Locomotive energy management system and method and train

Abstract

The invention relates to an energy management system of a locomotive, and belongs to the technical field of motor vehicles, the system comprises a plurality of power battery packs, each power battery pack is respectively connected with a power motor and a BCT device, and each power battery pack is used for providing electric quantity for the motor and the BCT device; the auxiliary bus system is connected with the BCT equipment and used for collecting target voltages output by all the BCT equipment and outputting power to the auxiliary power supply equipment; when the electric quantity of each power battery pack is obtained and determined to be different, an electric quantity adjusting range is set according to the electric quantity, and an electric quantity adjusting instruction is sent to a control unit based on the electric quantity and the electric quantity adjusting range; and the control unit is in communication connection with the vehicle control unit and the BCT equipment, and is used for receiving and adjusting the output current of each BCT equipment based on the electric quantity adjusting instruction, and determining the target electric quantity of the corresponding power battery pack based on the output current. The electric quantity of the multiple power battery packs of the locomotive can be balanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of motor vehicle technology, in particular to an energy management system, method and train of a motor vehicle. BACKGROUND

[0002] There are hundreds or even thousands of batteries in the battery pack of a new energy motor vehicle power battery pack. These batteries are combined in a "series-parallel" manner into multiple power battery packs.

[0003] The power battery pack mainly provides power supply for multiple power motors and multiple auxiliary power supply devices. Each battery pack supplies power to one motor, and because the power of each auxiliary power supply device is different, the auxiliary power supply device is either supplied by one battery pack or is distributed to other battery packs, so that during use, it is impossible to ensure that each battery pack does not have voltage, capacity and temperature differences, which will cause unbalanced or unbalanced trend problems. SUMMARY

[0004] Therefore, it is necessary to provide an energy management system of a motor vehicle to solve the problem of unbalance caused by differences in battery voltage, capacity and temperature of a motor vehicle power battery pack.

[0005] To solve the above problems, in a first aspect, the present application provides an energy management system of a motor vehicle, comprising: a plurality of power battery packs, each power battery pack being connected to one power motor and one BCT device, and each power battery pack being used to provide power to the motor and the BCT device; an auxiliary bus system in communication connection with the BCT device, used to collect target voltages output by all BCT devices and output power supply for auxiliary power supply devices; a vehicle controller in communication connection with the control unit, used to acquire and determine when the power of each power battery pack is different, set a power adjustment range according to the power, and send a power adjustment instruction to the control unit based on the power and the power adjustment range; a control unit in communication connection with the vehicle controller and the BCT device respectively, used to receive and adjust the output current of each BCT device based on the power adjustment instruction, and determine the target power of the corresponding power battery pack based on the output current.

[0006] In a possible implementation manner, the auxiliary power supply device comprises: one or more of a current transformer, a frequency converter and an inverter.

[0007] In a possible implementation manner, the auxiliary power supply device is connected to the control unit in an RS485 manner.

[0008] In one possible implementation, the vehicle controller sends a power adjustment command to the control unit via CAN communication.

[0009] In one possible implementation, the control unit is also used for, It receives and controls the opening and closing of auxiliary power equipment according to the switching commands sent by the vehicle controller.

[0010] In one possible implementation, the control strategy of the control unit includes: hard-wired control mode and CAN communication control mode.

[0011] In one possible implementation, a ventilator is also included, wherein in the hard-wired control mode, the ventilator receives start signals, stop signals, speed increase signals, and speed decrease signals sent by the vehicle controller to control the ventilator to start, stop, increase speed, and decrease speed. In the CAN communication control mode, the ventilation fan receives commands sent by the vehicle controller via CAN to control the ventilation fan to start, stop, increase speed, and decrease speed.

[0012] In one possible implementation, the auxiliary bus system is connected to the vehicle controller via a CAN network. Secondly, the present invention also provides an energy management method for locomotives, comprising: The system receives and adjusts the output current of each BCT device based on the power adjustment command, and determines the target power level of the corresponding power battery pack based on the output current. The power adjustment command is an instruction sent by the vehicle controller to the control unit based on the power level and the power adjustment range. The power level is the power level of each power battery pack, and the power adjustment range is set by the vehicle controller based on the power level.

[0013] Thirdly, the present invention also provides a train, the train including the energy management system of the locomotive described in any one of the above claims.

