Rail vehicle charging system

Abstract

The application provides a rail vehicle charging system. The system comprises a vehicle controller, a busbar cabinet, a battery device and a charging device; the vehicle controller determines the driving direction of the rail vehicle and transmits a charging instruction to the busbar cabinet, so that a switching circuit switches between a first communication state and a second communication state; meanwhile, when the vehicle controller determines that the switching circuit is not in an abnormal condition, a first switch circuit is turned on, so that the vehicle controller monitors whether the voltage difference between the positive voltage and the negative voltage is greater than zero, 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. Because the switching circuit can accurately switch the communication state, the polarity of the charging device is consistent with the polarity of the battery device, so that the rail vehicle can be normally charged when it is parked under the charging rail, regardless of the driving direction of the rail vehicle, solving the problem of needing to turn around to charge in the traditional way and improving the transportation efficiency of the rail vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle charging technology, and more particularly to a rail vehicle charging system. Background Technology

[0002] With the development of new energy technologies, rail vehicles have begun to use new energy sources as their power source to achieve more environmentally friendly and efficient operation. Typically, rail vehicles need to be parked under charging tracks along the track to recharge, ensuring their driving range.

[0003] However, because the positions of the positive and negative guide rails of the charging track are fixed during the initial construction phase, the polarity of the pantograph on the rail vehicle is also fixed accordingly. Thus, the rail vehicle can only be charged normally when parked under the charging track in a predetermined direction; otherwise, a short circuit between the positive and negative terminals will occur during charging. Consequently, if the rail vehicle is not parked under the charging track in the predetermined direction, it needs to be turned around to reverse the direction before normal charging can begin. This severely impacts the transportation efficiency of the rail vehicles. Summary of the Invention

[0004] This application provides a rail vehicle charging system that ensures that rail vehicles can be charged normally regardless of their orientation when parked under the charging track, which is convenient, fast, and improves the transportation efficiency of rail vehicles.

[0005] In a first aspect, this application provides a rail vehicle charging system, which 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.

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

[0007] The combiner cabinet is used to control the switching circuit in the combiner cabinet to switch between a first connected state and a second connected state according to the charging command.

[0008] The vehicle controller is also used to determine whether there is an abnormality in the switching circuit when the switching circuit switches between the first connected state and the second connected state. If there is an abnormality in the switching circuit, the controller controls the rail vehicle to exit the charging mode. If there is no abnormality in the switching circuit, the controller transmits a first control command to the combiner cabinet.

[0009] The combiner cabinet is also used to turn on the first switching circuit in the combiner cabinet according to the first control command;

[0010] The vehicle controller is also used to monitor whether the voltage difference between the positive and negative terminals of the combiner cabinet is greater than zero after the first switching circuit is turned on, obtain the monitoring result, and send a second control command to the charging device according to the monitoring result. The monitoring result is used to characterize whether the switching circuit has been switched.

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

[0012] The rail vehicle charging system provided in the first aspect allows the vehicle controller to determine the rail vehicle's direction of travel after the battery unit connects to the combiner cabinet when the rail vehicle enters charging mode. Based on this direction, the controller transmits a charging command to the combiner cabinet. The combiner cabinet then controls its switching circuit to switch between a first and second connected state according to the charging command. When the switching circuit switches between these states, the vehicle controller checks for any abnormalities. If an abnormality is found, the vehicle exits charging mode; otherwise, it transmits a first control command to the combiner cabinet. The combiner cabinet then activates its first switching circuit according to the first control command. After the first switching circuit is activated, the vehicle controller monitors the voltage difference between the positive and negative terminals of the combiner cabinet to determine if the switching circuit has completed its switching process. Based on this, the controller sends a second control command to the charging device. The charging device then activates or deactivates according to the second control command to determine if the rail vehicle has entered the charging phase. Because the switching circuit switches between the first and second connected states, the polarity of the charging device matches that of the battery device, allowing the rail vehicle to charge normally regardless of its direction of travel when parked under the charging track. Therefore, the rail vehicle can charge without needing to turn around twice, improving its transportation efficiency.

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

[0014] The input terminal of the switching circuit is electrically connected to the charging device, the output terminal of the switching circuit is electrically connected to the first terminal of the first switching circuit, the second terminal of the first switching circuit is electrically connected to the first terminal of the second switching circuit, and the second terminal of the second switching circuit is electrically connected to the battery device.

