vehicle controller 100 to connect the battery device 300 and the combiner cabinet 200 .

[0074] The switching circuit 210 is used to control the first switch tube S1 and the second switch tube S2 in the switching circuit 210 to be turned on, and to control the third switch tube S3 and the fourth switch tube S4 in the switching circuit 210 to be turned off, so as to switch to the first connected state when the charging instruction is the first charging instruction; or, when the charging instruction is the second charging instruction, to control the third switch tube S3 and the fourth switch tube S4 in the switching circuit 210 to be turned on, and to control the first switch tube S1 and the second switch tube S2 to be turned off, so as to switch to the second connected state.

[0075] The first switch circuit 220 is configured to be turned on according to a first control instruction to connect the battery device 300 and the charging device 400 .

[0076] In some examples, the vehicle controller 100 is specifically used to determine whether there is a first abnormal situation in the switching circuit 210 by monitoring whether the first voltage detection point V1 and the third voltage detection point V3 are conductive, and whether the second voltage detection point V2 and the fourth voltage detection point V4 are conductive; if there is a first abnormal situation in the switching circuit 210, the rail vehicle is controlled to exit the charging mode; if there is no first abnormal situation in the switching circuit 210, it is determined whether there is a second abnormal situation in the switching circuit 210 by monitoring whether the first voltage detection point V1 and the fourth voltage detection point V4 are conductive, and whether the second voltage detection point V2 and the third voltage detection point V3 are conductive. The abnormal situations include: the first abnormal situation and the second abnormal situation, the first voltage detection point V1 and the third voltage detection point V3 are respectively located at the two ends of the first switch tube S1, and the second voltage detection point V2 and the fourth voltage detection point V4 are located at the two ends of the second switch tube S2.

[0077] Exemplarily, the vehicle controller 100 is specifically used to, when the switching circuit 210 switches to the first connected state, if it is monitored that the first voltage detection point V1 and the third voltage detection point V3 are not conductive, and the second voltage detection point V2 and the fourth voltage detection point V4 are not conductive, then it is determined that the switching circuit 210 has a first abnormality; if it is monitored that the first voltage detection point V1 and the third voltage detection point V3 are conductive, and the second voltage detection point V2 and the fourth voltage detection point V4 are conductive, then it is determined that the switching circuit 210 does not have the first abnormality; or, if it is monitored that the first voltage detection point V1 and the fourth voltage detection point V4 are conductive, and the second voltage detection point V2 and the third voltage detection point V3 are conductive, then it is determined that the switching circuit 210 has a second abnormality; if it is monitored that the first voltage detection point V1 and the fourth voltage detection point V4 are not conductive, and the second voltage detection point V2 and the third voltage detection point V3 are not conductive, then it is determined that the switching circuit 210 does not have the second abnormality.

[0078] The vehicle controller 100 is specifically used to, when the switching circuit 210 switches to the second connected state, if it is monitored that the first voltage detection point V1 and the third voltage detection point V3 are conductive, and the second voltage detection point V2 and the fourth voltage detection point V4 are conductive, then it is determined that the switching circuit 210 has a first abnormality; if it is monitored that the first voltage detection point V1 and the third voltage detection point V3 are not conductive, and the second voltage detection point V2 and the fourth voltage detection point V4 are not conductive, then it is determined that the switching circuit 210 does not have the first abnormality; or, if it is monitored that the first voltage detection point V1 and the fourth voltage detection point V4 are not conductive, and the second voltage detection point V2 and the third voltage detection point V3 are not conductive, then it is determined that the switching circuit 210 has a second abnormality; if it is monitored that the first voltage detection point V1 and the fourth voltage detection point V4 are conductive, and the second voltage detection point V2 and the third voltage detection point V3 are conductive, then it is determined that the switching circuit 210 does not have the second abnormality.

