Railway vehicle

Abstract

The invention provides a rail vehicle, and relates to the technical field of rail transit. According to the railway vehicle, a plurality of battery box bodies are arranged at the top of a vehicle body, and a fireproof layer is arranged between the top of the vehicle body and the battery box bodies; a battery pack and a battery management module are arranged in each battery box body, the battery packs are electrically connected with a vehicle load, and the battery packs are used for supplying power to the vehicle load; the battery management module is used for monitoring the working state of the battery pack and sending battery monitoring data to the whole vehicle control module; the battery management module is further used for receiving the control instruction of the whole vehicle control module and adjusting the working state of the battery pack according to the control instruction. According to the railway vehicle, the battery box body is arranged at the top of the vehicle body, and the fireproof layer is arranged, so that the harm of a battery fire to the vehicle body and passengers can be effectively reduced; an independent battery management module is configured for each battery pack, so that the vehicle can still operate normally under the condition that part of the battery management modules fail.

Description

Technical Field

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

[0002] Currently, with the deepening implementation of the concept of sustainable development, the development and research of new energy green transportation in the field of rail transit is gradually advancing. Among them, power batteries are the core component of new energy rail transit vehicles, providing continuous power support for vehicle operation.

[0003] However, the application of power batteries in rail transit vehicles still faces some unresolved issues. Due to the limited installation space, power batteries lack safety design considerations, making it difficult to fully guarantee the safety of power batteries in actual use environments. Summary of the Invention

[0004] The present application provides a rail vehicle to solve the problem of potential safety hazards in the actual use of power batteries of existing rail vehicles.

[0005] The present application provides a rail vehicle, comprising:

[0006] A vehicle body and a plurality of battery boxes, wherein the plurality of battery boxes are arranged on the top of the vehicle body, and a fireproof layer is provided between the top of the vehicle body and the plurality of battery boxes;

[0007] A battery pack and a battery management module are provided in each of the plurality of battery boxes. The battery pack is electrically connected to the vehicle load and is used to power the vehicle load. The battery management module is communicatively connected to the battery pack and is also communicatively connected to the vehicle control module.

[0008] The battery management module is used to monitor the working status of the battery pack and send battery monitoring data to the vehicle control module; the battery management module is also used to receive control instructions from the vehicle control module and adjust the working status of the battery pack according to the control instructions.

[0009] In one possible design, the battery management module includes: a primary main control unit, a secondary main control unit, and a slave control unit, the primary main control unit is communicatively connected to the vehicle control module, and the secondary main control unit is communicatively connected to both the primary main control unit and the slave control unit;

[0010] The primary main control unit is used to receive the battery monitoring data sent by the secondary main control unit, send the battery monitoring data to the vehicle control module, and receive control instructions sent by the vehicle control module;

[0011] The secondary main control unit is used to receive the battery information sent by the slave control unit, and determine the battery monitoring data according to the battery information and send it to the primary main control unit;

[0012] The battery pack includes multiple connected battery packs, and there are multiple slave control units. The multiple slave control units are arranged in a one-to-one correspondence with the multiple battery packs. The slave control units are installed in the battery packs. The slave control units are used to collect battery information of the battery packs and send the battery information to the secondary main control unit.

[0013] In one possible design, a charge-discharge contactor is provided in series on the connection line between the negative electrode of the battery pack and the vehicle load; a bidirectional charge-discharge control circuit is provided in parallel with the charge-discharge contactor;

[0014] The bidirectional charge and discharge control circuit includes: a protection contactor and a diode, wherein the protection contactor and the diode are arranged in series; the cathode of the diode is connected to the negative electrode of the battery pack, and the anode of the diode is connected to the vehicle load through the protection contactor;

[0015] The charging and discharging contactor and the protection contactor are both communicatively connected to the primary main control unit;

[0016] The secondary main control unit is further configured to send a mutual charging blocking request to the primary main control unit in response to determining that the voltage difference between any two battery groups is greater than a preset voltage value;

[0017] The secondary main control unit is further configured to control the charge and discharge contactor connected to one of the battery packs to be disconnected and the protection contactor to be closed based on the mutual charging blocking request.

[0018] In one possible design, the battery box is further provided with a fire prevention device, which includes:

[0019] A fire extinguisher, a temperature sensor, and a smoke sensor, wherein the fire extinguisher, the temperature sensor, and the smoke sensor are all communicatively connected to the battery management module; the temperature sensor is used to detect the temperature value inside the battery box, and the smoke sensor is used to detect the smoke concentration inside the battery box;

[0020] The battery management module is used to receive the temperature value sent by the temperature sensor and the smoke concentration sent by the smoke sensor; in response to the temperature value being greater than a preset temperature threshold and / or the smoke concentration being greater than a preset smoke concentration value, send a fire alarm to the vehicle control module and / or control the fire extinguishing tank to spray fire extinguishing agent.

[0021] In one possible design, the battery management module, in response to the temperature value being greater than a preset temperature threshold and / or the smoke concentration being greater than a preset smoke concentration value, sends a fire alarm to the vehicle control module and / or controls the fire extinguishing tank to spray a fire extinguishing agent, is specifically configured to:

[0022] In response to the temperature value being greater than a preset temperature threshold or the smoke concentration being greater than a preset smoke concentration value, sending a first-level fire alarm to the vehicle control module;

[0023] In response to the temperature value being greater than a preset temperature threshold and the smoke concentration being greater than a preset smoke concentration value, a secondary fire alarm is sent to the vehicle control module and the fire extinguishing tank is controlled to spray fire extinguishing agent.

[0024] In one possible design, the battery management module, when sending a secondary fire alarm to the vehicle control module and controlling the fire extinguishing tank to spray the fire extinguishing agent, is specifically used to:

[0025] Sending a secondary fire alarm to the vehicle control module;

[0026] After a preset time of issuing the secondary fire alarm, the fire extinguishing tank is controlled to spray the fire extinguishing agent.

[0027] In one possible design, the fire protection device further includes:

[0028] a combustible gas detector, the combustible gas detector being communicatively connected to the battery management module and being used to detect the combustible gas concentration in the battery box;

[0029] The battery management module is used to receive the combustible gas concentration sent by the combustible gas detector; in response to the combustible gas concentration being greater than a preset gas concentration value, send a fire alarm to the vehicle control module and / or control the fire extinguishing tank to spray fire extinguishing agent.