[0015] The second switching circuit is used to be turned on according to the third control command obtained from the vehicle controller, so as to connect the battery device and the combiner cabinet;

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

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

[0018] In one possible design, the vehicle controller is specifically used to determine whether the switching circuit has a first abnormal condition by monitoring whether the first voltage detection point and the third voltage detection point are conducting, and whether the second voltage detection point and the fourth voltage detection point are conducting; if the switching circuit has a first abnormal condition, the controller controls the rail vehicle to exit the charging mode; if the switching circuit does not have a first abnormal condition, the controller determines whether the switching circuit has a second abnormal condition by monitoring whether the first voltage detection point and the fourth voltage detection point are conducting, and whether the second voltage detection point and the third voltage detection point are conducting, wherein the abnormal condition includes both the first abnormal condition and the second abnormal condition, the first voltage detection point and the third voltage detection point are respectively located at the two ends of the first switching transistor, and the second voltage detection point and the fourth voltage detection point are located at the two ends of the second switching transistor.

[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 switching circuit has a first abnormal condition if it is detected that the first voltage detection point and the third voltage detection point are not conducting, and the second voltage detection point and the fourth voltage detection point are not conducting; determine that the switching circuit does not have the first abnormal condition if it is detected that the first voltage detection point and the third voltage detection point are conducting, and the second voltage detection point and the fourth voltage detection point are conducting; or, determine that the switching circuit has a second abnormal condition if it is detected that the first voltage detection point and the fourth voltage detection point are conducting, and the second voltage detection point and the third voltage detection point are conducting; determine that the switching circuit does not have a second abnormal condition if it is detected that the first voltage detection point and the fourth voltage detection point are not conducting, and the second voltage detection point and the third voltage detection point are not conducting.

[0020] or,

[0021] The vehicle controller is specifically configured to, when the switching circuit switches to the second connected state, determine that the switching circuit has a first abnormal condition if it detects 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; determine that the switching circuit does not have the first abnormal condition if it detects 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; or, determine that the switching circuit has a second abnormal condition if it detects 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; and determine that the switching circuit does not have a second abnormal condition if it detects 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.

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

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

[0024] In one possible design, the first switching circuit includes a fifth switching transistor and a sixth switching transistor;

[0025] The first end of the fifth switch is electrically connected to the second end of the first switch, the second end of the fifth switch is electrically connected to the first negative terminal of the second switch circuit, the first end of the sixth switch is electrically connected to the second end of the second switch, the second end of the sixth switch is electrically connected to the first positive terminal of the second switch circuit, and the control terminals of the fifth and sixth switches are both electrically connected to the vehicle controller.

[0026] Alternatively, the second switching circuit includes a seventh switching transistor and an eighth switching transistor;

[0027] The first end of the seventh switch is electrically connected to the second end of the fifth switch, the first end of the eighth switch is electrically connected to the second end of the sixth switch, and the control ends of the seventh and eighth switches 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 converter;

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

[0030] The vehicle controller is also used to obtain the interface information of the charging device from the monitoring device, and according to the interface information, to stop or tow the rail vehicle directly below the charging track of the charging device, and to control the rail vehicle to enter the charging mode.

[0031] The vehicle controller is also used to raise the pantograph on the rail vehicle in the charging mode and transmit a first communication command to the frequency converter.

[0032] The frequency converter is used to transmit a first indication instruction to the vehicle controller according to the first communication instruction, wherein the first indication instruction is used to indicate that the rail vehicle is in a state of no power output.

[0033] The vehicle controller is also used to transmit a fourth control command to the combiner cabinet according to the first instruction;

[0034] The combiner cabinet is used to control the third switch circuit in the combiner cabinet to turn off according to the fourth control command, so as to disconnect the frequency converter from the combiner cabinet;

[0035] The vehicle controller is also used to transmit a second communication command to the battery device after the frequency converter is disconnected from the combiner cabinet;

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

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

[0038] In one possible design, the vehicle controller is specifically used to obtain motor operation data of the rail vehicle within a preset time period before stopping when the rail vehicle stops directly below the charging track, and when the battery device is connected to the combiner cabinet, and determine the driving direction based on the motor operation data.

[0039] Alternatively, the vehicle controller is specifically used to, when the rail vehicle is towed directly below the charging track and the battery device is connected to the combiner cabinet, obtain a first distance from the first radar of the rail vehicle and a second distance from the 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 located at opposite ends of the rail vehicle.

