Locomotive power supply control circuit, control method and new energy locomotive

Abstract

The invention discloses a locomotive power supply control circuit, a control method and a new energy locomotive, and relates to the technical field of rail transit. The trailer power battery is also used as a power supply of the locomotive through the connector; during power supply control, when it is detected that the electric quantity of the trailer power battery is smaller than the first preset electric quantity, or the output power of the trailer power battery is smaller than the locomotive load demand power, and the electric quantity of the locomotive power battery is at least the third preset electric quantity; and the direct-current power supply conversion system adjusts the output voltage value of the locomotive power battery to be the same as the output voltage value of the trailer power battery, so that the trailer power battery and the locomotive power battery supply power to the locomotive load together. According to the invention, the marshalling vehicles have higher traction power, the problem that the traction capability is reduced along with the reduction of the electric quantity in the later period of energy supply of a single power battery system is avoided, and the situation that the power battery systems of different vehicles are switched by parking is avoided, so that the new energy locomotive has higher power and longer cruising ability, and the transportation efficiency of the locomotive is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a locomotive power supply control circuit, control method, and new energy locomotive. Background Technology

[0002] Faced with the drawbacks of high emissions and low energy efficiency of traditional diesel locomotives, the emergence of new energy locomotives has become an inevitable choice for the development of the railway transportation industry. New energy locomotives typically use locomotive power batteries for power; however, with the rapid development of new energy locomotives in the rail transit sector, more and more users are demanding that new energy locomotives have greater power and longer range.

[0003] However, the discharge power provided by the locomotive's power battery is often limited, and the decrease in the power of the locomotive's power battery will affect the locomotive's traction capability, making it impossible to achieve the truly greater traction power requirements.

[0004] Therefore, how to enable new energy locomotives to have greater power and longer range is a technical problem that urgently needs to be solved by people in this field. Summary of the Invention

[0005] The purpose of this invention is to provide a locomotive power supply control circuit, control method, and new energy locomotive to solve the technical problems that when only the locomotive power battery is used for power supply, the discharge power provided by the locomotive power battery is often limited, and the locomotive traction capacity is affected when the power battery charge drops, making it impossible to achieve the truly greater traction power requirements.

[0006] To solve the above-mentioned technical problems, the present invention provides a locomotive power supply control method, applied to a locomotive controller in a locomotive power supply control circuit. The locomotive power supply control circuit further includes a locomotive power battery, a trailer power battery, and a DC power conversion system, all connected to the locomotive controller. The output terminal of the trailer power battery is connected to a first terminal of a connector, the output terminal of the locomotive power battery is connected to a first terminal of the DC power conversion system, and the second terminal of the DC power conversion system and the second terminal of the connector are both connected to the locomotive load. The method includes:

[0007] Obtain the locomotive load power requirement, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge;

[0008] If the power of the trailer power battery is detected to be less than the first preset power, or the output power of the trailer power battery is less than the power required by the locomotive load, and the power of the locomotive power battery is at least the third preset power, the DC power conversion system is controlled to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery.

[0009] The trailer power battery and the locomotive power battery are used to supply power to the locomotive load.

[0010] For example, after obtaining the locomotive load demand power, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge, the method further includes:

[0011] If the power of the trailer power battery is detected to be greater than or equal to the first preset power, and the output power of the trailer power battery is greater than or equal to the locomotive load demand power, the DC power conversion system is controlled to block the pulse.

[0012] The trailer's power battery is used to power the locomotive load.

[0013] For example, the locomotive power supply control circuit further includes a first contactor; the locomotive power battery is connected to the DC power conversion system via the first contactor; after controlling the DC power conversion system to block the pulse, and before using the trailer power battery to supply power to the locomotive load, the method further includes:

[0014] If the first contactor is detected to be in a closed state, the first contactor is controlled to open.

[0015] For example, it also includes:

[0016] Obtain the output power of the locomotive's power battery;

[0017] If the power level of the trailer's power battery is detected to be less than the second preset power level, the power level of the locomotive's power battery is greater than the third preset power level, and the output power of the locomotive's power battery is greater than the power required by the locomotive load, the DC power conversion system is controlled to adjust the output voltage of the locomotive's power battery to the first target voltage value; wherein, the first target voltage value is greater than the output voltage value of the trailer's power battery; and the first preset power level is greater than the second preset power level.

[0018] The locomotive's power battery is used to supply power to the locomotive's load.