[0079] Based on the description of the above embodiment, a possible implementation of the switching circuit 210 is exemplified. Figure 2 and Figure 3 As shown, the switching circuit 210 includes: a first switch tube S1, a second switch tube S2, a third switch tube S3 and a fourth switch tube S4.

[0080] The first end of the first switching tube S1 and the first end of the third switching tube S3 are both electrically connected to the negative electrode of the charging device 400, the second end of the first switching tube S1 and the second end of the fourth switching tube S4 are both electrically connected to the first negative electrode connection terminal of the first switching circuit 220, the first end of the second switching tube S2 and the first end of the fourth switching tube S4 are both electrically connected to the positive electrode of the charging device 400, the second end of the second switching tube S2 and the second end of the third switching tube S3 are electrically connected to the first positive electrode connection terminal of the first switching circuit 220, and the control end of the first switching tube S1, the control end of the second switching tube S2, the control end of the third switching tube S3, and the control end of the fourth switching tube S4 are all electrically connected to the vehicle controller 100.

[0081] Based on the description of the above embodiment, a possible implementation of the first switch circuit 220 is exemplified. Figure 2 and Figure 3 As shown, the first switch circuit 220 includes a fifth switch tube S5 and a sixth switch tube S6.

[0082] A first end of the fifth switch tube S5 is electrically connected to the second end of the first switch tube S1, a second end of the fifth switch tube S5 is electrically connected to the first negative electrode connection end of the second switch circuit 230, a first end of the sixth switch tube S6 is electrically connected to the second end of the second switch tube S2, a second end of the sixth switch tube S6 is electrically connected to the first positive electrode connection end of the second switch circuit 230, and a control end of the fifth switch tube S5 and a control end of the sixth switch tube S6 are both electrically connected to the vehicle controller 100.

[0083] Based on the description of the above embodiment, a possible implementation of the second switch circuit 230 is exemplified. Figure 2 and Figure 3 As shown, the second switch circuit 230 includes a seventh switch tube S7 and an eighth switch tube S8.

[0084] The first end of the seventh switch tube S7 is electrically connected to the second end of the fifth switch tube S5, the first end of the eighth switch tube S8 is electrically connected to the second end of the sixth switch tube S6, and the control end of the seventh switch tube S7 and the control end of the eighth switch tube S8 are both electrically connected to the vehicle controller 100.

[0085] Based on the description of the above embodiment, a possible implementation of the rail vehicle charging system 1000 is exemplified. Figure 1 As shown, the rail vehicle charging system 1000 further includes: a monitoring device 500 and a frequency conversion device 600 .

[0086] The frequency conversion device 600 and the monitoring device 500 are both connected to the vehicle controller 100 , and the frequency conversion device 600 is also electrically connected to the combiner cabinet 200 .

[0087] The vehicle controller 100 is also used to obtain interface information of the charging device 400 from the monitoring device 500, and according to the interface information, stop or tow the rail vehicle to the position directly below the charging track of the charging device 400, and control the rail vehicle to enter the charging mode.

[0088] Interface information refers to visual information used to guide rail vehicle parking and alignment, provide feedback on equipment status, and provide operational guidance. This information is intended to assist drivers with precise positioning and ensure proper docking of the charging track with the rail vehicle. Typically, this information includes parking and alignment guidance, equipment status feedback, and operational process guidance.

[0089] The term "railway vehicle parked directly under the charging track" refers to the railway vehicle actively parking directly under the charging track. The term "railway vehicle towed directly under the charging track" refers to the railway vehicle being towed directly under the charging track by an external vehicle.

[0090] The vehicle controller 100 is further configured to raise the pantograph on the rail vehicle and transmit a first communication instruction to the frequency converter 600 in the charging mode.

[0091] The frequency conversion device 600 is used to transmit a first instruction instruction to the vehicle controller 100 according to the first communication instruction.

[0092] The first indication instruction is used to indicate that the rail vehicle is in a no-power output state.

[0093] The vehicle controller 100 is further configured to transmit a fourth control instruction to the combiner cabinet 200 according to the first instruction.