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

[0042] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a schematic diagram of the structure of a rail vehicle charging system provided in an embodiment of this application;

[0045] Figure 2 for Figure 1 A schematic diagram of the structure of a junction box in the first direction;

[0046] Figure 3 for Figure 1 A schematic diagram of a junction box in the second direction;

[0047] Figure 4 A schematic diagram of the structure of a rail vehicle for which a rail vehicle charging system is applied, provided in an embodiment of this application;

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

[0049] Figure 6 This application provides a schematic diagram illustrating a workflow for determining the direction of travel in a rail vehicle charging system, as shown in the embodiments of this application.

[0050] Figure 7 This is a schematic diagram illustrating another workflow of how a rail vehicle charging system determines its direction of travel, provided as an embodiment of this application.

[0051] Figure 8 This application provides a schematic diagram illustrating a workflow of how a rail vehicle charging system enters the charging phase.

[0052] Figure 9 This is a schematic diagram illustrating another workflow of how a rail vehicle charging system enters the charging phase, as provided in an embodiment of this application. Detailed Implementation

[0053] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c alone can mean: a alone, b alone, c alone, a combination of a and b, a combination of a and c, a combination of b and c, or a, b, and c, where a, b, and c can be single or multiple. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0054] The terms “center,” “longitudinal,” “lateral,” “up,” “down,” “left,” “right,” “front,” and “rear,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0055] The terms "connected" and "connected" should be interpreted broadly. For example, in circuit structures, "connected" or "connected" can refer not only to physical connections but also to electrical or signal connections. This could be a direct connection (physical connection) or an indirect connection via at least one intermediate component, as long as the circuit is connected. It could also refer to the internal connection between two components. Similarly, a signal connection can refer to a connection via a circuit or a medium, such as radio waves. Those skilled in the art will understand the specific meaning of these terms in this application based on the specific circumstances.

[0056] Reference Figure 1 , Figure 1 This is a schematic diagram of a rail vehicle charging system provided in an embodiment of this 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. 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, after the battery device 300 is connected to the combiner cabinet 200, and transmit charging instructions to the combiner cabinet 200 according to the direction of travel.

[0058] Specifically, when the driving direction is the first direction, the charging command is the first charging command, i.e., a forward charging command. When the driving direction is the second direction, the charging command is the second charging command, i.e., a reverse charging command.

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

[0060] Because the switching circuit 210 switches between the first and second connected states, the polarity of the rail vehicle charging device 400 matches that of the battery device 300. Therefore, the rail vehicle can charge normally regardless of its direction of travel when parked under the charging track, without needing to turn around twice, making charging convenient and quick. This improves the transportation efficiency of the rail vehicle.

[0061] Among them, the combiner cabinet 200 is also called the 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 connected state and the second connected state. If there is an abnormality in the switching circuit 210, the controller controls the rail vehicle to exit the charging mode. If there is no abnormality in the switching circuit 210, the controller transmits the first control command to the combiner cabinet 200.

[0063] The combiner cabinet 200 is also used to control the first switching circuit 220 in the combiner cabinet 200 to be turned on according to the first control command.

[0064] The vehicle controller 100 is also used 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 switching circuit 220 is turned on, obtain the monitoring result, and send a second control command to the charging device 400 according to the monitoring result.

[0065] The monitoring results are used to characterize whether the switching circuit 210 has completed the switching process.

[0066] Specifically, 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 used to turn on or off according to a second control command to transmit electrical 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 command, for example, refers to a charging preparation completion message. Upon receiving the second control command, the charging device 400 checks whether its input voltage is abnormal. If the input voltage of the charging device 400 is normal, the charging device 400 activates its internal output circuit breaker, i.e., the charging device 400 is activated, allowing the rail vehicle to enter the charging phase.

[0069] When the monitoring results indicate that the switching circuit 210 has not completed the switching process, the charging device 400 is turned off, causing the rail vehicle to stop entering the charging phase.

[0070] The rail vehicle charging system provided in this application, when the rail vehicle enters charging mode, determines the rail vehicle's travel direction after the battery device is connected to the combiner cabinet, and transmits a charging command to the combiner cabinet according to the travel direction. The combiner cabinet then controls the switching circuit within it to switch between a first connected state and a second connected state according to the charging command. When the switching circuit switches between the first and second connected states, the vehicle controller determines whether there is an abnormality in the switching circuit. If an abnormality is found, the vehicle exits the charging mode; if no abnormality is found, a first control command is transmitted to the combiner cabinet. Subsequently, the first switching circuit in the combiner cabinet is turned on according to the first control command. Based on this, after the first switching circuit is turned on, the vehicle controller monitors whether the voltage difference between the positive and negative terminals of the combiner cabinet is greater than zero, obtaining a monitoring result indicating whether the switching circuit has completed switching, and sends a second control command to the charging device based on the monitoring result. Thus, the charging device turns on or off according to the second control command to determine whether the rail vehicle has entered the charging stage. Because the switching circuit switches between the first and second connected states, the polarity of the charging device matches that of the battery device, allowing the rail vehicle to charge normally regardless of its direction of travel when parked under the charging track. Therefore, the rail vehicle can charge without needing to turn around twice, improving its transportation efficiency.

