Train operation control system, control method, and train

Abstract

This invention discloses an operation control system, control method, and train, relating to the field of train control. The system includes a traction controller that, when the TCMS is normal, generates traction commands, braking commands, driver control unit (TCM) status, and speed limit information based on the real-time operating status of the traction battery; or, when the TCMS malfunctions, the battery management system connects to the traction controller of its own carriage via a hard-wired circuit to confirm the traction battery's operating status and adjusts the train's speed and acceleration. The braking controller performs braking control based on braking commands issued by the central control unit and the driver control unit's status when the TCMS is normal, or, when the TCMS malfunctions, the driver control unit's hard-wired braking commands. Whether the traction battery is normal or under TCMS malfunction conditions, and regardless of whether it is monitored by the central control unit, the traction and braking systems can still adjust the vehicle's operation according to the actual battery status, improving operational reliability.

Description

Technical Field

[0001] This invention relates to the field of train control, and in particular to a train operation control system, control method, and train. Background Technology

[0002] Tram storage trams or super buses typically rely on their own Battery Management System (BMS) for safety protection in situations such as overheating, overcurrent, overvoltage, fire, and individual cell voltage balancing. At the vehicle level, assuming the network system is functioning normally, the vehicle's Train Control and Monitoring System (TCMS) can be used supplementarily to implement information linkage between the traction controller, TCMS, and traction battery, taking limited measures to prevent the escalation of traction battery failures, such as vehicle speed limiting, road closures, fault isolation, and emergency braking. In emergency traction mode, the TCMS stops monitoring the battery, making information exchange and tiered operation between the battery and traction controller impossible. Summary of the Invention

[0003] The purpose of this invention is to provide an operation control system, control method, and train. The battery management system is directly connected to the traction controller of the train. The traction controller controls the train speed according to the battery's working status. In the event of a network failure or emergency traction mode, the TCMS loses its ability to monitor the battery and manage braking force. However, the traction controller can still adjust the train's operation according to the actual battery status, thereby improving the reliability of train operation.

[0004] To solve the above-mentioned technical problems, the present invention provides a train operation control system, comprising:

[0005] The TCMS is connected to each traction battery management system, traction controller, and brake controller in the vehicle. When it is working normally, it manages traction and braking force and, in combination with the working status of the traction battery, sends driver traction commands, driver braking commands, driver level information, speed limit and safety protection information to the traction controller, or forwards speed limit, safety protection information, driver braking commands and level information sent by the driver to the brake controller.

[0006] The battery management system is connected to the traction controller of the compartment it is in, and sends battery fault and low voltage information to the traction controller so that the traction controller can determine the working status of the traction battery.

[0007] The traction controller is used to control the drive power output from the traction inverter to the traction motor to adjust the train's running speed when the TCMS is normal, based on the traction braking command and level information, or when the TCMS fails, based on the driver's traction command, the driver's braking command and the working state of the traction battery.

[0008] The brake controller is used to control the braking device to brake the train based on the braking command forwarded by the TCMS and the driver's position information when the TCMS is normal, or based on the braking command sent by the driver's position information when the TCMS is faulty.

[0009] On the other hand, it also includes an emergency brake switch;

[0010] The first terminal of the emergency brake switch is connected to the power supply, and the second terminal of the emergency brake switch is connected to the receiving terminal of each of the battery management systems, the receiving terminal of each of the traction controllers, and the receiving terminal of each of the brake controllers.

[0011] The emergency brake switch is used to be manually activated when the vehicle experiences a TCMS malfunction, so that the battery management system, the traction controller, and the brake controller can identify the TCMS as being in a faulty state and switch to a pure hardwired control mode.

[0012] On the other hand, the battery management system is also used to send a limiting signal to the ground charging station when it determines that the vehicle has a TCMS fault based on its own receiver. The limiting signal represents a limitation on the charging current of the traction battery and a charging pile shutdown command.

[0013] On the other hand, the battery management system includes a traction battery fault terminal and a traction battery low voltage terminal;

[0014] The battery management system is specifically used to determine at least one of the following: fire information, operating voltage, operating current, cell status, battery capacity, or operating temperature of the traction battery. When a fault is determined to occur in the traction battery based on the fire information, operating current, cell status, battery capacity, or operating temperature, a fault signal is output through the fault terminal of the traction battery. When the traction battery experiences low voltage, a low voltage signal is output through the low voltage terminal of the traction battery.