[0019] For example, the locomotive power supply control circuit further includes a second contactor; the trailer power battery is connected to the connector via the second contactor, and after controlling the DC power conversion system to adjust the output voltage of the locomotive power battery to the target voltage value, it further includes:

[0020] If the second contactor is detected to be in a closed state, the second contactor is controlled to open.

[0021] For example, the locomotive power supply control circuit further includes an intermediate DC link; the locomotive load includes a traction inverter, a traction motor, a locomotive auxiliary inverter, and a braking resistor; the second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link, and the second end of the intermediate DC link is connected to the first end of the traction inverter, the locomotive auxiliary inverter, and the braking resistor, respectively; the second end of the traction inverter is connected to the traction motor, and the method further includes:

[0022] When the locomotive load feedback power is detected, and both the locomotive power battery and the trailer power battery are in normal condition, the traction inverter controls the traction motor to generate electricity.

[0023] The AC power output from the traction motor is rectified into DC power; and the output voltage of the DC power is adjusted to the second target voltage value.

[0024] The traction motor is used to charge the trailer's power battery; wherein the second target voltage value is greater than the output voltage value of the trailer's power battery;

[0025] And / or, control the DC power conversion system to transform the intermediate DC link; after transformation, charge the locomotive power battery, and / or supply power to the braking resistor.

[0026] For example, the locomotive power supply control circuit further includes a third contactor, wherein the second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link through the third contactor; the method further includes:

[0027] Obtain the voltage value of the intermediate DC link;

[0028] If an abnormal voltage value is detected in the intermediate DC link, the third contactor is controlled to be in the open state.

[0029] To solve the above-mentioned technical problems, the present invention also provides a locomotive power supply control circuit, including: a locomotive controller, a locomotive power battery, a trailer power battery and a DC power conversion system connected to the locomotive controller; the output end of the trailer power battery is connected to the first end of a connector, the output end of the locomotive power battery is connected to the first end of the DC power conversion system, and the second end of the DC power conversion system and the second end of the connector are both connected to the locomotive load;

[0030] The locomotive controller is used to acquire the locomotive load power requirement, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge. When it detects that the trailer power battery charge is less than a first preset charge, or the trailer power battery output power is less than the locomotive load power requirement, and the locomotive power battery charge is at least a third preset charge, it controls the DC power conversion system to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery; and uses the trailer power battery and the locomotive power battery to supply power to the locomotive load.

[0031] For example, the locomotive load includes a traction inverter, a traction motor, a locomotive auxiliary inverter, and a braking resistor; the locomotive power supply control circuit also includes a first contactor, a second contactor, an intermediate DC link, and a third contactor;

[0032] The locomotive power battery is connected to the DC power conversion system via the first contactor;

[0033] The trailer power battery is connected to the connector via the second contactor;

[0034] The second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link through the third contactor. The second end of the intermediate DC link is connected to the first end of the traction inverter, the locomotive auxiliary inverter, and the braking resistor, respectively. The second end of the traction inverter is connected to the traction motor.

[0035] To address the aforementioned technical problems, the present invention also provides a new energy locomotive, comprising:

[0036] Memory, used to store computer programs;

[0037] A processor is used to implement the steps of the locomotive power supply control method described above when executing the computer program.

[0038] The locomotive power supply control method provided by this invention is applied to the locomotive controller in the locomotive power supply control circuit. In the locomotive power supply control circuit, the output terminal of the trailer power battery is connected to the first terminal of a connector, and the output terminal of the locomotive power battery is connected to the first terminal of a DC power converter. The second terminal of the DC power converter system and the second terminal of the connector are both connected to the locomotive load, meaning that the trailer power battery is also used as a power source for the locomotive through the connector. During power supply control, if it is detected that the charge of the trailer power battery is less than a first preset charge, or the output power of the trailer power battery is less than the power required by the locomotive load, and the charge of the locomotive power battery is at least a third preset charge, the DC power converter system is controlled to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery, thereby utilizing both the trailer power battery and the locomotive power battery to supply power to the locomotive load. Compared to methods that rely solely on the locomotive's power battery to supply power to the locomotive load, the power supply control method provided by this invention utilizes both the locomotive's power battery and the trailer's power battery for power supply. This enables greater traction power for the trainset, avoids the problem of reduced traction capacity as the power of a single power battery system decreases in the later stages of power supply, and eliminates the need to stop and switch between different vehicle power battery systems. This results in new energy locomotives having greater power, longer range, and improved transport efficiency. Furthermore, when the locomotive's power battery is supplying power, it ensures that the battery's charge level is at least a third preset level, thus protecting the locomotive's power battery.