[0071] Based on the description of the above embodiments, an exemplary possible implementation of the combiner cabinet 200 is provided. (Refer to...) Figure 2 and Figure 3 , Figure 2 for Figure 1 A schematic diagram of the structure of a junction box in the first direction. Figure 3 for Figure 1 A schematic diagram of a junction box in the second direction. (See diagram for example.) Figure 2 and Figure 3 As shown, the combiner cabinet 200 includes: a switching circuit 210, a first switching circuit 220, and a second switching circuit 230.

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

[0073] The second switching circuit 230 is used to be turned on according to the third control command obtained from the vehicle controller 100, so as to connect the battery device 300 and the combiner cabinet 200.

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

[0075] The first switching circuit 220 is used to be turned on according to the first control command 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 the switching circuit 210 has a first abnormal condition by monitoring whether the first voltage detection point V1 and the third voltage detection point V3 are conducting, and whether the second voltage detection point V2 and the fourth voltage detection point V4 are conducting; if the switching circuit 210 has a first abnormal condition, the rail vehicle is controlled to exit the charging mode; if the switching circuit 210 does not have a first abnormal condition, the switching circuit 210 is determined to have a second abnormal condition by monitoring whether the first voltage detection point V1 and the fourth voltage detection point V4 are conducting, and whether the second voltage detection point V2 and the third voltage detection point V3 are conducting. The abnormal conditions include the first abnormal condition and the second abnormal condition, where the first voltage detection point V1 and the third voltage detection point V3 are located at the two ends of the first switching transistor S1, and the second voltage detection point V2 and the fourth voltage detection point V4 are located at the two ends of the second switching transistor S2.

[0077] For example, the vehicle controller 100 is specifically configured to, when the switching circuit 210 switches to the first connected state, determine that the switching circuit 210 has a first abnormal condition if it detects that the first voltage detection point V1 and the third voltage detection point V3 are not conducting, and the second voltage detection point V2 and the fourth voltage detection point V4 are not conducting; or, if it detects that the first voltage detection point V1 and the third voltage detection point V3 are conducting, and the second voltage detection point V2 and the fourth voltage detection point V4 are conducting, determine that the switching circuit 210 does not have a first abnormal condition; or, if it detects that the first voltage detection point V1 and the fourth voltage detection point V4 are conducting, and the second voltage detection point V2 and the third voltage detection point V3 are conducting, determine that the switching circuit 210 has a second abnormal condition; or, if it detects that the first voltage detection point V1 and the fourth voltage detection point V4 are not conducting, and the second voltage detection point V2 and the third voltage detection point V3 are not conducting, determine that the switching circuit 210 does not have a second abnormal condition.

[0078] The vehicle controller 100 is specifically configured to determine that the switching circuit 210 has a first abnormal condition when the switching circuit 210 switches to the second connected state, if it detects that the first voltage detection point V1 and the third voltage detection point V3 are conducting, and the second voltage detection point V2 and the fourth voltage detection point V4 are conducting; if it detects that the first voltage detection point V1 and the third voltage detection point V3 are not conducting, and the second voltage detection point V2 and the fourth voltage detection point V4 are not conducting, then it determines that the switching circuit 210 does not have a first abnormal condition; or, if it detects that the first voltage detection point V1 and the fourth voltage detection point V4 are not conducting, and the second voltage detection point V2 and the third voltage detection point V3 are not conducting, then it determines that the switching circuit 210 has a second abnormal condition; if it detects that the first voltage detection point V1 and the fourth voltage detection point V4 are conducting, and the second voltage detection point V2 and the third voltage detection point V3 are conducting, then it determines that the switching circuit 210 does not have a second abnormal condition.

[0079] Based on the description of the above embodiments, an exemplary possible implementation of the switching circuit 210 is provided. For example... Figure 2 and Figure 3 As shown, the switching circuit 210 includes: a first switch S1, a second switch S2, a third switch S3, and a fourth switch S4.

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

[0081] Based on the description of the above embodiments, an exemplary possible implementation of the first switching circuit 220 is provided. For example... Figure 2 and Figure 3 As shown, the first switching circuit 220 includes a fifth switching transistor S5 and a sixth switching transistor S6.