[0030] In a possible design, the battery box is further provided with an explosion-proof valve.

[0031] In one possible design, thermal insulation cotton is provided on the periphery of the battery box.

[0032] In one possible design, it also includes:

[0033] A plurality of charging interfaces are provided on the side wall of the vehicle body, the plurality of charging interfaces are provided in a one-to-one correspondence with a plurality of battery packs, and the charging interfaces are electrically connected to the battery packs.

[0034] The rail vehicle provided by the present application includes a vehicle body and multiple battery boxes. Among them, the multiple battery boxes are all arranged on the top of the vehicle body, which can prevent damage to the battery pack caused by collision, water immersion, etc. In addition, it is also convenient for staff to inspect, maintain and replace the batteries; further, a fireproof layer is provided between the top of the vehicle body and the multiple battery boxes, which can effectively reduce the harm of battery fire to the vehicle body and passengers, and provide reliable safety protection for vehicle operation. Battery packs and battery management modules are provided in the multiple battery boxes. The battery packs are electrically connected to the vehicle load and are used to power the vehicle load; the battery management module is communicatively connected to the battery pack and is also communicatively connected to the vehicle control module; the battery management module is used to monitor the working status of the battery pack and send battery monitoring data to the vehicle control module; the battery management module is also used to receive control instructions from the vehicle control module and adjust the working status of the battery pack according to the control instructions. By configuring an independent battery management module for each battery pack, when the battery management module of one group fails, the other battery packs can still operate normally through their respective battery management modules and maintain communication with the vehicle control module, ensuring that the vehicle can still operate normally in the event of failure of some battery management modules, thereby improving the reliability of rail vehicle operation; at the same time, the communication connection between the battery management module and the vehicle control module enables vehicle management personnel to remotely obtain battery working status information through the vehicle control module, identify problems in a timely manner and deal with them, thereby improving the convenience and intelligence of vehicle maintenance and management. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0036] Figure 1 A schematic diagram of the structure of a rail vehicle provided in one embodiment of the present application Figure 1 ;

[0037] Figure 2 A schematic diagram of the structure of a battery management module, a vehicle control module, and a battery pack provided in one embodiment of the present application;

[0038] Figure 3 A schematic diagram of the structure of a bidirectional charge and discharge control circuit provided in one embodiment of the present application;

[0039] Figure 4 Schematic diagram of the structure of the battery box and vehicle control module provided in one embodiment of the present application Figure 1 ;

[0040] Figure 5 Schematic diagram of the structure of the battery box and vehicle control module provided in one embodiment of the present application Figure 2 ;

[0041] Figure 6 A schematic diagram of the structure of a rail vehicle provided in one embodiment of the present application Figure 2 .

[0042] Description of reference numerals:

[0043] 10-body;

[0044] 20-battery box; 21-battery group; 211-battery pack; 22-battery management module; 221-first-level main control unit 221; 222-second-level main control unit 222; 223-slave control unit; 23-fire extinguisher; 24-temperature sensor; 25-smoke sensor; 26-combustible gas detector;

[0045] 30-Vehicle load;

[0046] 40-Vehicle control module;

[0047] 50-Charging port.

[0048] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0049] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0050] The terms "including" and "having" in this application are used to express an open-ended inclusion, and mean that in addition to the listed elements / components / etc., there may be additional elements / components / etc.; the terms "first" and "second" etc. are used only as marks or distinctions, and are not intended to limit the order or quantity of their objects. In addition, the different elements and areas in the drawings are only shown schematically and are therefore not limited to the sizes or distances shown in the drawings. The technical solution is described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the drawings.

[0051] In order to clearly understand the technical solution of the present application, the solution of the prior art is first introduced in detail.

[0052] As a vital component of urban public transportation, rail transit currently shoulders an increasingly heavy transportation burden. With the deepening implementation of the concept of sustainable development, the development and research of new energy green transportation in the rail transit sector are gradually advancing. Power batteries are a core component of new energy rail transit vehicles, providing a continuous source of power for their operation. However, the application of power batteries in rail transit vehicles still faces some unresolved challenges.

[0053] Specifically, due to limited interior space in vehicles, existing battery packs are typically concentrated at the bottom of the vehicle body for optimal layout and space conservation. While this battery layout improves space utilization to a certain extent, it poses potential risks to the safety and reliability of the battery system. Furthermore, regarding battery management, multiple compartments often share a single battery management unit (BMU). Because multiple battery packs rely on this single unit for monitoring and control, a failure in the BMU's control circuitry can prevent the multiple battery packs from properly outputting power. This can lead to a loss of vehicle power and operational disruption.

[0054] Therefore, when facing the technical problems of the above-mentioned prior art. First, the battery layout can be optimized, and multiple battery boxes can be set on the top of the vehicle body, and a fireproof layer can be set between the top of the vehicle body and the battery box. Such a setting, on the one hand, makes full use of the originally idle space on the top of the vehicle body, avoids the change of the vehicle's center of gravity caused by the concentrated layout at the bottom and affects the driving stability, and also reduces the threat to the battery pack from accidents such as bottom collision and water immersion; on the other hand, the fireproof layer can effectively block the flame and heat from spreading to the vehicle body when a fire occurs in the battery, thereby ensuring the safety of passengers and vehicles. Secondly, in response to the problem of the battery management unit, an independent battery management unit can be set for each group of batteries. Each battery management unit is connected to the corresponding battery pack for real-time monitoring of the battery pack's voltage, current, temperature, charge and discharge status and other working conditions. When one group of battery management units fails, the battery management units of other groups can still communicate with the vehicle management unit to ensure that the battery pack status information can still be transmitted to the vehicle control unit to ensure that the vehicle can still operate normally.

[0055] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0056] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules is only a logical function division. In actual implementation, there may be other division methods, such as multiple modules can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or module, which can be electrical, mechanical or other forms.

[0057] Figure 1 A schematic diagram of the structure of a rail vehicle provided in one embodiment of the present application Figure 1 ,refer to Figure 1 As shown in , an embodiment of the present application provides a rail vehicle, which specifically includes a vehicle body 10 and a plurality of battery boxes 20 .

[0058] Specifically, the plurality of battery boxes 20 are all disposed on the top of the vehicle body 10 , and a fireproof layer is disposed between the top of the vehicle body 10 and the plurality of battery boxes 20 .