[0039] In addition, the present invention also provides a locomotive power supply control circuit and a new energy locomotive, which have the same or corresponding technical features as the locomotive power supply control method mentioned above, and have the same effect. Attached Figure Description

[0040] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A schematic diagram of a locomotive power supply control circuit provided in an embodiment of the present invention;

[0042] Figure 2 A flowchart of a locomotive power supply control method provided in an embodiment of the present invention;

[0043] Figure 3 A structural diagram of a locomotive power supply control circuit provided in an embodiment of the present invention;

[0044] Figure 4 This is a schematic diagram illustrating a locomotive controller controlling a power battery system and a trailer power battery supply, provided as an embodiment of the present invention.

[0045] Figure 5 This is a structural diagram of a new energy locomotive provided in an embodiment of the present invention.

[0046] The attached figures are labeled as follows:

[0047] 1-Locomotive controller; 2-Locomotive power battery; 3-Trailer power battery; 4-DC power conversion system; 5-Connector; 6-Locomotive load; 7-Intermediate DC link; 8-Trailer auxiliary inverter; 40-DC / DC; 60-Locomotive auxiliary inverter; 61-Traction inverter; 62-Traction motor; 63-Braking resistor. Detailed Implementation

[0048] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0049] The core of this invention is to provide a locomotive power supply control circuit, control method, and new energy locomotive, in order to solve the technical problems that when only the locomotive power battery is used for power supply, the discharge power provided by the locomotive power battery is often limited, and the locomotive traction capacity is affected after the power battery charge drops, making it impossible to achieve the truly greater traction power requirements.

[0050] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Figure 1 This is a schematic diagram of a locomotive power supply control circuit provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the locomotive power supply control circuit includes a locomotive controller 1 (Train Control and Management System (TCMS)), a locomotive power battery 2 connected to the locomotive controller 1, a trailer power battery 3, and a DC power conversion system 4. The output terminal of the trailer power battery 3 is connected to the first terminal of connector 5, the output terminal of the locomotive power battery 2 is connected to the first terminal of the DC power conversion system, and the second terminal of both the DC power conversion system 4 and connector 5 is connected to the locomotive load 6. The trailer is then mounted on the locomotive via connector 5. The DC power conversion system 4 may be a bidirectional DC / DC 40 module.

[0051] Figure 2 A flowchart of a locomotive power supply control method provided in an embodiment of the present invention is shown below. Figure 2 As shown, the method includes:

[0052] S10: Obtain the locomotive load power requirement, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge;

[0053] S11: When it is detected that the power of the trailer power battery is less than the first preset power, or the output power of the trailer power battery is less than the power required by the locomotive load, and the power of the locomotive power battery is at least the third preset power, the DC power conversion system is controlled to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery.

[0054] S12: Powering locomotive loads using trailer power batteries and locomotive power batteries.

[0055] The locomotive load 6 includes a traction inverter 61, a traction motor 62, a locomotive auxiliary inverter 60, and a braking resistor 63. The charge level and output power of the trailer power battery 3 can be actively reported by the locomotive power battery 2 to the locomotive controller 1. The reporting frequency is not limited and is determined based on actual conditions.

[0056] After acquiring the power demand of the locomotive load 6, the charge level of the trailer power battery 3, the output power of the trailer power battery 3, and the charge level of the locomotive power battery 2, the locomotive controller 1 analyzes the charge level and output power of the trailer power battery 3. If it detects that the charge level of the trailer power battery 3 is less than a first preset charge level Q2, or the output power P2 of the trailer power battery 3 is less than the power demand P3 of the locomotive load 6, and the charge level of the locomotive power battery 2 is at least a third preset charge level Q1, the controller controls the DC power conversion system 4 to adjust the output voltage of the locomotive power battery 2 to be the same as the output voltage of the trailer power battery 3. The first preset charge level, the power demand of the locomotive load 6, and the third preset charge level are not limited and are determined according to the actual situation. By controlling the DC power conversion system 4 to adjust the output voltage of the locomotive power battery 2 to be the same as the output voltage of the trailer power battery 3, it ensures that the locomotive load 6 can be powered jointly by the trailer power battery 3 and the locomotive power battery 2.

[0057] When the TCMS determines that the power of the trailer power battery 3 is lower than Q2, or the output power P2 is less than the load demand power P3, and the power of the locomotive power battery 2 is at least the third preset power Q1, the TCMS controls the bidirectional DC / DC 40 module to adjust the output voltage of the locomotive power battery 2 to be close to the voltage of the trailer power battery 3. At this time, the train is towed by the locomotive power battery 2 and the trailer power battery 3 together, ensuring that the power meets the towing assistance requirements of the whole vehicle.