[0014] The beneficial effects of this invention are as follows: This invention provides an energy management system for a vehicle, comprising: multiple sets of power battery packs, each set connected to a power motor and a BCT device, each set providing power to the motor and the BCT device; an auxiliary combiner system, communicatively connected to the BCT device, used to collect the target voltages output by all BCT devices and output power to auxiliary power equipment; a vehicle controller, communicatively connected to the control unit, used to acquire and determine when the charge levels of each power battery pack are different, set a charge adjustment range based on the charge levels, and send a charge adjustment command to the control unit based on the charge levels and the adjustment range, thereby providing a basis for balancing the charge levels of the power battery packs; and a control unit, communicatively connected to both the vehicle controller and the BCT device, used to receive and adjust the output current of each BCT device based on the charge adjustment command, and determine the target charge level of the corresponding power battery pack based on the output current. This invention uses the vehicle controller to determine whether the charge levels of the power battery packs are the same, and sends control commands to the control unit when the charge levels are different, thereby adjusting the output current of the BCT device and thus adjusting the charge levels of the power battery packs, thereby balancing the charge levels of multiple power battery packs. Attached Figure Description

[0015] Figure 1 A system architecture diagram of an embodiment of the energy management system for a locomotive provided by the present invention; Figure 2 A system electrical control diagram of an embodiment of the energy management system for a locomotive provided by the present invention; Figure 3 A diagram showing the power distribution connection of the BCT device in one embodiment of the energy management system for a locomotive provided by the present invention; Figure 4 This is a system power distribution diagram in one embodiment of the energy management system for a locomotive provided by the present invention. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0017] In the description of the embodiments of the present invention, unless otherwise stated, "multiple" means two or more. "And / or" describes the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0018] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0019] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0020] Before demonstrating the embodiments, the following terms will be explained.

[0021] The Battery Charger Transformer (BCT) is an isolated battery charging transformer used in electric vehicles / hybrid electric vehicles (EVs / HEVs), whose main function is to achieve efficient and safe power conversion.

[0022] This invention provides an energy management system, method, and train for a locomotive, which will be described below.

[0023] Figure 1 A schematic flowchart of an embodiment of the locomotive energy management system provided by the present invention is shown below. Figure 1 As shown, the locomotive's energy management system 100 includes: Multiple power battery packs 101 are provided, each power battery pack is connected to a power motor and a BCT device, and each power battery pack is used to provide power to the motor and the BCT device. It should be noted that BCT devices are used to convert DC input into the same DC output voltage.

[0024] The auxiliary combiner system 102 is connected to the BCT equipment and is used to collect the target voltages output by all BCT equipment and to output power to the auxiliary power supply equipment. The vehicle controller 103 is connected to the auxiliary combiner system and is used to acquire the power of each power battery pack, set the power adjustment range according to the power, and send power adjustment commands to the control unit based on the power and the power adjustment range. The vehicle controller is VCU, which stands for Locomotive Vehicle Controller.

[0025] The control unit 104 is communicatively connected to the vehicle controller and the BCT device, respectively, and is used to receive and adjust the output current of each BCT device based on the power adjustment command, and determine the target power of the corresponding power battery pack based on the output current.

[0026] The control unit, in this embodiment, is mainly used to control the output current of each BCT device.

[0027] Compared with existing technologies, this embodiment provides an energy management system for a locomotive, comprising: multiple power battery packs, each connected to a power motor and a BCT device, each power battery pack providing power to the motor and the BCT device; an auxiliary combiner system, communicatively connected to the BCT device, used to collect the target voltage output of all BCT devices and output power to the auxiliary power supply device; a vehicle controller, communicatively connected to the control unit, used to acquire and determine when the charge levels of each power battery pack are different, set a charge adjustment range based on the charge levels, and send charge adjustment commands to the control unit based on the charge levels and the charge adjustment range, thereby providing a basis for balancing the charge levels of the power battery packs; and a control unit, communicatively connected to both the vehicle controller and the BCT device, used to receive and adjust the output current of each BCT device based on the charge adjustment commands, and determine the target charge level of the corresponding power battery pack based on the output current. This invention uses the vehicle controller to determine whether the charge levels of the power battery packs are the same, and sends control commands to the control unit under different conditions, thereby adjusting the output current of the BCT device and thus adjusting the charge levels of the power battery packs, thereby balancing the charge levels of multiple power battery packs.

[0028] It should be noted that the system in this embodiment is not only applicable to trains, but also to other locomotive types.