[0059] Among them, a plurality of battery boxes 20 are arranged on the top of the car body 10. This layout of the battery boxes 20 makes full use of the space above the car body 10. It can be seen that for rail vehicles, the internal space of the car body 10 is usually needed to arrange passenger seats, equipment compartments, etc. Placing the battery box 20 on the top can avoid taking up valuable space inside the car, making the interior layout more reasonable and able to accommodate more passengers or equipment. Compared with placing the battery box 20 at the bottom of the car body 10 or other locations, the number of installed batteries can be increased without affecting the passenger space inside the vehicle and the driving stability of the vehicle, thereby improving the vehicle's endurance. In addition, the battery box 20 is located on the top of the car body 10, which is relatively more convenient for maintenance personnel when performing operations such as inspection, repair and replacement of the battery pack 21. There is no need to enter the complex space inside the car body 10, and operations only need to be performed on the top of the car body 10, which reduces the difficulty and intensity of maintenance and also improves maintenance efficiency.

[0060] Specifically, a fireproof layer is provided between the top of the vehicle body 10 and the multiple battery boxes 20. This layer plays a key protective role. During use, batteries may catch fire due to overheating, short circuits, or other causes. Once the fire spreads to the interior of the vehicle body 10, it poses a serious threat to the safety of passengers and vehicle equipment. In the event of a fire in the battery box 20, the fireproof layer effectively blocks the spread of flames and heat to the vehicle body 10, buying valuable time for passenger evacuation and fire rescue efforts, thereby ensuring the structural safety of the vehicle body 10 and the safety of the people and equipment inside.

[0061] Alternatively, the fireproof layer can be an inorganic fireproof paint or an intumescent fireproof paint applied to the top of the vehicle body 10. The inorganic fireproof paint or the intumescent fireproof paint has a fire resistance time of more than 30 minutes. Thus, the application of the fireproof paint can effectively prevent heat from being transferred to the interior of the vehicle body 10.

[0062] Specifically, multiple battery boxes 20 are each equipped with a battery pack 21 and a battery management module 22. The battery pack 21 is electrically connected to the vehicle load 30 and is used to power the vehicle load 30. The battery management module 22 is communicatively connected to the battery pack 21 and is also communicatively connected to the vehicle control module 40.

[0063] The battery pack 21 is the rail vehicle's power source, converting stored chemical energy into electrical energy. This provides a continuous and stable power supply to the vehicle's loads 30, ensuring the vehicle's normal operation. Vehicle loads 30 encompass various electrical devices used during vehicle operation, including, but not limited to, the traction motor, lighting system, air conditioning system, and control system.

[0064] Each battery pack 21 is equipped with an independent battery management module 22. The battery management module 22 is connected to the battery pack 21 and can monitor various parameters of the battery pack 21 in real time, such as voltage, current, temperature, charge and discharge status, to fully understand the working status of the battery pack 21. In addition, each battery management module 22 is also connected to the vehicle control module 40, enabling information exchange and collaborative operation between the battery system and the vehicle system. Furthermore, the battery management module 22 communicates with the battery pack 21 via CAN (Controller Area Network) communication; the battery management module 22 communicates with the overall management module via MVB (Multifunction Vehicle Bus) communication.

[0065] Specifically, when a failure occurs in the battery management module 22 in any battery box 20, the battery management modules 22 in other groups can still communicate with the vehicle control module 40 to maintain part of the vehicle's power supply function and ensure the normal operation of the rail vehicle.

[0066] Specifically, the battery management module 22 is used to monitor the working status of the battery pack 21 and send the battery monitoring data to the vehicle control module 40; the battery management module 22 is also used to receive control instructions from the vehicle control module 40 and adjust the working status of the battery pack 21 according to the control instructions.

[0067] Among them, one of the main functions of the battery management module 22 is to monitor the operating status of the battery pack 21 in real time. Furthermore, the battery management module 22 collects various data of the battery pack 21, such as the remaining battery power, charge and discharge current, battery temperature, and other information, and promptly sends the battery monitoring data to the vehicle control module 40. By analyzing the battery monitoring data, the vehicle control module 40 can fully understand the operating status of the battery pack 21 and make scientific and reasonable decisions, and then accurately control the battery pack 21 through the battery management module 22. For example, when the vehicle needs to accelerate, the vehicle control module 40 will instruct the battery management module 22 to increase the discharge current of the battery pack 21 to meet the traction motor's demand for electrical energy; when the battery temperature is too high, the vehicle control module 40 will instruct the battery management module 22 to initiate heat dissipation measures or reduce the charge and discharge power to ensure that the battery pack 21 operates within a safe temperature range.

[0068] In addition, the battery management module 22 is responsible for receiving control commands sent by the vehicle control module 40. Based on the control commands, the battery management module 22 can accurately adjust the operating state of the battery pack 21, such as controlling the charge and discharge current of the battery pack 21 and adjusting the output power of the battery pack 21, to achieve the best match between the battery pack 21 and the vehicle system, thereby improving the vehicle's performance and energy efficiency.

[0069] The rail vehicle provided by the embodiment of the present application, by centrally arranging the battery boxes 20 on the top of the vehicle body 10, can avoid damage to the battery packs 21 caused by collisions, water immersion, etc. compared to arranging the battery boxes 20 on the bottom of the vehicle body 10. In addition, it is convenient for staff to inspect, maintain and replace the batteries. Furthermore, a fireproof layer is provided between the top of the vehicle body 10 and the battery boxes 20, which can effectively reduce the harm of battery fire to the vehicle body 10 and passengers, providing reliable safety protection for vehicle operation. By configuring an independent battery management module 22 for each battery pack 21, when the battery management module 22 of one group fails, the other battery packs 21 can still operate normally through their respective battery management modules 22 and maintain communication with the vehicle control module 40, ensuring that the vehicle can still operate normally even if some battery management modules 22 fail, thereby improving the reliability of rail vehicle operation. At the same time, the communication connection between the battery management modules 22 and the vehicle control module 40 allows vehicle management personnel to remotely obtain battery operating status information through the vehicle control module 40, promptly identify problems and handle them, and improve the convenience and intelligence of vehicle maintenance and management.

[0070] Figure 2 This is a structural diagram of the battery management module 22, the vehicle control module 40 and the battery pack 21 provided in an embodiment of the present application; Figure 2As shown in , as an optional implementation, based on any one of the above embodiments, the battery management module 22 includes: a first-level main control unit 221, a second-level main control unit 222 and a slave control unit 223, the first-level main control unit 221 is communicatively connected to the vehicle control module 40, and the second-level main control unit 222 is communicatively connected to both the first-level main control unit 221 and the slave control unit 223.