[0015] On the other hand, the fault terminal of the traction battery of each of the battery management systems is connected to the first receiving terminal of the traction controller of the compartment in which it is located, and the low voltage terminal of the traction battery of each of the battery management systems is connected to the second receiving terminal of the traction controller of the compartment in which it is located.

[0016] The traction controller is specifically used to control the train to run at a limited speed and limited acceleration when either the first or second receiving end receives a signal, to control the train to stop running when both the first and second receiving ends receive signals simultaneously, and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

[0017] On the other hand, it also includes a first diode and a second diode;

[0018] The anode of the first diode is connected to the fault terminal of the traction battery, and the cathode of the first diode is connected to the first receiving terminal of the traction controller. The anode of the second diode is connected to the low voltage terminal of the traction battery, and the cathode of the second diode is connected to the second receiving terminal of the traction controller.

[0019] The first diode and the second diode are used to prevent signal backflow.

[0020] On the other hand, the battery management system corresponds one-to-one with the traction controller, and the number of each controller is the same and there are at least two controllers; the number of braking controllers is at least two.

[0021] Each battery management system and traction controller is located in the same compartment;

[0022] The brake controller can be optionally installed in the same car as each battery management system and traction controller, as well as in the remaining cars.

[0023] On the other hand, when there are two of both the battery management system and the traction controller;

[0024] The first receiving end of any one of the traction controllers is connected to the second receiving end of another traction controller;

[0025] The traction controller is specifically used to control the train to run at a limited speed and limited acceleration when either the first or second receiving end receives a signal, to control the train to stop running when both the first and second receiving ends receive signals simultaneously, and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

[0026] To address the aforementioned technical problems, the present invention also provides a train operation control method, applied to the traction controller in the aforementioned train operation control system, comprising:

[0027] Determine if the vehicle has a TCMS malfunction;

[0028] If the vehicle does not experience a TCMS malfunction, the train's operating speed is adjusted based on the traction commands and their levels, braking commands and their levels received from the driver's controller via the TCMS.

[0029] If the vehicle experiences a TCMS malfunction, it obtains the operating status of the traction battery from the battery management system connected to it. Based on the operating status of the traction battery, it controls the drive power output from the traction inverter to the traction motor to adjust the train's running speed and acceleration.

[0030] On the other hand, the battery management system includes a traction battery fault terminal and a traction battery low voltage terminal. The traction battery fault terminal of each battery management system is connected to the first receiving terminal of the traction controller of its own compartment, and the traction battery low voltage terminal of each battery management system is connected to the second receiving terminal of the traction controller of its own compartment.

[0031] When a signal is received at either the first or the second receiving end, the train is controlled to operate with limited speed and limited acceleration.

[0032] When the first and second receiving ends receive signals simultaneously, the train is controlled to stop running.

[0033] When neither the first nor the second receiving end receives a signal, the train is controlled to run at normal speed.

[0034] To solve the above-mentioned technical problems, the present invention also provides a train, including the above-mentioned train operation control system.

[0035] This invention discloses an operation control system, control method, and train, relating to the field of train control. The system includes a traction controller that, when the TCMS is normal, generates traction commands, braking commands, driver control unit (TCM) status, and speed limit information based on the real-time operating status of the traction battery; or, when the TCMS malfunctions, the battery management system connects to the traction controller of its own carriage via a hard-wired circuit to confirm the traction battery's operating status and adjusts the train's speed and acceleration. The braking controller performs braking control based on braking commands issued by the central control unit and the driver control unit's status when the TCMS is normal, or, when the TCMS malfunctions, the driver control unit's hard-wired braking commands. Whether the traction battery is normal or under TCMS malfunction conditions, and regardless of whether it is monitored by the central control unit, the traction and braking systems can still adjust the vehicle's operation according to the actual battery status, improving operational reliability. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and 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.

[0037] Figure 1 A schematic diagram of the structure of a train operation control system provided by the present invention;

[0038] Figure 2 A flowchart of a train operation control method provided by the present invention;

[0039] Figure 3 This is a schematic diagram of a train structure provided by the present invention. Detailed Implementation

[0040] The core of this invention is to provide a train operation control system, control method, and train. The battery management system is directly connected to the traction controller of the train. The traction controller controls the train speed and acceleration according to the battery working status. Even after the TCMS stops monitoring the battery in network failure or emergency traction mode (the TCMS loses its ability to monitor the battery and manage braking force), the traction controller can still adjust the operation of the vehicle according to the actual battery status, thereby improving the reliability of train operation.