[0094] The combiner cabinet 200 is configured to control the third switch circuit 240 in the combiner cabinet 200 to be turned off according to the fourth control instruction, so as to disconnect the frequency converter 600 from the combiner cabinet 200 .

[0095] After the frequency converter 600 is disconnected from the combiner cabinet 200 , the danger of the rail vehicle running during the charging process can be avoided.

[0096] The vehicle controller 100 is further configured to transmit a second communication instruction to the battery device 300 after the frequency converter 600 is disconnected from the combiner cabinet 200 .

[0097] The battery device 300 is used to transmit a second instruction instruction to the vehicle controller 100 according to the second communication instruction.

[0098] The second indication instruction is used to indicate that the battery device 300 is in a normal state.

[0099] In some examples, the vehicle controller 100 is further configured to generate a third control instruction based on the second instruction.

[0100] The vehicle controller 100 is specifically used to obtain motor operation data of the rail vehicle within a preset time period before the rail vehicle stops from the frequency converter 600 when the battery device 300 is connected to the combiner cabinet 200, and determine the driving direction based on the motor operation data when the rail vehicle stops directly under the charging track.

[0101] The preset duration is, for example, 5 minutes.

[0102] The vehicle controller 100 is specifically configured to obtain a first distance L1 from a first radar 700 of the rail vehicle and a second distance L2 from a second radar 800 of the rail vehicle when the rail vehicle is towed directly under the charging track and the battery device 300 is connected to the combiner cabinet 200, and determine the driving direction based on the first distance L1 and the second distance L2. The first radar 700 and the second radar 800 are respectively located at the two ends of the rail vehicle.

[0103] The first radar 700 is located at one end of the rail vehicle, generally referring to the front end of the rail vehicle, i.e., the front of the rail vehicle. The second radar 800 is located at the other end of the rail vehicle, generally referring to the rear end of the rail vehicle, i.e., the rear of the rail vehicle.

[0104] The first radar 700 measures the distance between the obstruction in front of the rail vehicle and the second radar 800 measures the distance between the obstruction behind the rail vehicle and the rail vehicle. Typically, when a rail vehicle enters a charging station, it removes the train behind it. Therefore, the distances measured by both the first radar 700 and the second radar 800 are out of range.

[0105] In some examples, the vehicle controller 100 is specifically used to determine that the driving direction is a first direction when the number of forward rotations of the motor in the motor operation data is greater than the number of reverse rotations of the motor, or to determine that the driving direction is a second direction when the number of forward rotations of the motor is less than the number of reverse rotations of the motor, and the first direction and the second direction are opposite to each other.

[0106] The first direction is the forward direction, and the second direction is the reverse direction.

[0107] In one possible design, the vehicle controller 100 is specifically used to determine that the driving direction is the first direction when the first distance L1 is less than the second distance L2, or to determine that the driving direction is the second direction when the first distance L1 is greater than the second distance L2, and the first direction and the second direction are opposite to each other.

[0108] Reference Figure 4 , Figure 4 A schematic diagram of the structure of a rail vehicle to which a rail vehicle charging system is applied according to an embodiment of the present application is provided. Figure 4 As shown, the rail vehicle is divided into two cabs, namely the first cab and the second cab. At the same time, a first radar 700 and a second radar 800 for measuring distance are set at the front and rear ends of the rail vehicle. Usually, a pantograph is installed on the roof of the rail vehicle, and the charging track is directly above the pantograph. A camera in the monitoring device 500 is installed behind the pantograph, which makes it convenient for the driver to park the rail vehicle directly below the charging track through the image provided by the monitoring device 500, that is, accurately park it, as shown in FIG. Figure 5 As shown, Figure 5 This is a front view of a rail vehicle directly below a charging track provided by an embodiment of the present application. Once the rail vehicle is parked directly below the charging track, the pantograph is raised to transmit the voltage on the charging track to the combiner cabinet 200, enabling the rail vehicle to be charged.