[0082] The first end of the fifth switch S5 is electrically connected to the second end of the first switch S1. The second end of the fifth switch S5 is electrically connected to the first negative terminal of the second switch circuit 230. The first end of the sixth switch S6 is electrically connected to the second end of the second switch S2. The second end of the sixth switch S6 is electrically connected to the first positive terminal of the second switch circuit 230. The control terminals of the fifth switch S5 and the sixth switch S6 are both electrically connected to the vehicle controller 100.

[0083] Based on the description of the above embodiments, an exemplary possible implementation of the second switching circuit 230 is provided. For example... Figure 2 and Figure 3 As shown, the second switching circuit 230 includes a seventh switching transistor S7 and an eighth switching transistor S8.

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

[0085] Based on the description of the above embodiments, an exemplary possible implementation of the rail vehicle charging system 1000 is provided. Figure 1 As shown, the rail vehicle charging system 1000 also includes a monitoring device 500 and a frequency converter 600.

[0086] Both the frequency converter 600 and the monitoring device 500 are connected to the vehicle controller 100, and the frequency converter 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, to park or tow the rail vehicle directly below the charging track of the charging device 400, and to control the rail vehicle to enter the charging mode.

[0088] Interface information refers to the visual information used to guide the parking alignment of rail vehicles, provide feedback on equipment status, and offer operational instructions. The interface information aims to assist drivers in accurate positioning and ensure proper docking of the charging track and the rail vehicle. Typically, interface information includes: parking alignment guidance, equipment status feedback, and operational procedure guidance.

[0089] "Parking the rail vehicle directly under the charging rail" means the rail vehicle actively parks itself directly under the charging rail. "Towing the rail vehicle directly under the charging rail" means the rail vehicle is towed to the location by an external vehicle.

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

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

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

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

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

[0095] Disconnecting the frequency converter 600 from the combiner cabinet 200 can prevent the rail vehicle from running dangerously during the charging process.

[0096] The vehicle controller 100 is also used to transmit a second communication command to the battery device 300 after the inverter 600 is disconnected from the combiner cabinet 200.

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

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

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

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

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

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

[0103] The first radar 700 is located at one end of the rail vehicle, typically meaning the end of the rail vehicle facing forward, i.e., at the front. The second radar 800 is located at the other end of the rail vehicle, typically meaning the end of the rail vehicle facing backward, i.e., at the rear.

[0104] The first radar 700 measures the distance between the rail vehicle and obstructions in front. The second radar 800 measures the distance between the rail vehicle and obstructions behind. Typically, the rail vehicle detaches its rear carriages when entering a charging station. Therefore, the measurement distances of both the first radar 700 and the second radar 800 are beyond their range.

[0105] In some examples, the vehicle controller 100 is specifically used to determine the driving direction as 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 the driving direction as a second direction when the number of forward rotations of the motor is less than the number of reverse rotations of the motor, wherein 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 the driving direction as a first direction when the first distance L1 is less than the second distance L2, or to determine the driving direction as a second direction when the first distance L1 is greater than the second distance L2, wherein the first direction and the second direction are opposite to each other.

[0108] Reference Figure 4 , Figure 4 This is a schematic diagram of the structure of a rail vehicle for the application of a rail vehicle charging system, as provided in an embodiment of this application. Figure 4 As shown, the rail vehicle has two driver's cabs, designated as the first and second driver's cabs. Simultaneously, a first radar 700 and a second radar 800 for distance measurement are installed at both the front and rear ends of the rail vehicle. Typically, a pantograph is mounted on the roof of the rail vehicle, with the charging rail directly above it. A camera from a monitoring device 500 is installed behind the pantograph, allowing the driver to accurately park the rail vehicle directly below the charging rail using the image provided by the monitoring device 500. Figure 5 As shown, Figure 5 This is a front view of a rail vehicle positioned directly beneath a charging track, as provided in an embodiment of this application. This allows the rail vehicle to be charged after it has been parked directly beneath the charging track and the pantograph has been raised, transmitting the voltage from the charging track to the combiner cabinet 200.

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

[0110] The following example illustrates how the rail vehicle charging system 1000 determines the direction of travel by showing a rail vehicle actively driving into the charging track of the charging device 400 from the first driver's cab and stopping directly below the charging track.