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] Figure 1 This is a schematic diagram of a train operation control system provided by the present invention. The train operation control system includes:

[0043] TCMS communicates with each traction battery management system, traction controller, and brake controller in the vehicle. When it is working normally, TCMS manages traction and braking force and, in combination with the working status of the traction battery, sends traction commands, braking commands, driver level information, speed limit and safety protection information to the traction controller, or forwards speed limit, safety protection information, braking commands and level information sent by the driver controller to the brake controller.

[0044] The battery management system connects to the traction controller of its own compartment and sends battery fault and low voltage information to the traction controller so that the traction controller can determine the working status of the traction battery.

[0045] The traction controller is used to control the drive power output from the traction inverter to the traction motor to adjust the train's running speed when the TCMS is normal, based on traction and braking commands and level information, or when the TCMS fails, based on the driver's traction command, driver's braking command and the working status of the traction battery.

[0046] The brake controller is used to control the braking equipment to brake the train when the TCMS is normal, based on the braking commands forwarded by the TCMS and the driver's position information, or when the TCMS is faulty, based on the braking commands and position information sent by the driver.

[0047] Please refer to Figure 1 BMS1 and BMS2 are both battery management systems, INV1 and INV2 are both traction controllers, and EBCU1 and EBCU2 are both brake controllers.

[0048] The train provided in this application is a five-module tram, consisting of Mc1, Mc2, F1, F2 and Tp cars in sequence; among them, Mc1 and Mc2 are motor cars equipped with traction power units, F1 and F2 are intermediate connecting modules, and Tp car is a trailer car without traction power and is equipped with a braking system.

[0049] The TCMS connects to the various traction battery management systems, traction controllers, and brake controllers in the vehicle via MVB networks, Ethernet networks, CANopen networks, or Ethernet communication methods.

[0050] The battery management system (BMS) is installed in the corresponding train carriage and communicates with the traction controller of that carriage. The BMS can acquire and determine the real-time operating status of the traction battery and stably transmit this status to the traction controller, achieving real-time reporting of battery status at the carriage level. Specifically, the BMS collects relevant operating parameters of the traction battery in real time, filters, calculates, calibrates, and performs logical judgments on the collected parameters to determine the real-time operating status of the traction battery, achieving continuous and accurate monitoring of the traction battery's operating status. The operating status mainly includes the traction battery's remaining charge, health status, charging / discharging mode, real-time voltage, real-time current, operating temperature, individual cell status, real-time fire warning information, and whether there are other abnormal fault states in the battery. Collecting the traction battery's operating status data is essential for transmitting battery condition data to the traction controller, enabling the traction controller to rationally control the train's speed and acceleration based on the actual battery conditions, avoiding overload, overcharging, over-discharging, and other adverse operating conditions. Simultaneously, it ensures that the train's power output matches the battery performance, extending the traction battery's lifespan and improving the stability and safety of train operation, providing reliable data support for the overall train operation control.

[0051] Therefore, the traction controller receives the traction battery operating status from the battery management system and executes corresponding speed and acceleration control logic to regulate the train's speed and acceleration, ensuring the train's operation control matches the traction battery's operating condition. The traction controller's control of the train includes, but is not limited to, the following methods: constant speed control: based on the train's target speed and the current output capacity of the traction battery, it stably adjusts the power output to maintain the train within a set speed range. Acceleration / deceleration control: when the traction battery is in normal condition and has sufficient output capacity, it increases power output according to a preset strategy to achieve smooth train acceleration. Current-limiting speed reduction control: when the traction battery is close to its limit or in a non-ideal operating condition, it automatically limits the output power, reduces the train's speed, and prevents battery overload. Traction cut-off control: when the traction battery exhibits an abnormal state, it immediately cuts off or significantly reduces the traction power output, allowing the train to enter a safe operating state. Smooth speed regulation control: it dynamically adjusts the output torque according to the real-time battery operating condition to avoid sudden speed changes and achieve continuous and smooth speed regulation of the train.

[0052] When the TCMS is functioning correctly, the traction controller receives traction commands and their levels, braking commands and their levels from the driver controller via the TCMS. It then calculates the target torque or speed value required by the motor and generates a PWM signal to control the traction inverter. The traction inverter converts DC power into three-phase AC power. The PWM signal directly controls the voltage amplitude, frequency, and phase output by the traction inverter. Ultimately, the voltage output by the traction inverter powers the traction motor. The greater the drive power, the higher the vehicle's acceleration.