[0058] The locomotive power supply control method provided in this embodiment is applied to the locomotive controller 1 in the locomotive power supply control circuit. In the locomotive power supply control circuit, the output terminal of the trailer power battery 3 is connected to the first terminal of connector 5, the output terminal of the locomotive power battery 2 is connected to the first terminal of the DC power conversion system, and the second terminal of both the DC power conversion system 4 and connector 5 are connected to the locomotive load 6. That is, the trailer power battery 3 is also used as a power source for the locomotive through connector 5. During power supply control, if the charge of the trailer power battery 3 is detected to be less than a first preset charge, or the output power of the trailer power battery 3 is less than the power required by the locomotive load 6, the DC power conversion system 4 is controlled to adjust the output voltage of the locomotive power battery 2 to be the same as the output voltage of the trailer power battery 3, thereby utilizing both the trailer power battery 3 and the locomotive power battery 2 to supply power to the locomotive load 6. Compared to the method of using only the locomotive power battery 2 to power the locomotive load 6, the power supply control method provided by this invention allows the locomotive power battery 2 and the trailer power battery 3 to provide power together, which can achieve greater traction power for the train formation, avoid the problem of reduced traction capacity as the power of a single power battery system decreases in the later stages of power supply, and avoid the need to stop to switch the power battery systems of different vehicles. This results in new energy locomotives having greater power, longer range, and improved transportation efficiency. In addition, when the locomotive power battery 2 is supplying power, it ensures that the power of the locomotive power battery 2 is at least at the third preset level, thus protecting the locomotive power battery 2.

[0059] In the above embodiments, the locomotive load 6 is powered by both the locomotive power battery 2 and the trailer power battery 3. In practice, the trailer power battery 3 may be able to meet the power supply requirements of the locomotive load 6. Therefore, in order to improve resource utilization, in some embodiments, after obtaining the power demand of the locomotive load 6, the charge of the trailer power battery 3, the output power of the trailer power battery 3, and the charge of the locomotive power battery 2, the locomotive power supply control method further includes:

[0060] If the power of the trailer power battery 3 is detected to be greater than or equal to the first preset power, and the output power of the trailer power battery 3 is greater than or equal to the power required by the locomotive load 6, the DC power conversion system 4 is controlled to block the pulse.

[0061] The trailer power battery 3 is used to power the locomotive load 6.

[0062] Specifically, the locomotive TCMS makes a comprehensive judgment based on the status of the locomotive power battery 2, the status of the trailer power battery 3, and the load power demand. If the trailer power battery 3 is normal and its charge is not lower than the first preset charge Q2, it can output power P2. At the same time, the load power demand P3 is not greater than the output power P2 of the trailer power battery 3. Then, the TCMS controls the bidirectional DC / DC 40 module to block the pulse, and the locomotive power battery 2 does not work. At this time, the trailer power battery 3 supplies power to the downstream load.

[0063] In the method provided in this embodiment, when the charge level of the trailer power battery 3 is detected to be greater than or equal to a first preset charge level, and the output power of the trailer power battery 3 is detected to be greater than or equal to the power demand of the locomotive load 6, the trailer power battery 3 is used alone to supply power to the locomotive load 6. Compared with the method of using both the locomotive power battery 2 and the trailer power battery 3 to supply power to the locomotive load 6, the resource utilization rate is improved. In addition, it is worth noting that prioritizing the use of the charge level of the trailer power battery 3 ensures that the charge level of the locomotive power battery 2 is kept within a healthy range.

[0064] In the above embodiments, the locomotive power battery 2 is prevented from supplying power to the locomotive load 6 by controlling the DC power conversion system 4 to block the pulse. In some embodiments, the locomotive power supply control circuit further includes a first contactor K1; the locomotive power battery 2 is connected to the DC power conversion system 4 through the first contactor K1; after controlling the DC power conversion system 4 to block the pulse and before using the trailer power battery 3 to supply power to the locomotive load 6, the locomotive power supply control method further includes:

[0065] If the first contactor K1 is detected to be in the closed state, the first contactor K1 is controlled to open.