[0071] By subdividing the battery management module 22 into a primary master control unit 221, a secondary master control unit 222, and a slave control unit 223, a layered battery management system is formed. This arrangement can help improve battery management efficiency, data transmission reliability, and fault isolation capabilities.

[0072] Specifically, the first-level main control unit 221 is used to receive the battery monitoring data sent by the second-level main control unit 222, and send the battery monitoring data to the vehicle control module 40, and receive the control instructions sent by the vehicle control module 40; the second-level main control unit 222 is used to receive the battery information sent by the slave control unit 223, and determine the battery monitoring data based on the battery information and send it to the first-level main control unit 221; the battery pack 21 includes a plurality of connected battery packs 211, and the slave control unit 223 is configured with multiple slave control units 223, and the multiple slave control units 223 are set in a one-to-one correspondence with the multiple battery packs 211. The slave control unit 223 is installed in the battery pack 211, and the slave control unit 223 is used to collect the battery information of the battery pack 211 and send the battery information to the second-level main control unit 222.

[0073] The primary master control unit 221 is directly connected to the vehicle control module 40. The primary master control unit 221 is primarily responsible for receiving battery monitoring data from the secondary master control unit 222 and forwarding this data completely and accurately to the vehicle control module 40. The vehicle control module 40 uses this battery monitoring data to make decisions such as vehicle energy management and operational strategy adjustments. The primary master control unit 221 is also responsible for receiving control commands from the vehicle control module 40, such as commands to adjust the charge and discharge power of the battery pack 21 and to start and stop the battery pack 21. These commands are then passed to the secondary master control unit 222 for further distribution and execution.

[0074] The secondary master control unit 222 maintains communication connections with the primary master control unit 221 and multiple slave control units 223. The secondary master control unit 222 is primarily responsible for receiving battery information (such as the voltage, temperature, and current of a single battery pack 211) from each slave control unit 223, aggregating, integrating, and performing preliminary analysis on this battery information to determine battery monitoring data (such as the overall battery capacity and battery health of the battery pack 21), and then sending the processed battery monitoring data to the primary master control unit 221. The secondary master control unit 222 is also responsible for further decomposing control instructions passed from the primary master control unit 221 and sending them to the corresponding slave control units 223, ensuring that the instructions are accurately executed on specific battery packs 211.

[0075] Among them, there are multiple slave control units 223, and they are set in one-to-one correspondence with the multiple battery packs 211 in the battery group 21. Each slave control unit 223 is directly installed inside its corresponding battery pack 211, which is convenient for fine-grained monitoring of a single battery pack 211. The slave control unit 223 is responsible for collecting various battery information of the corresponding battery pack 211 in real time, including but not limited to parameters such as voltage, current, temperature, and single cell status. The slave control unit 223 sends the collected battery information to the secondary main control unit 222 in a timely manner, and the secondary main control unit 222 summarizes and processes it. When a slave control unit 223 or battery pack 211 fails, it will not directly affect the operation of the entire battery management module 22. Only local faults need to be handled, thereby improving the fault tolerance of battery management.

[0076] It should be noted that, in this embodiment, the battery pack 21 is composed of a plurality of interconnected battery packs 211 , and each battery pack 211 can be regarded as an independent energy unit with a certain voltage and capacity.

[0077] It should be noted that each battery pack 21 is equipped with a manual maintenance switch. When maintenance is required, the manual maintenance switch is opened to disconnect the battery pack 21 from the vehicle load 30. Furthermore, each battery pack 211 is provided with a maintenance switch. When maintenance is required for a battery pack 211, the maintenance switch is simply opened to disconnect the battery pack 211 from the other battery packs 211.

[0078] Figure 3 A schematic diagram of the structure of a bidirectional charge and discharge control circuit provided in one embodiment of the present application; Figure 3 As shown in , as an optional implementation, based on any of the above embodiments, a charge and discharge contactor K1 is provided in series on the connection line between the negative electrode of the battery pack 21 and the vehicle load 30; a bidirectional charge and discharge control circuit is provided in parallel with the charge and discharge contactor K1.

[0079] The charge / discharge contactor K1 acts as a switch, controlling the on / off circuit between the battery pack 21 and the vehicle load 30. When the charge / discharge contactor K1 is closed, the battery pack 21 can power the vehicle load 30 or receive charge from an external power source. When the charge / discharge contactor K1 is open, the circuit between the battery pack 21 and the vehicle load 30 is severed, halting charging and discharging operations.

[0080] Specifically, the bidirectional charge and discharge control circuit includes: a protection contactor K2 and a diode, which are arranged in series; the cathode of the diode is connected to the negative electrode of the battery pack 21, and the anode of the diode is connected to the vehicle load 30 through the protection contactor K2.

[0081] The diode has unidirectional conductivity, meaning current can only flow from the cathode to the anode. During battery pack 21 discharge, if the charge / discharge contactor K1 fails and fails to disconnect, the diode prevents current from flowing back from the vehicle load 30 to the battery pack 21, protecting the battery pack 21.

[0082] Among them, the protection contactor K2 is in the disconnected state under normal circumstances. When the bidirectional charge and discharge control circuit needs to be used for specific operations, such as the possibility of mutual charging between battery packs 21, the protection contactor K2 can be closed to enable current to be transmitted through the circuit.

[0083] Specifically, both the charge-discharge contactor K1 and the protection contactor K2 are communicatively connected to the primary main control unit 221. Thus, the primary main control unit 221 can monitor and control the status of the charge-discharge contactor K1 and the protection contactor K2 in real time. For example, the primary main control unit 221 can send instructions to control the closing or opening of the charge-discharge contactor K1 and the protection contactor K2 based on the operating status of the battery pack 21 and the requirements of the vehicle load 30.

[0084] Specifically, the secondary main control unit 222 is also used to send a mutual charging blocking request to the primary main control unit 221 in response to determining that the voltage difference between any two battery packs 21 is greater than a preset voltage value; the secondary main control unit 222 is also used to control the charging and discharging contactor K1 connected to one of its battery packs 21 to disconnect and the protection contactor K2 to close based on the mutual charging blocking request.