[0053] In the event of an emergency during train operation, the brake controller can output braking control commands to instruct the train's braking actuators to gradually reduce the train's speed by applying braking force until the train comes to a safe stop. In the event of sudden danger or malfunction, this effectively prevents accidents or reduces their impact, providing reliable emergency safety protection for train operation and enhancing the overall safety of train operation.

[0054] Brake controllers can control braking devices including brake valves or brake pressure regulators, and achieve braking by adjusting compressed air pressure, pushing brake cylinders, brake calipers, or clamping brake discs / wheels.

[0055] This application provides a train operation control system, relating to the field of train control. The system includes a TCMS (Train Control System), which converts traction commands and their levels, and braking commands and their levels from the driver's controller based on the working state of the traction battery, and sends them to the traction controller or brake controller. The battery management system is connected to the traction controller of its own carriage to determine the working state of the traction battery. When the TCMS is functioning normally, the traction controller adjusts the train's speed and acceleration based on the traction commands and their levels received from the driver's controller from the TCMS, or, in the event of a TCMS malfunction, based on the working state of the traction battery and in conjunction with the driver's traction or braking commands. The brake controller performs braking based on the braking commands and their levels received from the driver's controller from the TCMS or braking commands directly sent by the driver's controller. The battery management system is directly connected to the traction controller of its carriage. The traction controller controls the train's speed and acceleration based on the battery's working state. Even after the TCMS stops monitoring the battery (losing its battery monitoring and braking force management capabilities) in network failure or emergency traction mode, the traction controller can still adjust the vehicle's operation according to the actual battery state, improving operational reliability.

[0056] Based on the above embodiments:

[0057] In some embodiments, an emergency brake switch is also included;

[0058] The first terminal of the emergency brake switch is connected to the power supply, and the second terminal of the emergency brake switch is connected to the receiver of each battery management system, the receiver of each traction controller, and the receiver of each brake controller.

[0059] The emergency brake switch is used to manually activate the system when the vehicle experiences a TCMS malfunction, so that the battery management system, traction controller, and brake controller can recognize the TCMS as faulty and switch to a pure hardwired control mode.

[0060] In some embodiments, the battery management system is also used to send a limiting signal to the ground charging station when it determines that the vehicle has a TCMS fault based on its own receiver. The limiting signal represents a limitation on the charging current for traction battery charging and a charging pile shutdown command.

[0061] When the emergency traction button S1 is activated in emergency traction mode, if a traction battery fails, the faulty traction battery will automatically disconnect its internal contactor, thereby stopping the power supply to the traction controller and auxiliary system. The traction batteries that have not failed will continue to supply power.

[0062] Specifically, when the vehicle network system malfunctions, the driver operates the emergency traction button S1. The vehicle's traction battery, traction controller, and braking system all enter emergency traction mode. In emergency traction mode, to reduce the impact of onboard current on the faulty traction battery and prevent the traction battery failure from escalating, the traction controller's traction and electric braking behavior are no longer managed by the vehicle network system. The braking system applies braking force at a fixed value (full-use braking force under AW2 load conditions). Under this condition, the traction battery will send a charging current limit command to the ground charging station via WIFI / 5G / 4G communication. If the traction battery is in normal condition during emergency traction (i.e., the traction controller does not receive a low voltage or fault signal), the traction controller will operate at a speed limit of 30 km / h.

[0063] In some embodiments, the battery management system includes a traction battery fault terminal and a traction battery low voltage terminal.

[0064] The battery management system is specifically used to determine at least one of the following: fire information, operating voltage, operating current, individual cell status, battery capacity, or operating temperature of the traction battery. When a fault is determined to have occurred in the traction battery based on the battery fire hazard, operating current, individual cell status, battery capacity, or operating temperature, a fault signal is output through the fault terminal of the traction battery. When the traction battery experiences low voltage (low voltage of the battery module or individual cell), a low voltage signal is output through the traction battery.