[0066] In this method, when it is detected that the charge of the trailer power battery 3 is greater than or equal to the first preset charge and the output power of the trailer power battery 3 is greater than or equal to the power required by the locomotive load 6, the first contactor K1 is not directly disconnected to prevent the locomotive power battery 2 from supplying power to the locomotive load 6. Instead, the DC power conversion system 4 is controlled to block the pulse. On the one hand, controlling the DC power conversion system 4 to block the pulse is faster than operating the first contactor K1, which can efficiently achieve power supply to the locomotive load 6 only through the trailer power battery 3. On the other hand, it avoids the arcing phenomenon caused by directly disconnecting the first contactor K1, thereby protecting the first contactor K1 and protecting the user's safety.

[0067] In the above embodiments, the trailer power battery 3 supplies power to the locomotive load 6 independently. In practice, there may be situations where the trailer power battery 3 has low charge or power. The trailer can be disconnected via connector 5, and a new fully charged trailer can be connected, enabling continuous operation of the new energy locomotive, saving user charging time, and improving the efficiency of the new energy locomotive. Alternatively, the locomotive load 6 can also be powered by the locomotive power battery 2. In some embodiments, the locomotive power supply control method further includes:

[0068] Obtain the output power of the locomotive power battery 2;

[0069] If the power level of the trailer power battery 3 is detected to be less than the second preset power level Q3, the power level of the locomotive power battery 2 is greater than the third preset power level Q1, and the output power P1 of the locomotive power battery 2 is greater than the power required by the locomotive load 6, the DC power conversion system 4 is controlled to adjust the output voltage of the locomotive power battery 2 to the first target voltage value; wherein, the first target voltage value is greater than the output voltage value of the trailer power battery 3; and the first preset power level is greater than the second preset power level (i.e., Q2 is greater than Q3).

[0070] The locomotive power battery 2 is used to supply power to the locomotive load 6.

[0071] In this method, when the power battery system of the trailer is low, the locomotive power battery 2 automatically takes on more load to ensure that the traction capacity of the train does not decrease.

[0072] In addition, the locomotive power supply control circuit also includes a second contactor K2; the trailer power battery 3 is connected to the connector 5 via the second contactor K2, and after the control DC power conversion system 4 adjusts the output voltage of the locomotive power battery 2 to the target voltage value, it also includes:

[0073] If the second contactor K2 is detected to be in the closed state, control the second contactor K2 to open.

[0074] Specifically, when the TCMS determines that the trailer power battery 3's charge is below Q3 and the locomotive power battery 2's charge is at least Q1, and the output power P1 is greater than the load demand power P3, the TCMS controls the bidirectional DC / DC 40 module to adjust the output voltage of the locomotive power battery 2 to be higher than the trailer power battery 3's voltage. Simultaneously, it controls the second contactor K2 to disconnect. At this time, the train's power is supplied to the downstream load by the locomotive power battery 2. Disconnecting the second contactor K2 effectively prevents the locomotive power battery 2 from mutually charging the trailer power battery 3, reducing energy consumption and ensuring that the locomotive power battery 2's output power meets the load demand power.

[0075] The above describes the scenarios where the locomotive is powered by both the locomotive power battery 2 and the trailer power battery 3, by the trailer power battery 3 alone, and by the locomotive power battery 2 alone. In practice, the locomotive may be in a regenerative braking state. To save energy, in some embodiments, the locomotive power supply control circuit also includes an intermediate DC link 7; the second end of connector 5 and the second end of DC power conversion system 4 are both connected to the first end of intermediate DC link 7, and the second end of intermediate DC link 7 is connected to the first end of traction inverter 61, locomotive auxiliary inverter 60, and braking resistor 63, respectively; the second end of traction inverter 61 is connected to traction motor 62. The method further includes:

[0076] When the feedback power of the locomotive load 6 (i.e., the load demand power P3 is negative) is detected, and the status of the locomotive power battery 2 and the trailer power battery 3 are both in normal condition, the traction inverter 61 controls the traction motor 62 to generate electricity.

[0077] The AC power output from the traction motor 62 is rectified into DC power; and the output voltage of the DC power is adjusted to the second target voltage value.

[0078] The traction motor 62 is used to charge the trailer power battery 3; wherein the second target voltage value is greater than the output voltage value of the trailer power battery 3.

[0079] And / or, control the DC power conversion system 4 to transform the intermediate DC link 7; after transformation, it charges the locomotive power battery 2 and / or supplies power to the braking resistor 63.

[0080] Specifically, when the TCMS determines that the load demand power P3 is negative, and the locomotive power battery 2 and the trailer power battery 3 are in normal condition, the traction inverter 61 controls the traction motor 62 to operate as a generator. The three-phase AC power output from the traction motor 62 is rectified into DC power through controllable rectification, and this voltage is controlled to be higher than the current voltage of the trailer power battery 3, directly charging the trailer power battery 3. The TCMS controls the bidirectional DC / DC 40 module to transform the voltage of the intermediate DC link 7 to charge the locomotive power battery 2, and excess energy is consumed by the braking resistor 63.