[0109] The charging track is connected to the charging device 200 via a cable.

[0110] The following uses an example in which a rail vehicle actively drives into the charging track of the charging device 400 via the first driver's cab and stops directly under the charging track to illustrate the working principle of how the rail vehicle charging system 1000 determines the driving direction.

[0111] Reference Figure 6 , Figure 6 A schematic diagram of a working process of a rail vehicle charging system provided in an embodiment of the present application. Figure 6 As shown, when a rail vehicle actively enters the charging track of a charging device 400, the monitoring device 500 transmits real-time interface information from the charging device 400. This allows the driver to obtain interface information from the monitoring device 500 by manipulating the vehicle controller 100, gradually stopping the rail vehicle directly below the charging track and controlling the rail vehicle to enter charging mode. After the rail vehicle enters charging mode, the vehicle controller 100 raises the pantograph and transmits a first communication command to the frequency converter 600, enabling communication between the vehicle controller 100 and the frequency converter 600. Thus, after the frequency converter 600 transmits a first indication command to the vehicle controller 100 indicating that the rail vehicle is in a non-powered state, the vehicle controller 100 transmits a fourth control command to the combiner cabinet 200, shutting down the third switch circuit 240 and disconnecting the frequency converter 600 from the combiner cabinet 200. That is, after disconnecting the load end of the rail vehicle, the vehicle controller 100 transmits a second communication instruction to the battery device 300, causing the vehicle controller 100 to communicate with the battery device 300 to determine that the battery device is in a normal state, that is, it can be charged normally. Based on this, the vehicle controller 100 detects the switching state of the second switch circuit 230. If the second switch circuit 230 is in the disconnected state, the vehicle controller 100 controls the second switch circuit 230 to be turned on, so that the battery device 300 is connected to the junction box 200, so that there is voltage on the busbar in the junction box. Because the rail vehicle actively enters the charging track of the charging device 400, the forward distance of the rail vehicle is greater than the backward distance before the rail vehicle stops. Therefore, the vehicle controller 100 obtains the motor operation data of the rail vehicle within a preset time period of, for example, 5 minutes before stopping from the frequency converter 600. If the number of forward motor revolutions in the motor operation data is greater than the number of reverse motor revolutions, the vehicle controller 100 determines that the rail vehicle is with the first cab driving in a forward direction, i.e., a first direction, entering the charging track of the charging device 400, and the rail vehicle enters the forward charging mode. If the number of forward motor revolutions is greater than the number of reverse motor revolutions, the vehicle controller 100 determines that the rail vehicle is with the first cab driving in a reverse direction, i.e., a second direction, entering the charging track of the charging device 400, and the rail vehicle enters the reverse charging mode.

[0112] in, Figure 7This is another schematic diagram of a workflow for determining a travel direction by a rail vehicle charging system according to an embodiment of the present application. Since the workflow for determining a travel direction by the rail vehicle charging system 1000 when the rail vehicle is towed to the charging track of the charging device 400 is similar to the workflow for determining a travel direction by the rail vehicle charging system 1000 when the rail vehicle is actively parked directly under the charging track, a detailed description thereof will not be given here.

[0113] The following uses the example of a rail vehicle actively driving into the charging track of the charging device 400 via the first driver's cab and in the forward charging mode as an example to explain the working principle of how the rail vehicle charging system 1000 enters the charging phase.