[0065] The battery management system acquires real-time fire information, operating voltage, operating current, individual cell status, battery capacity, and operating temperature of the traction battery through its data acquisition unit. These parameters are compared with preset normal thresholds, fault thresholds, and low voltage thresholds. When a parameter indicates a battery fault, the traction battery fault terminal outputs a fault signal independently; when it indicates low voltage, the traction battery low voltage terminal outputs a low voltage signal independently. Both signals are transmitted separately to the train traction controller. Separating the identification and output of battery faults and low voltage conditions allows the traction controller to clearly distinguish between a battery malfunction and simply low voltage, thus implementing corresponding strategies and preventing malfunctions caused by confused operating conditions. The two independent outputs from the two ports do not interfere with each other, improving signal transmission stability. The traction controller can directly execute corresponding protection operations such as power reduction, current limiting, and shutdown based on signals from different ports, resulting in faster response and more reasonable protection. This prevents the traction battery from continuing to operate under load in a faulty or low-voltage state, extending battery life and ensuring train safety.

[0066] In some embodiments, the fault terminal of the traction battery of each battery management system is connected to the first receiving terminal of the traction controller of the compartment in which it is located, and the low voltage terminal of the traction battery of each battery management system is connected to the second receiving terminal of the traction controller of the compartment in which it is located.

[0067] The traction controller is specifically used to control the train to run at a limited speed and limited acceleration when a signal is received at either the first or the second receiving end; to control the train to stop when both the first and the second receiving ends receive a signal simultaneously; and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

[0068] When only the first or second receiver receives a signal, the traction battery is determined to be in a single abnormal condition, and the train is controlled to operate under speed and acceleration limits. When both the first and second receivers receive signals simultaneously, the traction battery is determined to be in a multiple severe abnormal condition, and the train is controlled to stop. When neither the first nor the second receiver receives a signal, the traction battery is determined to be in a normal condition, and the train is controlled to run at the normal speed (30 km / h). This system implements tiered control of the traction battery, executing corresponding control strategies based on the type and severity of the battery abnormality. While ensuring train operation safety, it maintains train operational capacity as much as possible, preventing a single minor abnormality from directly causing train shutdown. This avoids unnecessary downtime while ensuring absolute safety under severe fault conditions.

[0069] Furthermore, it should be noted that, Figure 1The pins in the diagram are as follows: Pin A represents emergency traction (indicating network failure), corresponding to the aforementioned fault receiver; Pin B represents traction battery failure, corresponding to the aforementioned traction battery failure terminal; and Pin C represents traction battery low voltage, corresponding to the aforementioned traction battery low voltage terminal. Pins IO1 and IO2 correspond to the aforementioned first and second receivers, respectively.

[0070] In some embodiments, it further includes a first diode D1 and a second diode D2;

[0071] The anode of the first diode D1 is connected to the fault terminal of the traction battery, and the cathode of the first diode D1 is connected to the first receiving terminal of the traction controller. The anode of the second diode D2 is connected to the low voltage terminal of the traction battery, and the cathode of the second diode D2 is connected to the second receiving terminal of the traction controller.

[0072] The first diode D1 and the second diode D2 are used to prevent signal backflow.

[0073] To prevent signal backflow, a first diode D1 and a second diode D2 are installed on the BMS1 side, and a third diode D3 and a fourth diode D4 are installed on the BMS2 side to prevent signal backflow and avoid the signal from flowing back from the traction controller to the battery management system.

[0074] In some embodiments, the battery management system corresponds one-to-one with the traction controller, and the number of the two controllers is the same and at least two; the number of the braking controller is at least two.

[0075] Each battery management system and traction controller is located in the same compartment;

[0076] The brake controller can be optionally set in the same compartment as each battery management system and traction controller, as well as in the remaining compartments.

[0077] Figure 3 This invention provides a schematic diagram of a train structure, in which the traction batteries of cars Mc1 and Mc2 are connected in parallel to provide high-voltage power to the traction controller and auxiliary systems (passenger compartment air conditioning, driver's cab air conditioning, and charger). In actual installation, a traction controller, a battery management system, and a brake controller can be installed on car Mc1, and the same can be installed on car Mc2. No equipment is installed on cars F1 and F2, and a brake controller is installed on car Tp.