[0111] Reference Figure 6 , Figure 6 This is a schematic diagram illustrating the workflow of a rail vehicle charging system provided in an embodiment of this application. Figure 6 As shown, when a rail vehicle actively enters the charging track of the charging device 400, as the rail vehicle approaches the charging track, the monitoring device 500 transmits the interface information of the charging device 400 in real time. This allows the driver to obtain the interface information from the monitoring device 500 by operating the vehicle controller 100, gradually bringing the rail vehicle to a stop 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. Then, as the frequency converter 600 transmits a first indication command to the vehicle controller 100 to indicate that the rail vehicle is in a state of no power output, the vehicle controller 100 transmits a fourth control command to the combiner cabinet 200, causing the third switch circuit 240 to shut off, disconnecting the frequency converter 600 from the combiner cabinet 200. In other words, after disconnecting the load end of the rail vehicle, the vehicle controller 100 transmits a second communication command to the battery device 300, enabling communication between the vehicle controller 100 and the battery device 300 to confirm that the battery device is in a normal state, i.e., it can be charged normally. Based on this, the vehicle controller 100 detects the switching state of the second switching circuit 230. If the second switching circuit 230 is in the open state, the vehicle controller 100 controls the second switching circuit 230 to turn on, connecting the battery device 300 to the combiner cabinet 200, so that there is voltage on the busbar in the combiner cabinet. Since the rail vehicle actively drives into 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, for example, 5 minutes, before the vehicle stops from the frequency converter 600. If the number of forward rotations of the motor in the motor operation data is greater than the number of reverse rotations, the vehicle controller 100 determines that the rail vehicle is moving forward from the first cab, i.e., entering the charging track of the charging device 400 in the first direction, thus putting the rail vehicle into forward charging mode. If the number of forward rotations of the motor is greater than the number of reverse rotations, the vehicle controller 100 determines that the rail vehicle is moving backward from the first cab, i.e., entering the charging track of the charging device 400 in the second direction, thus putting the rail vehicle into reverse charging mode.

[0112] in, Figure 7This is a schematic diagram illustrating another workflow of how a rail vehicle charging system determines its direction of travel, as provided in an embodiment of this application. Since the workflow of how the rail vehicle charging system 1000 determines its direction of travel when the rail vehicle is towed to the charging track of the charging device 400 is similar to the workflow when the rail vehicle is actively parked directly below the charging track, it will not be described in detail here.

[0113] The following example illustrates how the rail vehicle charging system 1000 enters the charging phase, using the case where a rail vehicle actively drives into the charging track of the charging device 400 from the first driver's cab and is in forward charging mode.

[0114] Reference Figure 8 , Figure 8 This is a schematic diagram illustrating the workflow of a rail vehicle charging system entering the charging phase, as provided in an embodiment of this application. Figure 8As shown, after the rail vehicle enters the forward charging mode, the vehicle controller 100 can transmit a first charging command to the switching circuit 210. Upon receiving the first charging command, the switching circuit 210 can control the first switch S1 and the second switch S2 to conduct, and control the third switch S3 and the fourth switch S4 to turn off, thus switching the switching circuit 210 to the first connected state. Simultaneously, the vehicle controller 100 monitors whether the first voltage detection point V1 and the third voltage detection point V3 are conducting, and whether the second voltage detection point V2 and the fourth voltage detection point V4 are conducting, to determine if there is a first abnormality in the switching circuit 210. If there is no first abnormality in the switching circuit 210, then by monitoring whether the first voltage detection point V1 and the fourth voltage detection point V4 are conducting, and whether the second voltage detection point V2 and the third voltage detection point V3 are conducting, it determines if there is a second abnormality in the switching circuit 210. If there is no second abnormality in the switching circuit 210, that is, if there is no abnormality in the switching circuit 210, the vehicle controller 100 can transmit a first control command to the combiner cabinet 200. After the combiner cabinet 200 receives the first control command, the first switching circuit 220 is turned on. Then, after the first switching 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 the 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 obtained monitoring result indicates that the switching circuit 210 has completed switching, so that the vehicle controller 100 can send a charging preparation completion message to the charging device 400, that is, the second control command. 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 there is an abnormality in the switching circuit 210, and the charging device 200 is controlled to stop charging, so that the rail vehicle stops entering the charging stage.

[0115] Based on this, upon receiving the charging preparation completion message, the charging device 400 checks whether the input terminal voltage is abnormal. If the input terminal voltage of the charging device 400 is normal, the charging device 400 activates its internal output circuit breaker, allowing the rail vehicle to enter the charging phase.