[0029] In a specific embodiment of the present invention, the vehicle controller 103 acquires the power capacity of each of the multiple power battery packs n, for example, the power capacity of each power battery pack is represented as... , , , , … In determining , , , , … There are different battery levels within the range. A battery level adjustment range is generated, and a battery level adjustment command is sent to the control unit. For example... , If the corresponding battery pack has a different charge level than other battery packs, two charge level adjustment ranges are generated. The control unit adjusts the BCT devices corresponding to power battery pack 4 and power battery pack 5 according to the charge level adjustment command, thereby adjusting the charge level of power battery pack 4 and power battery pack 5.

[0030] In specific embodiments of the present invention, such as Figure 2 The diagram shown is the electrical control diagram of this energy system.

[0031] In some embodiments of the present invention, such as Figure 3 As shown, the auxiliary power supply device includes: One or more of the following: converter, frequency converter, and inverter.

[0032] In some embodiments of the present invention, the auxiliary power supply device is connected to the control unit via RS485.

[0033] In some embodiments of the present invention, the vehicle controller sends a power adjustment command to the control unit via CAN communication.

[0034] In a specific embodiment of the present invention, the technical parameters of the BCT-assisted bus system are as follows: Table 1: Technical Parameters of BCT Assisted Commutation System

[0035] In some embodiments of the present invention, the control unit is also used to, It receives and controls the opening and closing of auxiliary power equipment according to the switching commands sent by the vehicle controller.

[0036] In some embodiments of the present invention, the control strategy of the control unit includes: hard-wired control mode and CAN communication control mode.

[0037] In some embodiments of the present invention, a ventilation fan is also included. In the hard-wired control mode, the ventilation fan receives a start signal, a stop signal, a speed increase signal, and a speed decrease signal sent by the vehicle controller to control the ventilation fan to start, stop, increase speed, and decrease speed. In the CAN communication control mode, the ventilation fan receives commands sent by the vehicle controller via CAN to control the ventilation fan to start, stop, increase speed, and decrease speed.

[0038] In some embodiments of the present invention, the auxiliary bus system is connected to the vehicle controller via a CAN network.

[0039] In specific embodiments of the present invention, such as Figure 4 As shown, the ACU's control strategy is as follows: A redundant control method is adopted, which mainly uses hard-wired control and supplements it with CAN communication control.

[0040] VCU output control node: 1. BCT start enabled; 2. Auxiliary power supply 1# APU start / stop; 3. Ventilation fan 2# APU start / stop; 4. 1# Ventilation fan start / stop; 5. 1# Ventilation fan high speed; 6. 2# Ventilation fan start / stop; 7. 2# Ventilation fan high speed (standby); 8. 1# Compressor DC contactor closed; 9. 2# Compressor DC contactor closed; 10. Hard-wired control enabled; 11. Redundancy switching contactor closed.

[0041] The APU control system, i.e., the energy management system provided by this invention, uses four output points to combine into a data value of 0-15 for system status feedback. The VCU uses this data as the primary judgment signal. CAN communication is used for SOC adjustment and control, and detailed feedback data is captured.

[0042] The main component control is switched by the 10. Hard-wired control enable signal. The main component control is mainly hard-wired control. If the hard-wired control enable is disconnected, CAN communication control will take the lead.

[0043] Start-up control of each component Bus BCT control: In hard-wired control mode, after the VCU sends the 1.BCT start enable signal for 2 seconds, it determines the input voltage of the single bus DC and operates automatically, then feeds back the corresponding status. When the 1.BCT start enable signal is disconnected, the ACU controls the BCT to stop and feeds back the corresponding status.

[0044] In CAN communication control mode, after the VCU sends the working command of the corresponding node of the BCT, the BCT begins to respond to the VCU control command and feed back the status. If a fault occurs in the middle, the ACU system will automatically enter the fault handling process and take corresponding measures.

[0045] Auxiliary power supply control: After the ACU receives the APU startup signal from the auxiliary power supply 1#APU, it automatically starts to judge and output.

[0046] Ventilation fan control: In hard-wired control mode, the VCU will send the following commands as needed: 4.1# fan start / stop and 6.2# fan start / stop, fan high / low speed response 5.1# fan high speed (on is high speed, off is low speed), 7. standby.

[0047] In CAN communication control mode, the VCU sends control commands for the ventilation fan via CAN.

[0048] compressor contactor In hard-wired control mode: When powered on, after the bus BCT starts working, it begins to respond to the closing of the DC contactor of compressor #8.1 and the DC contactor of compressor #9.2 sent by the VCU.

[0049] In CAN communication control mode: When powered on, the bus BCT starts working and begins to respond to CAN communication commands sent by the VCU.