[0085] Among them, the secondary main control unit 222 will monitor the voltage status between each battery pack 21 in real time. When it is determined that the voltage difference between any two battery packs 21 is greater than the preset voltage value, the secondary main control unit 222 will send a mutual charging blocking request to the primary main control unit 221. Based on the mutual charging blocking request, the secondary main control unit 222 will control the charge and discharge contactor K1 connected to a battery pack 21 it monitors to disconnect, and at the same time control the protection contactor K2 to close. Disconnecting the charge and discharge contactor K1 can cut off the connection between the battery pack 21 and the vehicle load 30 through the main circuit, avoiding abnormal current flow caused by the voltage difference; closing the protection contactor K2 connects the battery pack 21 and the vehicle load 30 through the bidirectional charge and discharge control circuit to ensure the safe operation of the battery.

[0086] It should be noted that bidirectional charging between the two battery packs 21 is a disadvantage for vehicle power. Bidirectional charging may cause the entire vehicle battery pack 21 to be unable to supply power to the vehicle load 30. In order to avoid the occurrence of such bidirectional charging, a bidirectional charge and discharge control circuit is provided for protection.

[0087] The preset voltage value is a pre-set voltage difference threshold used to determine whether the voltage difference between two battery packs 21 exceeds a safe range. When the voltage difference between any two battery packs 21 exceeds the preset voltage value, a protection mechanism is triggered to prevent damage to the battery packs 21 or safety hazards caused by voltage imbalance. Optionally, in this embodiment, the preset voltage value is 20 volts.

[0088] Optionally, in addition to the above-mentioned charge and discharge contactor K1 and protection contactor K2, a heating system control contactor, a charging contactor, and a pre-charging contactor are also included. Specifically, when the battery management module 22 detects that the temperature of the battery pack 21 is below 0°C, it controls the heating system control contactor to close, thereby heating the battery pack 21 through the heating module; when it detects that the charging connector is inserted, the battery management module 22 controls the charging contactor to close, allowing the external power supply to charge the battery pack 21; when the battery pack 21 is connected to an external load, the battery management module 22 controls the pre-charging contactor to close, thereby charging the external load.

[0089] In the rail vehicle provided by the embodiment of the present application, when the voltage difference between the battery packs 21 is too large, the secondary main control unit 222 promptly controls the charging and discharging contactor K1 to be disconnected and the protection contactor K2 to be closed, thereby avoiding the mutual charging of the battery packs 21 due to the voltage difference, protecting the battery packs 21 and related circuit components, and extending the service life of the battery packs 21.

[0090] Figure 4 Schematic diagram of the structure of the battery box 20 and the vehicle control module 40 provided in one embodiment of the present application Figure 1 ;refer to Figure 4 As shown in , as an optional embodiment, based on any of the above embodiments, a fire prevention device is further provided in the battery box 20, and the fire prevention device includes:

[0091] The fire extinguisher 23, the temperature sensor 24 and the smoke sensor 25 are all communicatively connected to the battery management module 22; the temperature sensor 24 is used to detect the temperature value inside the battery box 20, and the smoke sensor 25 is used to detect the smoke concentration inside the battery box 20.

[0092] The temperature sensor 24 is used to detect the temperature inside the battery case 20 and send real-time temperature data to the battery management module 22. The temperature inside the battery case 20 can reflect the operating status and potential hazards of the battery pack 21. The temperature of the battery will change accordingly under normal operation, overcharge, overdischarge, short circuit, etc.

[0093] The smoke sensor 25 is used to detect the smoke concentration within the battery box 20. When the battery pack 21 experiences a fault such as thermal runaway, smoke may be generated. Therefore, changes in smoke concentration can serve as an important early warning signal for a fire. The smoke sensor 25 can promptly detect changes in smoke concentration and transmit the data to the battery management module 22.

[0094] The fire extinguisher 23 is a key device for fire extinguishing operations. It contains fire extinguishing agent. Under normal circumstances, the fire extinguisher 23 is in a standby state. When it receives a control command from the battery management module 22, the fire extinguisher 23 will spray the fire extinguishing agent to put out the fire in the battery box 20.

[0095] Specifically, the battery management module 22 is used to receive the temperature value sent by the temperature sensor 24 and the smoke concentration sent by the smoke sensor 25; in response to the temperature value being greater than the preset temperature threshold and / or the smoke concentration being greater than the preset smoke concentration value, it sends a fire alarm to the vehicle control module 40 and / or controls the fire extinguishing tank 23 to spray the fire extinguishing agent.

[0096] The battery management module 22 is responsible for receiving the temperature value sent by the temperature sensor 24 and the smoke concentration value sent by the smoke sensor 25. The battery management module 22 compares the received temperature value with a preset temperature threshold and the received smoke concentration with a preset smoke concentration value. Once the battery management module 22 detects that the temperature value is greater than the preset temperature threshold and / or the smoke concentration is greater than the preset smoke concentration value, the battery management module 22 may send a fire alarm message to the vehicle control module 40 to alert the vehicle control module 40 that there may be a fire risk in the battery box 20; and / or the battery management module 22 may also control the fire extinguisher 23 to spray fire extinguishing agent to promptly put out the potential fire.

[0097] The preset temperature threshold is a preset temperature value used to determine whether the battery pack 21 is in an overheating danger state. The preset smoke concentration value is a preset smoke concentration value used to determine whether there is a fire hazard around the battery pack 21.

[0098] It should be noted that the battery management module 22 sends fire alarm information to the vehicle control module 40. The vehicle control module 40 can take corresponding measures based on the alarm information, such as adjusting the vehicle operating status, notifying passengers to evacuate, etc., thereby improving the safety and emergency handling capabilities of the entire rail vehicle.

[0099] The rail vehicle provided in the embodiment of the present application realizes multi-parameter monitoring of fire hazards in the battery box 20 by setting up a temperature sensor 24 and a smoke sensor 25, can perceive the fire risk more comprehensively and accurately, and improve the timeliness of fire warning; the battery management module 22 can receive and analyze the data of the temperature sensor 24 and the smoke sensor 25 in real time, and when an abnormal situation is found, it can send a fire alarm to the vehicle control module 40, thereby gaining precious time for timely taking countermeasures; when the fire triggering conditions are met, the battery management module 22 can also directly control the fire extinguishing tank 23 to spray the fire extinguishing agent, effectively controlling the spread of the fire, reducing the losses caused by the fire, and ensuring the safe operation of the rail vehicle.