[0078] In some embodiments, when there are two battery management systems and two traction controllers;

[0079] The first receiving end of any traction controller is connected to the second receiving end of another traction controller;

[0080] The traction controller is specifically used to control the train to run at a limited speed when a signal is received at either the first or the second receiving end; to control the train to stop when both the first and the second receiving ends receive a signal simultaneously; and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

[0081] With this configuration, when the traction controller receives a traction battery fault signal (signal B) from either Mc1 or Mc2, it will operate at a speed limited to 15 km / h, and the maximum acceleration will be limited to 50% of the maximum acceleration under normal vehicle network conditions. If the traction controller receives traction battery fault signals (signal B) from both Mc1 and Mc2 simultaneously, it will lock the traction system and cease providing traction. Similarly, if the traction controller receives low voltage signals (signal B) from both Mc1 and Mc2 traction batteries, it will lock the traction system and cease providing traction.

[0082] Table 1 is the logic table of the traction controller provided in this application;

[0083]

[0084] Analysis of the logic table shows that when the traction controller receives "00" on its two IO inputs, it will limit the speed to 30 km / h (normal speed). When the traction controller receives "11" on its two IO inputs, it will lock the traction. When the traction controller receives "01" or "10" on its two IO inputs, it will limit the speed to 15 km / h. The maximum acceleration will be limited to 50% of the normal operating conditions.

[0085] The traction battery BMS signal output and the traction controller input should ideally have a one-to-one mapping relationship. However, since the vehicle is equipped with two traction batteries and two traction controllers, the traction controller should have four I / O ports, and the vehicle should have four train lines to realize this interface function.

[0086] Figure 2 The present invention provides a flowchart of a train operation control method, which is applied to the traction controller in the aforementioned train operation control system, and includes:

[0087] S11: Determine if the vehicle has a TCMS fault; if not, proceed to step S12; if yes, proceed to step S13.

[0088] S12: Adjust the train's speed and acceleration based on the traction commands and their levels, and braking commands and their levels received from the TCMS driver controller;

[0089] S13: Obtain the operating status of the traction battery sent by the battery management system connected to itself, and based on the operating status of the traction battery, control the drive power output from the traction inverter to the traction motor to adjust the train's running speed and acceleration.

[0090] In some embodiments, the battery management system includes a traction battery fault terminal and a traction battery low voltage terminal. The traction battery fault terminal of each battery management system is connected to the first receiving terminal of the traction controller of the compartment in which it is located, and the traction battery low voltage terminal of each battery management system is connected to the second receiving terminal of the traction controller of the compartment in which it is located.

[0091] When a signal is received at either the first or the second receiving end, the train is controlled to run at a limited speed.

[0092] When the first and second receiving ends receive signals simultaneously, the train is controlled to stop running.

[0093] When neither the first nor the second receiving end receives a signal, the train is controlled to run at normal speed.

[0094] Figure 3 This is a schematic diagram of a train structure provided by the present invention. The traction batteries of cars Mc1 and Mc2 are connected in parallel to provide high-voltage power to the traction control system and auxiliary systems (passenger compartment air conditioning, driver's cab air conditioning, and charger). See details below. Figure 1 When the emergency traction button S1 is activated in emergency traction mode, if a traction battery fails, the faulty battery will automatically disconnect its internal contactor, thereby stopping power supply to the traction control system and auxiliary system. The traction batteries that have not failed will continue to supply power.

[0095] The traction and electric braking behavior of the traction controller is no longer managed by the vehicle network system. The braking force is executed according to a fixed value (full service braking force under AW2 load condition). Under this condition, the traction battery will send the charging current limit command when the vehicle enters the station to the ground charging station via WIFI 5G / 4G communication.

[0096] In emergency traction conditions, if the traction battery is in normal condition, that is, if the traction controller does not receive a low voltage or fault signal, the traction controller will operate at a speed limit of 30km / h (normal speed).

[0097] When the traction controller receives a fault signal (signal B) for either the Mc1 or Mc2 vehicle's traction battery, the traction controller will operate at a speed limited to 15 km / h, and the maximum acceleration will be limited to 50% of the maximum acceleration under normal vehicle network conditions.

[0098] When the traction controller receives traction battery fault signals (signal B) from both Mc1 and Mc2 vehicles simultaneously, the traction controller will lock the traction and cease providing traction.

[0099] When the traction controller receives low voltage signals (signal B) from both Mc1 and Mc2 vehicles' traction batteries, it will lock the traction and cease providing traction.

[0100] The train operation control method provided in this application is described in the above embodiments and will not be repeated here.

[0101] Figure 3 This is a schematic diagram of a train structure provided by the present invention. The train includes the aforementioned train operation control system.

[0102] The train described in this application is based on the above embodiments and will not be repeated here.

[0103] 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 the element.