[0116] in, Figure 9 This is a schematic diagram illustrating another workflow of how a rail vehicle charging system enters the charging phase, as provided in an embodiment of this application. Since the workflow of how the rail vehicle charging system 1000 enters the charging phase when the rail vehicle actively drives into the charging track of the charging device 400 from the first driver's 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 rail vehicle actively drives into the charging track of the charging device 400 from the first driver's cab 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 covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A charging system for rail vehicles, 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 used to determine the direction of travel of the rail vehicle when the rail vehicle enters the charging mode and the battery device is connected to the combiner cabinet, and to transmit a charging command to the combiner cabinet according to the direction of travel. The combiner cabinet is used to control the switching circuit in the combiner cabinet to switch between a first connected state and a second connected state according to the charging command. The vehicle controller is also used to determine whether there is an abnormality in the switching circuit when the switching circuit switches between the first connected state and the second connected state. If there is an abnormality in the switching circuit, the controller controls the rail vehicle to exit the charging mode. If there is no abnormality in the switching circuit, the controller transmits a first control command to the combiner cabinet. The combiner cabinet is also used to control the first switching circuit in the combiner cabinet to be turned on according to the first control command; The vehicle controller is also used to monitor whether the voltage difference between the positive and negative terminals of the combiner cabinet is greater than zero after the first switching circuit is turned on, obtain the monitoring result, and send a second control command to the charging device according to the monitoring result. The monitoring result is used to characterize whether the switching circuit has been switched. The charging device is used to turn on or off according to the second control command to determine whether the rail vehicle has entered the charging stage. The combiner cabinet includes: a switching circuit; The switching circuit is configured to control the first and second switching transistors in the switching circuit to be turned on and the third and fourth switching transistors in the switching circuit to be turned off when the charging command is the first charging command, so as to switch to the first connected state; or, when the charging command is the second charging command, control the third and fourth switching transistors to be turned on and the first and second switching transistors to be turned off, so as to switch to the second connected state. The vehicle controller is specifically used to determine whether the switching circuit has a first abnormal condition by monitoring whether the first voltage detection point and the third voltage detection point are conducting, and whether the second voltage detection point and the fourth voltage detection point are conducting; if the switching circuit has a first abnormal condition, the controller controls the rail vehicle to exit the charging mode; if the switching circuit does not have a first abnormal condition, the controller determines whether the switching circuit has a second abnormal condition by monitoring whether the first voltage detection point and the fourth voltage detection point are conducting, and whether the second voltage detection point and the third voltage detection point are conducting. The abnormal condition includes the first abnormal condition and the second abnormal condition, wherein the first voltage detection point and the third voltage detection point are respectively located at the two ends of the first switching transistor, and the second voltage detection point and the fourth voltage detection point are located at the two ends of the second switching transistor.

2. The system according to claim 1, characterized in that, The combiner cabinet includes: a first switching circuit and a second switching circuit; The input terminal of the switching circuit is electrically connected to the charging device, the output terminal of the switching circuit is electrically connected to the first terminal of the first switching circuit, the second terminal of the first switching circuit is electrically connected to the first terminal of the second switching circuit, and the second terminal of the second switching circuit is electrically connected to the battery device. The second switching circuit is used to be turned on according to the third control command obtained from the vehicle controller, so as to connect the battery device and the combiner cabinet; The first switching circuit is configured to be turned on according to the first control command to connect the battery device and the charging device.

3. The system according to claim 2, characterized in that, The vehicle controller is specifically used to determine that the switching circuit has the first abnormal situation when the switching circuit is switched to the first connected state and the first voltage detection point and the third voltage detection point are not connected, as well as the second voltage detection point and the fourth voltage detection point are not connected. If the first voltage detection point and the third voltage detection point are detected to be conducting, and the second voltage detection point and the fourth voltage detection point are detected to be conducting, then it is determined that the switching circuit does not have the first abnormal situation. Alternatively, if the first voltage detection point and the fourth voltage detection point are detected to be conducting, and the second voltage detection point and the third voltage detection point are detected to be conducting, then it is determined that there is a second abnormal situation in the switching circuit; If the first voltage detection point and the fourth voltage detection point are not conducting, and the second voltage detection point and the third voltage detection point are not conducting, then it is determined that there is no second abnormal situation in the switching circuit; or, The vehicle controller is specifically used to determine that the switching circuit has the first abnormal situation when the switching circuit is switched to the second connected state and the first voltage detection point and the third voltage detection point are detected to be conducting, and the second voltage detection point and the fourth voltage detection point are detected to be conducting. If the first voltage detection point and the third voltage detection point are not conducting, and the second voltage detection point and the fourth voltage detection point are not conducting, then it is determined that the switching circuit does not have the first abnormal situation. Alternatively, if the first voltage detection point and the fourth voltage detection point are not conducting, and the second voltage detection point and the third voltage detection point are not conducting, then it is determined that there is a second abnormal situation in the switching circuit; If the first voltage detection point and the fourth voltage detection point are detected to be conducting, and the second voltage detection point and the third voltage detection point are detected to be conducting, then it is determined that there is no second abnormal situation in the switching circuit.