[0050] SOC regulation In any control mode, the APU system responds to CAN communication for SOC adjustment control. If CAN communication is lost, SOC adjustment will not be performed. The VCU forwards the 6-channel SOC feedback from the BMS to the ACU control system via CAN, and sets the start and end ranges of SOC adjustment. SOC adjustment start control is initiated when the VCU sends an SOC adjustment start signal, and the APU begins SOC adjustment according to the corresponding conditions.

[0051] Status feedback In any control mode, the ACU system provides feedback on the corresponding status of the lines and CAN bus. The CAN communication status is fed back according to the communication protocol, and the hard-wired status feedback consists of a set of data from 0 to 15 composed of four high-level signals.

[0052] 0. Reserved, 1. Initialization (no abnormality when low voltage is powered on), 2. BCT ready (no abnormality when high voltage is powered on), 3. BCT running, 4.1#APU running, 5.2#APU running, 6. Fault, 7. All running, 8. Warning.

[0053] Hard-wired status feedback instructions: After the ACU cabinet completes low-voltage power-on without any faults, it enters step 1; after the busbar BCT input terminal completes high-voltage power-on without any abnormalities, it enters step 2; after the busbar BCT starts working and the back-end output is normal, it enters step 3; after receiving the APU working command and starting work, it enters steps 4 and 5 respectively; if it receives and completes work simultaneously, it enters step 7; if an event requiring output to be stopped occurs during this period, it enters step 6, and the APU system automatically takes corresponding measures (such as reporting the fault content, automatically stopping the output if the VCU does not issue a stop command after a certain period of time, etc.); if an event that does not require stopping the output occurs, it enters step 8, and the APU system automatically takes corresponding measures.

[0054] In summary, the ACU needs to combine the auxiliary contacts of each contactor to judge the status of the contactor and report the disconnection of the faulty DC contactor in a timely manner. It needs to determine that the output current is <=10A before responding to the VCU's command, or disconnect after receiving the VCU's command for 30 seconds (ACU without associated fault) / 10 seconds (ACU with associated fault) to avoid faults caused by load disconnection.

[0055] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0056] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. An energy management system for a locomotive, characterized in that, include: Multiple power battery packs, each power battery pack is connected to a power motor and a BCT device, and each power battery pack is used to provide power to the motor and the BCT device; The auxiliary combiner system communicates with the BCT equipment to collect the target voltages output by all BCT equipment and output power to the auxiliary power supply equipment. The vehicle controller, which communicates with the control unit, is used to acquire and determine that when the power charge of each power battery pack is different, set the power adjustment range according to the power charge and send a power adjustment command to the control unit based on the power charge and the power adjustment range. The control unit is communicatively connected to the vehicle controller and the BCT device, respectively, and is used to receive and adjust the output current of each BCT device based on the power adjustment command, and determine the target power of the corresponding power battery pack based on the output current.

2. The locomotive energy management system according to claim 1, characterized in that, The auxiliary power supply equipment includes: One or more of the following: converter, frequency converter, and inverter.

3. The locomotive energy management system according to claim 2, characterized in that, The auxiliary power supply device is connected to the control unit via RS485.

4. The locomotive energy management system according to claim 1, characterized in that, The vehicle controller sends power adjustment commands to the control unit via CAN communication.

5. The locomotive energy management system according to claim 1, characterized in that, The control unit is also used for, It receives and controls the opening and closing of auxiliary power equipment according to the switching commands sent by the vehicle controller.

6. The locomotive energy management system according to claim 1, characterized in that, The control strategies of the control unit include: hard-wired control mode and CAN communication control mode.

7. The locomotive energy management system according to claim 6, characterized in that, It also includes a ventilation fan. In the hard-wired control mode, the ventilation fan receives start signals, stop signals, speed increase signals, and speed decrease signals sent by the vehicle controller to control the ventilation fan to start, stop, increase speed, and decrease speed. In the CAN communication control mode, the ventilation fan receives commands sent by the vehicle controller via CAN to control the ventilation fan to start, stop, increase speed, and decrease speed.

8. The locomotive energy management system according to claim 1, characterized in that, The auxiliary bus system is connected to the vehicle controller via a CAN network.

9. An energy management method for a locomotive, characterized in that, include: The system receives and adjusts the output current of each BCT device based on the power adjustment command, and determines the target power level of the corresponding power battery pack based on the output current. The power adjustment command is an instruction sent by the vehicle controller to the control unit based on the power level and the power adjustment range. The power level is the power level of each power battery pack, and the power adjustment range is set by the vehicle controller based on the power level.

10. A train, characterized in that, The vehicle includes: the energy management system of the locomotive as described in any one of claims 1-8.

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