[0114] Reference Figure 8 , Figure 8 A schematic diagram of a working process of how a rail vehicle charging system enters the charging phase is provided in an embodiment of the present application. Figure 8As shown, after the rail vehicle enters the forward charging mode, the vehicle controller 100 can transmit a first charging instruction to the switching circuit 210. In this way, after receiving the first charging instruction, the switching circuit 210 can control the first switch tube S1 and the second switch tube S2 to be conductive, and control the third switch tube S3 and the fourth switch tube S4 to be turned off, so that the switching circuit 210 switches to the first connected state. At the same time, the vehicle controller 100 determines whether the switching circuit 210 has a first abnormality by monitoring whether the first voltage detection point V1 and the third voltage detection point V3 are conductive, and whether the second voltage detection point V2 and the fourth voltage detection point V4 are conductive. If the switching circuit 210 does not have the first abnormality, it determines whether the switching circuit 210 has a second abnormality by monitoring whether the first voltage detection point V1 and the fourth voltage detection point V4 are conductive, and whether the second voltage detection point V2 and the third voltage detection point V3 are conductive. If the switching circuit 210 does not experience the second abnormality, that is, if the switching circuit 210 does not experience an abnormality, the vehicle controller 100 can transmit a first control instruction to the combiner cabinet 200. After the combiner cabinet 200 receives the first control instruction, the first switch circuit 220 is turned on. Furthermore, after the first switch circuit 220 is turned on, the vehicle controller 100 can monitor whether the voltage difference between the positive voltage U1 and the negative voltage U2 of the combiner cabinet 200 is greater than zero, and obtain a monitoring result. If the voltage difference between the positive voltage U1 and the negative voltage U2 of the combiner cabinet 200 is greater than zero, the monitoring result indicates that the switching circuit 210 has completed switching, allowing the vehicle controller 100 to send a charging preparation completion message, i.e., the second control instruction, to the charging device 400. If the voltage difference between the positive voltage U1 and the negative voltage U2 of the combiner cabinet 200 is not greater than zero, it is determined that an abnormality has occurred in the switching circuit 210, and the charging device 200 is controlled to stop charging, causing the rail vehicle to stop entering the charging phase.

[0115] Based on this, after receiving the charging preparation completion message, the charging device 400 detects whether the input voltage is abnormal. If the input voltage of the charging device 400 is normal, the charging device 400 turns on its internal output circuit breaker, allowing the rail vehicle to enter the charging stage.

[0116] in, Figure 9 Another workflow diagram of how a rail vehicle charging system enters a charging phase is provided in an embodiment of the present application. Since the workflow of how the rail vehicle charging system 1000 enters the charging phase when the rail vehicle actively enters the charging track of the charging device 400 via the first cab and is in reverse charging mode is similar to the workflow of how the rail vehicle charging system 1000 enters the charging phase when the first cab of the rail vehicle actively enters the charging track of the charging device 400 and is in forward charging mode, it will not be described in detail here.

[0117] Finally, it should be noted that the above embodiments are merely specific implementations of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A rail vehicle charging system, characterized in that: The rail vehicle charging system includes: a vehicle controller, a combiner cabinet, a battery device and a charging device, wherein the vehicle controller is connected to the combiner cabinet, the battery device and the charging device respectively; The vehicle controller is configured to, when the rail vehicle enters a charging mode and the battery device is connected to the combiner cabinet, determine the travel direction of the rail vehicle and transmit a charging instruction to the combiner cabinet according to the travel direction; The combiner cabinet is configured to control a switching circuit in the combiner cabinet to switch between a first connection state and a second connection state according to the charging instruction; The vehicle controller is further configured to, when the switching circuit switches between the first connected state and the second connected state, determine whether the switching circuit has an abnormality, and if so, control the rail vehicle to exit the charging mode; if not, transmit a first control instruction to the combiner cabinet; The combiner cabinet is further configured to turn on a first switch circuit in the combiner cabinet according to the first control instruction; The vehicle controller is further configured to monitor, after the first switching circuit is turned on, whether the voltage difference between the positive and negative voltages of the combiner cabinet is greater than zero, obtain a monitoring result, and send a second control instruction to the charging device based on the monitoring result, wherein the monitoring result is used to indicate whether the switching circuit has been switched; The charging device is used to turn on or off according to the second control instruction to determine whether the rail vehicle enters the charging stage.