[0100] As an optional implementation, based on any of the above embodiments, the battery management module 22, in response to a temperature value greater than a preset temperature threshold and / or a smoke concentration greater than a preset smoke concentration value, sends a fire alarm to the vehicle control module 40 and / or controls the fire extinguishing tank 23 to spray a fire extinguishing agent, is specifically configured to:

[0101] In response to the temperature value being greater than the preset temperature threshold or the smoke concentration being greater than the preset smoke concentration value, a first-level fire alarm is sent to the vehicle control module 40; in response to the temperature value being greater than the preset temperature threshold and the smoke concentration being greater than the preset smoke concentration value, a second-level fire alarm is sent to the vehicle control module 40 and the fire extinguishing tank 23 is controlled to spray the fire extinguishing agent.

[0102] Specifically, in this embodiment, based on the fire prevention device and the battery management module 22, the processing method of the battery management module 22 in response to temperature values ​​and smoke concentrations is further refined. Specifically, it can be divided into the following two situations:

[0103] A Level 1 fire alarm occurs when the battery management module 22 detects a temperature greater than a preset temperature threshold or a smoke concentration greater than a preset smoke concentration. The battery management module 22 sends a Level 1 fire alarm signal to the vehicle control module 40. A Level 1 fire alarm indicates that a potential fire risk exists within the battery enclosure 20, but the urgency does not yet warrant immediate firefighting measures. This alerts the vehicle control module 40 and relevant personnel to the current status of the battery enclosure 20, citing the need for further inspection or monitoring but not the need for immediate firefighting action.

[0104] A Level 2 fire alarm occurs when the battery management module 22 simultaneously detects a temperature greater than a preset temperature threshold and smoke concentration greater than a preset smoke concentration. The battery management module 22 sends a Level 2 fire alarm signal to the vehicle control module 40 and directly controls the fire extinguisher 23 to spray fire extinguishing agent. A Level 2 fire alarm indicates that the fire risk is extremely urgent and requires immediate firefighting measures to prevent the fire from spreading. At this point, the automatic activation of the fire extinguisher 23 can quickly extinguish the fire and minimize losses.

[0105] The rail vehicle provided in the embodiments of the present application divides fire alarms into primary and secondary fire alarms. The primary warning is used to detect potential fires early, and in the case of a secondary alarm, the fire extinguisher 23 is automatically activated without human intervention. This significantly shortens the time from fire detection to fire extinguishing, improving emergency response efficiency. Furthermore, by sending different levels of fire alarms to the vehicle control module 40, the vehicle control module 40 can take appropriate countermeasures based on the risk level.

[0106] As an optional implementation, based on any of the above embodiments, the battery management module 22, when sending a secondary fire alarm to the vehicle control module 40 and controlling the fire extinguishing tank 23 to spray the fire extinguishing agent, is specifically used to:

[0107] Send a secondary fire alarm to the vehicle control module 40; after the preset time of sending the secondary fire alarm, control the fire extinguishing tank 23 to spray the fire extinguishing agent.

[0108] Specifically, when the battery management module 22 simultaneously detects that the temperature value is greater than a preset temperature threshold and the smoke concentration is also greater than a preset smoke concentration value, the battery management module 22 will send a level 2 fire alarm signal to the vehicle control module 40 to notify the vehicle control module 40 that there is a serious fire risk in the battery box 20 and that emergency measures must be taken immediately. After sending the level 2 fire alarm, the battery management module 22 does not immediately control the fire extinguishing tank 23 to spray the fire extinguishing agent. Instead, it waits for a preset time. After the preset time, if the fire risk has not been eliminated, the battery management module 22 will control the fire extinguishing tank 23 to spray the fire extinguishing agent.

[0109] The preset time is a pre-set time value used to delay the spraying of fire extinguishing agent from the fire extinguishing tank 23. It should be noted that in some cases, the battery pack 21 may experience a transient increase in temperature and smoke concentration due to brief load changes or environmental factors, but this does not necessarily indicate an actual fire. Therefore, by setting a preset time delay, the vehicle control module 40 can provide a certain time window before initiating fire extinguishing operations to confirm the authenticity of the fire risk. This helps avoid inadvertent fire extinguishing operations caused by false sensor alarms or transient interference, reducing unnecessary resource waste.

[0110] Optionally, during the delayed fire extinguishing period, the vehicle control module 40 may take emergency measures according to the secondary fire alarm signal, such as cutting off the power supply, reducing the vehicle speed or preparing to stop the vehicle.

[0111] The rail vehicle provided in the embodiment of the present application delays the control of the fire extinguishing tank 23 to spray the fire extinguishing agent, ensuring that fire extinguishing is initiated only in truly high-risk situations, thereby avoiding wasting fire extinguishing resources when fire extinguishing is not needed and extending the service life of the fire extinguishing tank 23.

[0112] Figure 5 Schematic diagram of the structure of the battery box 20 and the vehicle control module 40 provided in one embodiment of the present application Figure 2 ;refer to Figure 5 As shown in , as an optional implementation, based on any of the above embodiments, the fire protection device further includes:

[0113] The combustible gas detector 26 is in communication with the battery management module 22 and is used to detect the combustible gas concentration in the battery box 20 .

[0114] The combustible gas detector 26 is used to detect the concentration of combustible gases within the battery housing 20. By monitoring combustible gas concentrations, potential safety hazards can be identified earlier than a fire occurs, allowing more time for countermeasures to be implemented. Specifically, during the operation of the battery pack 21, if abnormal conditions such as thermal runaway or electrolyte leakage occur, combustible gases such as hydrogen and carbon monoxide may be generated. Combustible gases accumulate within the battery housing 20. If these gases reach a certain concentration and are exposed to open flames or high temperatures, they may explode, resulting in serious safety accidents.

[0115] Specifically, the battery management module 22 is used to receive the combustible gas concentration sent by the combustible gas detector 26; in response to the combustible gas concentration being greater than the preset gas concentration value, it sends a fire alarm to the vehicle control module 40 and / or controls the fire extinguishing tank 23 to spray the fire extinguishing agent.

[0116] After receiving the combustible gas concentration data sent by the combustible gas detector 26, the battery management module 22 compares it with the preset gas concentration value. If the combustible gas concentration is greater than the preset gas concentration value, the battery management module 22 will take corresponding measures.