[0081] In practice, the DC power conversion system 4 may experience malfunctions. To protect the DC power conversion system 4, in some embodiments, the locomotive power supply control circuit also includes a third contactor K3. The second end of the connector 5 and the second end of the DC power conversion system 4 are both connected to the first end of the intermediate DC link 7 through the third contactor K3. The method also includes:

[0082] Obtain the voltage value of intermediate DC link 7;

[0083] If an abnormal voltage value is detected in the intermediate DC link 7, the third contactor K3 is controlled to be in the open state.

[0084] In this method, by detecting the voltage value of the intermediate DC link 7, the third contactor K3 is disconnected when an abnormality occurs, which can effectively protect electronic components.

[0085] In addition to the locomotive power supply control method described above, this embodiment of the invention also provides a locomotive power supply control circuit. Figure 3 A structural diagram of a locomotive power supply control circuit provided in an embodiment of the present invention is shown below. Figure 3 As shown, it includes: locomotive controller 1 ( Figure 3(Not shown) Locomotive power battery 2, trailer power battery 3 and DC power conversion system 4 are all connected to locomotive controller 1; the output end of trailer power battery 3 is connected to the first end of connector 5, the output end of locomotive power battery 2 is connected to the first end of DC power conversion system 4, and the second end of DC power conversion system 4 and the second end of connector 5 are both connected to locomotive load 6.

[0086] Specifically, the locomotive load 6 includes a traction inverter 61, a traction motor 62, a locomotive auxiliary inverter 60, and a braking resistor 63; the locomotive power supply control circuit also includes a first contactor K1, a second contactor K2, an intermediate DC link 7, and a third contactor K3.

[0087] The locomotive power battery 2 is connected to the DC power conversion system 4 via the first contactor K1;

[0088] The trailer power battery 3 is connected to connector 5 via the second contactor K2;

[0089] The second end of connector 5 and the second end of DC power conversion system 4 are both connected to the first end of intermediate DC link 7 through third contactor K3. The second end of intermediate DC link 7 is connected to the first end of traction inverter 61, locomotive auxiliary inverter 60 and braking resistor 63 respectively. The second end of traction inverter 61 is connected to traction motor 62.

[0090] In addition, a trailer auxiliary inverter 8 is installed in the trailer, and the output of the trailer auxiliary inverter 8 is connected to the first end of the second contactor K2 and the connector 5.

[0091] The following continues... Figure 3 The provided structural diagram of the locomotive power supply control circuit is explained. It mainly consists of locomotive equipment and trailer equipment, and the implementation method for the equipment circuit connection is as follows:

[0092] 1) The locomotive power battery 2 is connected to the bidirectional DC / DC 40 module through the first contactor K1. The first contactor K1 is used to control the connection or disconnection of the locomotive power battery 2. The bidirectional DC / DC 40 module is mainly used to control the locomotive power battery 2 to work in the charging or discharging state. It can also block the pulse to make the locomotive power battery 2 in the non-working state.

[0093] 2) The locomotive power battery 2 enters the intermediate DC link 7 after passing through the first contactor K1 and the bidirectional DC / DC 40 module. The third contactor K3 is installed at the front end of the intermediate DC link 7. The third contactor K3 is used to control the on and off of the intermediate DC link 7. When the voltage of the intermediate DC link 7 is abnormal, the third contactor K3 is disconnected to effectively protect the electronic components.

[0094] 3) The traction inverter 61 draws power from the intermediate DC link 7 and inverts it into three-phase AC power to drive the traction motor 62 and realize locomotive traction.

[0095] 4) The locomotive auxiliary inverter 60 draws power from the intermediate DC link 7 and inverts it into three-phase AC power to supply power to the locomotive auxiliary load and the thermal management system of the locomotive power battery 2, ensuring that the locomotive power battery 2 operates at a suitable temperature.

[0096] 5) After passing through the second contactor K2 and the connector 5 between the locomotive and the trailer, the trailer power battery 3 enters the intermediate DC link 7 through the third contactor K3. The second contactor K2 is used to control the connection or disconnection of the trailer power battery 3. The connector 5 is used to connect the main circuit of the locomotive and the trailer. The locomotive and trailer can be quickly attached and detached through quick-connection.

[0097] 6) The trailer auxiliary inverter 8 draws power from the output side of the second contactor K2 to supply power to the trailer auxiliary load and the thermal management system of the trailer power battery 3, ensuring that the trailer power battery 3 operates at a suitable temperature.