2. The system according to claim 1, wherein: The combiner cabinet includes: a switching circuit, a first switch circuit and a second switch circuit; An input end of the switching circuit is electrically connected to the charging device, an output end of the switching circuit is electrically connected to a first end of the first switching circuit, a second end of the first switching circuit is electrically connected to a first end of the second switching circuit, and a second end of the second switching circuit is electrically connected to the battery device; The second switch circuit is configured to be turned on according to a third control instruction obtained from the vehicle controller to connect the battery device and the combiner cabinet; The switching circuit is configured to control the first and second switching transistors in the switching circuit to be turned on, and to control the third and fourth switching transistors in the switching circuit to be turned off, so as to switch to the first connected state when the charging instruction is a first charging instruction; or to control the third and fourth switching transistors to be turned on, and to control the first and second switching transistors to be turned off, so as to switch to the second connected state when the charging instruction is a second charging instruction; The first switch circuit is configured to be turned on according to the first control instruction to connect the battery device and the charging device.

3. The system according to claim 2, characterized in that The vehicle controller is specifically configured to determine whether a first abnormality exists in the switching circuit by monitoring whether the first voltage detection point and the third voltage detection point are conductive, and whether the second voltage detection point and the fourth voltage detection point are conductive; if the first abnormality exists in the switching circuit, control the rail vehicle to exit the charging mode; If the switching circuit does not have the first abnormal situation, it is determined whether the switching circuit has the second abnormal situation by monitoring whether the first voltage detection point and the fourth voltage detection point are conductive, and whether the second voltage detection point and the third voltage detection point are conductive. The abnormal situation includes: the first abnormal situation and the second abnormal situation, the first voltage detection point and the third voltage detection point are respectively located at the two ends of the first switching tube, and the second voltage detection point and the fourth voltage detection point are located at the two ends of the second switching tube.

4. The system according to claim 2, wherein: the vehicle controller being specifically configured to, when the switching circuit is switched to the first connected state, determine that the switching circuit has the first abnormal condition if it is detected that the first voltage detection point and the third voltage detection point are not conductive, and the second voltage detection point and the fourth voltage detection point are not conductive; If it is monitored that the first voltage detection point and the third voltage detection point are conductive, and the second voltage detection point and the fourth voltage detection point are conductive, it is determined that the switching circuit does not have the first abnormal condition; Alternatively, if it is monitored that the first voltage detection point and the fourth voltage detection point are conductive, and the second voltage detection point and the third voltage detection point are conductive, it is determined that a second abnormality exists in the switching circuit; If it is monitored that the first voltage detection point and the fourth voltage detection point are not conductive, and the second voltage detection point and the third voltage detection point are not conductive, it is determined that the switching circuit does not have a second abnormal condition; or, the vehicle controller being specifically configured to, when the switching circuit is switched to the second connected state, determine that the switching circuit has the first abnormal condition if it is monitored that the first voltage detection point is conductive with the third voltage detection point, and that the second voltage detection point is conductive with the fourth voltage detection point; If it is monitored that the first voltage detection point and the third voltage detection point are not conductive, and the second voltage detection point and the fourth voltage detection point are not conductive, it is determined that the switching circuit does not have the first abnormal condition; Alternatively, if it is monitored that the first voltage detection point and the fourth voltage detection point are not conductive, and the second voltage detection point and the third voltage detection point are not conductive, it is determined that a second abnormality exists in the switching circuit; If it is monitored that the first voltage detection point and the fourth voltage detection point are conductive, and the second voltage detection point and the third voltage detection point are conductive, it is determined that the switching circuit does not have a second abnormal condition.

5. The system according to claim 2, wherein: The switching circuit includes: the first switch tube, the second switch tube, the third switch tube and the fourth switch tube; The first end of the first switching tube and the first end of the third switching tube are both electrically connected to the negative electrode of the charging device, the second end of the first switching tube and the second end of the fourth switching tube are both electrically connected to the first negative electrode connection terminal of the first switching circuit, the first end of the second switching tube and the first end of the fourth switching tube are both electrically connected to the positive electrode of the charging device, the second end of the second switching tube and the second end of the third switching tube are electrically connected to the first positive electrode connection terminal of the first switching circuit, and the control end of the first switching tube, the control end of the second switching tube, the control end of the third switching tube, and the control end of the fourth switching tube are all electrically connected to the vehicle controller.