[0117] Optionally, the battery management module 22 can send a fire alarm to the vehicle control module 40 to alert the vehicle control module 40 that the concentration of combustible gas in the battery box 20 exceeds the specified level, posing a fire or explosion risk. The vehicle control module 40 can then take countermeasures based on the fire alarm, such as notifying the driver or adjusting the vehicle's operating status.

[0118] Optionally, to promptly eliminate potential safety hazards, the battery management module 22 can also directly control the fire extinguisher tank 23 to spray fire extinguishing agent. Although there may not be an open flame at this time, the high concentration of combustible gas poses a great danger. Spraying the fire extinguishing agent can reduce the concentration of combustible gas and suppress potential combustion or explosion reactions.

[0119] Optionally, when it is detected that the combustible gas concentration is greater than the preset gas concentration value, a fire alarm can be sent to the vehicle control module 40 while controlling the fire extinguishing tank 23 to spray the fire extinguishing agent. Alternatively, a fire alarm can be sent to the vehicle control module 40 or the fire extinguishing tank 23 can be controlled to spray the fire extinguishing agent.

[0120] The rail vehicle provided in the embodiment of the present application detects the combustible gas concentration in the battery box 20 through the combustible gas detector 26. The battery management module 22 can flexibly choose to send a fire alarm or control the fire extinguishing tank 23 to spray the fire extinguishing agent according to the combustible gas concentration, thereby effectively preventing the occurrence of explosion accidents and ensuring the safety of passengers and vehicle equipment.

[0121] As an optional implementation, based on any of the above embodiments, the battery box 20 is further provided with an explosion-proof valve.

[0122] It can be seen that during normal operation of the battery pack 21, the pressure environment within the battery case 20 is relatively stable. However, when a battery malfunctions, such as thermal runaway or an internal short circuit, a large amount of gas and heat is generated, causing the pressure within the battery case 20 to rise sharply. By providing an explosion-proof valve in the battery case 20, the valve automatically opens when the pressure within the battery case 20 reaches a certain level, quickly releasing the high-pressure gas within the battery case 20 into the external environment, thereby preventing the battery case 20 from exploding due to excessive internal pressure.

[0123] It should be noted that explosion-proof valves have the characteristics of simple structure, high reliability, and are easy to maintain and manage. You only need to regularly check whether the opening pressure of the explosion-proof valve is normal and whether the valve is blocked or damaged.

[0124] It should also be noted that the selection of the installation location of the explosion-proof valve will comprehensively consider factors such as the layout of the battery pack 21, the area where gas may accumulate, and the best path for gas release in the event of a danger.

[0125] The rail vehicle provided in the embodiment of the present application is provided with an explosion-proof valve in the battery box 20. The explosion-proof valve can release the high-pressure gas in the battery box 20 to reduce the damage caused by the impact force of the explosion to the people and vehicle equipment in the vehicle, thereby providing a safer escape environment for passengers and staff.

[0126] As an optional implementation, based on any of the above embodiments, thermal insulation cotton is provided on the periphery of the battery box 20 .

[0127] Specifically, thermal insulation cotton is provided on the periphery of the battery case 20. The thermal insulation cotton can prevent the temperature inside the battery case 20 from being too high due to strong external light. More specifically, the thermal insulation cotton is usually made of a material with low thermal conductivity, such as glass fiber, ceramic fiber, aerogel felt, etc. The interior of the thermal insulation cotton contains a large number of tiny pores or fiber structures, which can effectively hinder the conduction, convection and radiation of heat. When there is a heat source outside the battery case 20, the thermal insulation cotton can prevent the external heat from invading the interior of the battery case 20, thereby keeping the internal temperature of the battery case 20 relatively stable.

[0128] Optionally, the thermal insulation cotton can be firmly attached to the surface of the battery case 20 by pasting, wrapping or other fixing methods to form a continuous thermal insulation layer.

[0129] It should be noted that the insulation cotton also has certain sound-absorbing properties, which can absorb the noise generated by the operating components of the battery case 20 to a certain extent, reducing noise pollution during vehicle operation and improving passenger comfort. The soft material of the insulation cotton can also act as a vibration dampener to a certain extent, reducing the impact of vibration on the battery case 20 and its internal batteries during vehicle operation, and protecting the mechanical stability of the batteries.

[0130] Furthermore, the insulation wool is simple to install and can be flexibly cut and installed to suit the shape and size of the battery case 20 without significantly altering the original structure of the battery case 20. The insulation wool has a long service life and low maintenance costs. Routine maintenance requires only regular inspection for damage or loss of insulation wool, and timely repair or replacement.

[0131] Figure 6 A schematic diagram of the structure of a rail vehicle provided in one embodiment of the present application Figure 2 ,refer to Figure 6 As shown in , as an optional implementation manner, based on any of the above embodiments, the rail vehicle further includes:

[0132] A plurality of charging ports 50 are disposed on the side wall of the vehicle body 10 . The plurality of charging ports 50 are disposed in a one-to-one correspondence with the plurality of battery packs 21 , and the charging ports 50 are electrically connected to the battery packs 21 .

[0133] Specifically, multiple charging ports 50 are arranged on the sidewalls of the rail vehicle's body 10. The number of charging ports 50 corresponds to the number of battery packs 21 configured on the vehicle, meaning each battery pack 21 has a charging port 50. The placement of the charging ports 50 on the sidewalls of the body 10 facilitates connecting charging equipment to the battery packs 21.

[0134] Each charging port 50 achieves a stable electrical connection with the corresponding battery pack 21 through an electrical line, ensuring safe and efficient power transmission during the charging process, and can accurately deliver power to the designated battery pack 21 to avoid charging interference between different battery packs 21.

[0135] For example, in this embodiment, two battery packs 21 are configured, and two charging interfaces 50 are also configured accordingly, and the two charging interfaces 50 are respectively disposed on both sides of the vehicle body 10 .

[0136] Optionally, the battery box 20 is made of stainless steel, which has a melting point of up to 1480°C.

[0137] It should be noted that since each battery pack 21 has an independent charging port 50, multiple battery packs 21 can be charged independently, greatly improving charging flexibility. For example, during vehicle operation, idle battery packs 21 can be charged during stops, reducing charging wait time and improving operational efficiency.