[0098] 7) Depending on the changes in load power demand, the trailer power battery 3 can supply power to the locomotive traction auxiliary load and the trailer auxiliary load independently, or it can supply power to all loads together with the locomotive power battery 2. When the trailer circuit fails or the power is insufficient, the locomotive power battery 2 can supply power to all loads independently.

[0099] 8) When the locomotive is in regenerative braking state, the traction inverter 61 controls the traction motor 62 to work in the generator state and rectifies the three-phase AC power into DC power to supply power to the intermediate DC link 7, charging the locomotive power battery 2 and the trailer power battery 3. The locomotive auxiliary inverter 60 and the trailer auxiliary inverter 8 draw power from the intermediate DC link 7 to supply power to the locomotive and trailer loads. Excess energy will be consumed by the braking resistor 63 to maintain the voltage stability of the intermediate DC link 7.

[0100] Figure 4 This is a schematic diagram illustrating a locomotive controller controlling a power battery system and a trailer power battery supply, provided as an embodiment of the present invention. Figure 4 As shown, the locomotive controller 1 collects the status of the locomotive power battery 2, trailer power battery 3, locomotive auxiliary inverter 60, and trailer auxiliary inverter 8, as well as the calculated load power demand, and comprehensively judges and controls the first contactor K1, the second contactor K2, and the third contactor K3 to close or open; controls the bidirectional DC / DC 40 module to adjust the locomotive power battery 2 to work in charging or discharging state; and controls the traction inverter 61 to work in inverter state or rectifier state, adjusting its traction power or regenerative braking power.

[0101] In addition, the locomotive controller 1 can determine that the locomotive power battery 2 and the trailer power battery 3 are in normal condition, and that the locomotive auxiliary inverter 60 and the trailer auxiliary inverter 8 are in normal condition (i.e., no fault has occurred), and then control the first contactor K1, the second contactor K2 and the third contactor K3 to close respectively.

[0102] For the method by which the locomotive controller 1 controls the power battery system and the trailer power battery 3 for power supply, please refer to the relevant content of the locomotive power supply control method above, which will not be repeated here.

[0103] Figure 5 This is a structural diagram of a new energy locomotive provided in an embodiment of the present invention. This embodiment is based on a hardware perspective, such as... Figure 5 As shown, new energy locomotives include:

[0104] Memory 20 is used to store computer programs;

[0105] The processor 21 is used to execute a computer program to implement the steps of the locomotive power supply control method mentioned in the above embodiments.

[0106] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0107] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, can implement the relevant steps of the locomotive power supply control method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, and the storage method may be temporary or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, the data involved in the locomotive power supply control method mentioned above.

[0108] In some embodiments, the new energy vehicle may also include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0109] Those skilled in the art will understand that Figure 5 The structure shown does not constitute a limitation on new energy vehicles and may include more or fewer components than shown.

[0110] The new energy locomotive provided in this embodiment of the invention includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: locomotive power supply control method, with the same effect as above.

[0111] Finally, the present invention also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, performs the steps described in the above method embodiments.

[0112] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0113] The computer-readable storage medium provided by this invention includes the locomotive power supply control method mentioned above, and has the same effect.

[0114] The foregoing has provided a detailed description of a locomotive power supply control circuit, control method, and new energy locomotive provided by the present invention. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the invention, and these improvements and modifications also fall within the protection scope of the present invention.

[0115] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A locomotive power supply control method, characterized in that, A locomotive controller is applied in a locomotive power supply control circuit, the locomotive power supply control circuit further includes a locomotive power battery, a trailer power battery, and a DC power conversion system all connected to the locomotive controller; the output terminal of the trailer power battery is connected to a first terminal of a connector, the output terminal of the locomotive power battery is connected to a first terminal of the DC power conversion system, and the second terminal of the DC power conversion system and the second terminal of the connector are both connected to the locomotive load; the method includes: Obtain the locomotive load power requirement, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge; If the power of the trailer power battery is detected to be less than the first preset power, or the output power of the trailer power battery is less than the power required by the locomotive load, and the power of the locomotive power battery is at least the third preset power, the DC power conversion system is controlled to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery. The trailer power battery and the locomotive power battery are used to supply power to the locomotive load.

2. The locomotive power supply control method according to claim 1, characterized in that, After obtaining the locomotive load demand power, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge, the method further includes: If the power of the trailer power battery is detected to be greater than or equal to the first preset power, and the output power of the trailer power battery is greater than or equal to the locomotive load demand power, the DC power conversion system is controlled to block the pulse. The trailer's power battery is used to power the locomotive load.