6. The system according to claim 2, wherein: The first switch circuit includes: a fifth switch tube and a sixth switch tube; a first end of the fifth switching transistor is electrically connected to the second end of the first switching transistor, a second end of the fifth switching transistor is electrically connected to the first negative electrode connection end of the second switching circuit, a first end of the sixth switching transistor is electrically connected to the second end of the second switching transistor, a second end of the sixth switching transistor is electrically connected to the first positive electrode connection end of the second switching circuit, and a control end of the fifth switching transistor and a control end of the sixth switching transistor are both electrically connected to the vehicle controller; Alternatively, the second switch circuit includes: a seventh switch tube and an eighth switch tube; The first end of the seventh switch tube is electrically connected to the second end of the fifth switch tube, the first end of the eighth switch tube is electrically connected to the second end of the sixth switch tube, and the control end of the seventh switch tube and the control end of the eighth switch tube are both electrically connected to the vehicle controller.

7. The system according to any one of claims 1 to 6, characterized in that: The rail vehicle charging system further includes: a monitoring device and a frequency conversion device; The frequency conversion device and the monitoring device are both connected to the vehicle controller, and the frequency conversion device is also electrically connected to the combiner cabinet; The vehicle controller is further configured to obtain interface information of the charging device from the monitoring device, and according to the interface information, stop or tow the rail vehicle to a position directly below the charging track of the charging device, and control the rail vehicle to enter the charging mode; The vehicle controller is further configured to, in the charging mode, raise the pantograph on the rail vehicle and transmit a first communication instruction to the frequency conversion device; The frequency conversion device is used to transmit a first instruction to the vehicle controller according to the first communication instruction, wherein the first instruction is used to indicate that the rail vehicle is in a no-power output state; The vehicle controller is further configured to transmit a fourth control instruction to the combiner cabinet according to the first instruction; the combiner cabinet is configured to control the third switch circuit in the combiner cabinet to be turned off according to the fourth control instruction, so as to disconnect the frequency converter from the combiner cabinet; The vehicle controller is further configured to transmit a second communication instruction to the battery device after the frequency converter is disconnected from the combiner cabinet; The battery device is configured to transmit a second instruction to the vehicle controller according to the second communication instruction, wherein the second instruction is configured to indicate that the battery device is in a normal state; The vehicle controller is further configured to generate a third control instruction according to the second instruction.

8. The system according to claim 7, characterized in that The vehicle controller is specifically configured to, when the rail vehicle stops directly under the charging track and the battery device is connected to the combiner cabinet, obtain motor operation data of the rail vehicle within a preset time period before the rail vehicle stops from the frequency converter, and determine the travel direction based on the motor operation data; Alternatively, the vehicle controller is specifically configured to, when the rail vehicle is towed directly under the charging track and the battery device is connected to the combiner cabinet, obtain a first distance from a first radar of the rail vehicle and a second distance from a second radar of the rail vehicle, and determine the driving direction based on the first distance and the second distance, wherein the first radar and the second radar are respectively located at two ends of the rail vehicle.

9. The system according to claim 8, characterized in that The vehicle controller is specifically used to determine that the driving direction is a first direction when the number of forward rotations of the motor in the motor operation data is greater than the number of reverse rotations of the motor, or to determine that the driving direction is a second direction when the number of forward rotations of the motor is less than the number of reverse rotations of the motor, and the first direction and the second direction are opposite to each other.

10. The system according to claim 8, wherein: The vehicle controller is specifically used to determine that the driving direction is a first direction when the first distance is less than the second distance, or to determine that the driving direction is a second direction when the first distance is greater than the second distance, and the first direction and the second direction are opposite to each other.

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