[0138] Furthermore, the provision of multiple charging ports 50 allows for simultaneous charging of multiple battery packs 21. When a vehicle requires rapid recharging, multiple charging ports 50 can be connected to charging equipment simultaneously for parallel charging, shortening overall charging time and meeting the rapid turnover requirements of rail vehicles. Fast charging and flexible charging methods can reduce vehicle downtime due to charging, improve vehicle utilization, and indirectly reduce operating costs.

[0139] It should also be noted that the independent charging interface 50 enables the battery management module 22 to monitor and manage the charging process of each battery pack 21 individually. This allows real-time access to information such as the charging status, charge level, charging current, and voltage of each battery pack 21, allowing the charging strategy to be adjusted based on the actual conditions of the battery pack 21, thereby extending the service life of the battery pack 21.

[0140] Modules described as separate components may or may not be physically separate, and components shown as modules may or may not be physical units, that is, they may be located in one place or distributed across multiple network elements. Some or all of these modules may be selected to implement the solution of this embodiment based on actual needs.

[0141] In addition, the functional modules in the various embodiments of the present application may be integrated into a single processing unit, or each module may exist physically separately, or two or more modules may be integrated into a single unit. The above-mentioned modules may be implemented in the form of hardware or hardware plus software functional units.

[0142] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A rail vehicle, characterized in that: include: A vehicle body and a plurality of battery boxes, wherein the plurality of battery boxes are arranged on the top of the vehicle body, and a fireproof layer is provided between the top of the vehicle body and the plurality of battery boxes; A battery pack and a battery management module are provided in each of the plurality of battery boxes. The battery pack is electrically connected to the vehicle load and is used to power the vehicle load. The battery management module is communicatively connected to the battery pack and is also communicatively connected to the vehicle control module. The battery management module is used to monitor the working status of the battery pack and send battery monitoring data to the vehicle control module; the battery management module is also used to receive control instructions from the vehicle control module and adjust the working status of the battery pack according to the control instructions.

2. The rail vehicle according to claim 1, characterized in that The battery management module includes: a primary main control unit, a secondary main control unit and a slave control unit, the primary main control unit is communicatively connected to the vehicle control module, and the secondary main control unit is communicatively connected to both the primary main control unit and the slave control unit; The primary main control unit is used to receive the battery monitoring data sent by the secondary main control unit, send the battery monitoring data to the vehicle control module, and receive control instructions sent by the vehicle control module; The secondary main control unit is used to receive the battery information sent by the slave control unit, and determine the battery monitoring data according to the battery information and send it to the primary main control unit; The battery pack includes multiple connected battery packs, and there are multiple slave control units. The multiple slave control units are arranged in a one-to-one correspondence with the multiple battery packs. The slave control units are installed in the battery packs. The slave control units are used to collect battery information of the battery packs and send the battery information to the secondary main control unit.

3. The rail vehicle according to claim 2, characterized in that A charge-discharge contactor is provided in series on the connection line between the negative electrode of the battery pack and the vehicle load; a bidirectional charge-discharge control circuit is provided in parallel with the charge-discharge contactor; The bidirectional charge and discharge control circuit includes: a protection contactor and a diode, wherein the protection contactor and the diode are arranged in series; the cathode of the diode is connected to the negative electrode of the battery pack, and the anode of the diode is connected to the vehicle load through the protection contactor; The charging and discharging contactor and the protection contactor are both communicatively connected to the primary main control unit; The secondary main control unit is further configured to send a mutual charging blocking request to the primary main control unit in response to determining that the voltage difference between any two battery groups is greater than a preset voltage value; The secondary main control unit is further configured to control the charge and discharge contactor connected to one of the battery packs to be disconnected and the protection contactor to be closed based on the mutual charging blocking request.

4. The rail vehicle according to claim 1, characterized in that The battery box is also provided with a fire prevention device, which includes: A fire extinguisher, a temperature sensor, and a smoke sensor, wherein the fire extinguisher, the temperature sensor, and the smoke sensor are all communicatively connected to the battery management module; the temperature sensor is used to detect the temperature value inside the battery box, and the smoke sensor is used to detect the smoke concentration inside the battery box; The battery management module is used to receive the temperature value sent by the temperature sensor and the smoke concentration sent by the smoke sensor; in response to the temperature value being greater than a preset temperature threshold and / or the smoke concentration being greater than a preset smoke concentration value, send a fire alarm to the vehicle control module and / or control the fire extinguishing tank to spray fire extinguishing agent.

5. The rail vehicle according to claim 4, characterized in that The battery management module, in response to the temperature value being greater than a preset temperature threshold and / or the smoke concentration being greater than a preset smoke concentration value, sends a fire alarm to the vehicle control module and / or controls the fire extinguishing tank to spray a fire extinguishing agent, is specifically configured to: In response to the temperature value being greater than a preset temperature threshold or the smoke concentration being greater than a preset smoke concentration value, sending a first-level fire alarm to the vehicle control module; In response to the temperature value being greater than a preset temperature threshold and the smoke concentration being greater than a preset smoke concentration value, a secondary fire alarm is sent to the vehicle control module and the fire extinguishing tank is controlled to spray fire extinguishing agent.

6. The rail vehicle according to claim 5, characterized in that The battery management module, when sending a secondary fire alarm to the vehicle control module and controlling the fire extinguishing tank to spray the fire extinguishing agent, is specifically used to: Sending a secondary fire alarm to the vehicle control module; After a preset time of issuing the secondary fire alarm, the fire extinguishing tank is controlled to spray the fire extinguishing agent.

7. The rail vehicle according to claim 4, characterized in that The fire protection device further comprises: a combustible gas detector, the combustible gas detector being communicatively connected to the battery management module and being used to detect the combustible gas concentration in the battery box; The battery management module is used to receive the combustible gas concentration sent by the combustible gas detector; in response to the combustible gas concentration being greater than a preset gas concentration value, send a fire alarm to the vehicle control module and / or control the fire extinguishing tank to spray fire extinguishing agent.

8. The rail vehicle according to claim 1, characterized in that The battery box is also provided with an explosion-proof valve.

9. The rail vehicle according to claim 1, characterized in that The outer periphery of the battery box is provided with heat insulation cotton.

10. The rail vehicle according to any one of claims 1 to 9, characterized in that: Also includes: A plurality of charging interfaces are provided on the side wall of the vehicle body, the plurality of charging interfaces are provided in a one-to-one correspondence with a plurality of battery packs, and the charging interfaces are electrically connected to the battery packs.

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