4. The system according to claim 2, characterized in that, The switching circuit includes: a first switching transistor, a second switching transistor, a third switching transistor, and a fourth switching transistor; The first end of the first switch transistor and the first end of the third switch transistor are both electrically connected to the negative terminal of the charging device. The second end of the first switch transistor and the second end of the fourth switch transistor are both electrically connected to the first negative terminal of the first switching circuit. The first end of the second switch transistor and the first end of the fourth switch transistor are both electrically connected to the positive terminal of the charging device. The second end of the second switch transistor and the second end of the third switch transistor are both electrically connected to the first positive terminal of the first switching circuit. The control terminals of the first switch transistor, the second switch transistor, the third switch transistor, and the fourth switch transistor are all electrically connected to the vehicle controller.

5. The system according to claim 2, characterized in that, The first switching circuit includes: a fifth switching transistor and a sixth switching transistor; The first end of the fifth switch is electrically connected to the second end of the first switch, the second end of the fifth switch is electrically connected to the first negative terminal of the second switch circuit, the first end of the sixth switch is electrically connected to the second end of the second switch, the second end of the sixth switch is electrically connected to the first positive terminal of the second switch circuit, and the control terminals of the fifth and sixth switches are both electrically connected to the vehicle controller. Alternatively, the second switching circuit includes a seventh switching transistor and an eighth switching transistor; The first end of the seventh switch is electrically connected to the second end of the fifth switch, the first end of the eighth switch is electrically connected to the second end of the sixth switch, and the control ends of the seventh and eighth switches are both electrically connected to the vehicle controller.

6. The system according to any one of claims 1-5, characterized in that, The rail vehicle charging system also includes: a monitoring device and a frequency converter; Both the frequency converter and the monitoring device are connected to the vehicle controller, and the frequency converter is also electrically connected to the combiner cabinet; The vehicle controller is also used to obtain the interface information of the charging device from the monitoring device, and according to the interface information, to stop or tow the rail vehicle directly below the charging track of the charging device, and to control the rail vehicle to enter the charging mode. The vehicle controller is also used to raise the pantograph on the rail vehicle in the charging mode and transmit a first communication command to the frequency converter. The frequency converter is used to transmit a first indication instruction to the vehicle controller according to the first communication instruction, wherein the first indication instruction is used to indicate that the rail vehicle is in a state of no power output. The vehicle controller is also used to transmit a fourth control command to the combiner cabinet according to the first instruction; The combiner cabinet is used to control the third switch circuit in the combiner cabinet to turn off according to the fourth control command, so as to disconnect the frequency converter from the combiner cabinet; The vehicle controller is also used to transmit a second communication command to the battery device after the frequency converter is disconnected from the combiner cabinet; The battery device is used to transmit a second indication instruction to the vehicle controller according to the second communication instruction, the second indication instruction being used to indicate that the battery device is in a normal state; The vehicle controller is further configured to generate a third control command based on the second instruction.

7. The system according to claim 6, characterized in that, The vehicle controller is specifically used to obtain motor operation data of the rail vehicle within a preset time before stopping when the rail vehicle stops directly below the charging track, and when the battery device is connected to the combiner cabinet, and to determine the driving direction based on the motor operation data. Alternatively, the vehicle controller is specifically used to, when the rail vehicle is towed directly below the charging track and the battery device is connected to the combiner cabinet, obtain a first distance from the first radar of the rail vehicle and a second distance from the 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 located at opposite ends of the rail vehicle.

8. The system according to claim 7, characterized in that, The vehicle controller is specifically used to determine the driving direction as 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 the driving direction as a second direction when the number of forward rotations of the motor is less than the number of reverse rotations of the motor, wherein the first direction and the second direction are opposite to each other.

9. The system according to claim 7, characterized in that, The vehicle controller is specifically used to determine the driving direction as a first direction when the first distance is less than the second distance, or to determine the driving direction as a second direction when the first distance is greater than the second distance, wherein the first direction and the second direction are opposite to each other.

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