3. The locomotive power supply control method according to claim 2, characterized in that, The locomotive power supply control circuit further includes a first contactor; the locomotive power battery is connected to the DC power conversion system via the first contactor; after controlling the DC power conversion system to block the pulse, and before using the trailer power battery to supply power to the locomotive load, the method further includes: If the first contactor is detected to be in a closed state, the first contactor is controlled to open.

4. The locomotive power supply control method according to claim 1, characterized in that, Also includes: Obtain the output power of the locomotive's power battery; If the power level of the trailer's power battery is detected to be less than the second preset power level, the power level of the locomotive's power battery is greater than the third preset power level, and the output power of the locomotive's power battery is greater than the power required by the locomotive load, the DC power conversion system is controlled to adjust the output voltage of the locomotive's power battery to the first target voltage value; wherein, the first target voltage value is greater than the output voltage value of the trailer's power battery; and the first preset power level is greater than the second preset power level. The locomotive's power battery is used to supply power to the locomotive's load.

5. The locomotive power supply control method according to claim 4, characterized in that, The locomotive power supply control circuit also includes a second contactor; the trailer power battery is connected to the connector via the second contactor, and after controlling the DC power conversion system to adjust the output voltage of the locomotive power battery to the target voltage value, it further includes: If the second contactor is detected to be in a closed state, the second contactor is controlled to open.

6. The locomotive power supply control method according to any one of claims 1 to 5, characterized in that, The locomotive power supply control circuit also includes an intermediate DC link; the locomotive load includes a traction inverter, a traction motor, a locomotive auxiliary inverter, and a braking resistor; the second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link, and the second end of the intermediate DC link is connected to the first end of the traction inverter, the locomotive auxiliary inverter, and the braking resistor, respectively; the second end of the traction inverter is connected to the traction motor, and the method further includes: When the locomotive load feedback power is detected, and both the locomotive power battery and the trailer power battery are in normal condition, the traction inverter controls the traction motor to generate electricity. The AC power output from the traction motor is rectified into DC power; and the output voltage of the DC power is adjusted to the second target voltage value. The traction motor is used to charge the trailer's power battery; wherein the second target voltage value is greater than the output voltage value of the trailer's power battery; And / or, control the DC power conversion system to transform the intermediate DC link; after transformation, charge the locomotive power battery, and / or supply power to the braking resistor.

7. The locomotive power supply control method according to claim 6, characterized in that, The locomotive power supply control circuit also includes a third contactor, wherein the second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link through the third contactor; the method further includes: Obtain the voltage value of the intermediate DC link; If an abnormal voltage value is detected in the intermediate DC link, the third contactor is controlled to be in the open state.

8. A locomotive power supply control circuit, characterized in that, include: The locomotive controller, the locomotive power battery, the trailer power battery, and the DC power conversion system are all connected to the locomotive controller; the output end of the trailer power battery is connected to the first end of the connector, the output end of the locomotive power battery is connected to the first end of the DC power conversion system, and the second end of the DC power conversion system and the second end of the connector are both connected to the locomotive load. The locomotive controller is used to acquire the locomotive load power requirement, the trailer power battery charge, the trailer power battery output power, and the locomotive power battery charge. When it detects that the trailer power battery charge is less than a first preset charge, or the trailer power battery output power is less than the locomotive load power requirement, and the locomotive power battery charge is at least a third preset charge, it controls the DC power conversion system to adjust the output voltage of the locomotive power battery to be the same as the output voltage of the trailer power battery; and uses the trailer power battery and the locomotive power battery to supply power to the locomotive load.

9. The locomotive power supply control circuit according to claim 8, characterized in that, The locomotive load includes a traction inverter, a traction motor, a locomotive auxiliary inverter, and a braking resistor; the locomotive power supply control circuit also includes a first contactor, a second contactor, an intermediate DC link, and a third contactor. The locomotive power battery is connected to the DC power conversion system via the first contactor; The trailer power battery is connected to the connector via the second contactor; The second end of the connector and the second end of the DC power conversion system are both connected to the first end of the intermediate DC link through the third contactor. The second end of the intermediate DC link is connected to the first end of the traction inverter, the locomotive auxiliary inverter, and the braking resistor, respectively. The second end of the traction inverter is connected to the traction motor.

10. A new energy locomotive, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the locomotive power supply control method as described in any one of claims 1 to 7 when executing the computer program.

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