[0104] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0105] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train operation control system, characterized in that, include: The TCMS is connected to each traction battery management system, traction controller, and brake controller in the vehicle. When it is working normally, it manages traction and braking force and, in combination with the working status of the traction battery, sends driver traction commands, driver braking commands, driver level information, speed limit and safety protection information to the traction controller, or forwards speed limit, safety protection information, driver braking commands and level information sent by the driver to the brake controller. The battery management system is connected to the traction controller of the compartment it is in, and sends battery fault and low voltage information to the traction controller so that the traction controller can determine the working status of the traction battery. The traction controller is used to control the drive power output from the traction inverter to the traction motor to adjust the train's running speed when the TCMS is normal, based on the traction braking command and level information, or when the TCMS fails, based on the driver's traction command, the driver's braking command and the working state of the traction battery. The brake controller is used to control the braking device to brake the train based on the braking command forwarded by the TCMS and the driver's position information when the TCMS is normal, or based on the braking command sent by the driver's position information when the TCMS is faulty.

2. The train operation control system as described in claim 1, characterized in that, It also includes an emergency brake switch; The first terminal of the emergency brake switch is connected to the power supply, and the second terminal of the emergency brake switch is connected to the receiving terminal of each of the battery management systems, the receiving terminal of each of the traction controllers, and the receiving terminal of each of the brake controllers. The emergency brake switch is used to be manually activated when the vehicle experiences a TCMS malfunction, so that the battery management system, the traction controller, and the brake controller can identify the TCMS as being in a faulty state and switch to a pure hardwired control mode.

3. The train operation control system as described in claim 2, characterized in that, The battery management system is also used to send a restriction signal to the ground charging station when it determines that the vehicle has a TCMS fault based on its own receiver. The restriction signal represents a restriction on the charging current of the traction battery and a charging pile shutdown command.

4. The train operation control system as described in claims 1 to 3, characterized in that, The battery management system includes a traction battery fault terminal and a traction battery low voltage terminal; The battery management system is specifically used to determine at least one of the following: fire information, operating voltage, operating current, individual cell status, battery capacity, or operating temperature of the traction battery. When a fault is determined to have occurred in the traction battery based on the fire information, operating voltage, operating current, individual cell status, battery capacity, or operating temperature, a fault signal is output through the fault terminal of the traction battery. When the traction battery experiences low voltage, a low voltage signal is output through the low voltage terminal of the traction battery.

5. The train operation control system as described in claim 4, characterized in that, The fault terminal of each traction battery of the battery management system is connected to the first receiving terminal of the traction controller of its own compartment, and the low voltage terminal of each traction battery of the battery management system is connected to the second receiving terminal of the traction controller of its own compartment. The traction controller is specifically used to control the train to run at a limited speed and limited acceleration when either the first or second receiving end receives a signal, to control the train to stop running when both the first and second receiving ends receive signals simultaneously, and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

6. The train operation control system as described in claim 5, characterized in that, It also includes a first diode and a second diode; The anode of the first diode is connected to the fault terminal of the traction battery, and the cathode of the first diode is connected to the first receiving terminal of the traction controller. The anode of the second diode is connected to the low voltage terminal of the traction battery, and the cathode of the second diode is connected to the second receiving terminal of the traction controller. The first diode and the second diode are used to prevent signal backflow.

7. The train operation control system as described in claim 5, characterized in that, When there are two of both the battery management system and the traction controller; The first receiving end of any one of the traction controllers is connected to the second receiving end of another traction controller; The traction controller is specifically used to control the train to run at a limited speed and limited acceleration when either the first or second receiving end receives a signal, to control the train to stop running when both the first and second receiving ends receive signals simultaneously, and to control the train to run at normal speed when neither the first nor the second receiving end receives a signal simultaneously.

8. A train operation control method, characterized in that, A traction controller applied in the train operation control system as described in any one of claims 1 to 7, comprising: Determine if the vehicle has a TCMS malfunction; If the vehicle does not experience a TCMS malfunction, the train's speed and acceleration are adjusted based on the traction commands and their levels, and braking commands and their levels received from the TCMS controller. If the vehicle experiences a TCMS malfunction, it obtains the operating status of the traction battery from the battery management system connected to it. Based on the operating status of the traction battery, it controls the drive power output from the traction inverter to the traction motor to adjust the train's running speed and acceleration.

9. The train operation control method as described in claim 8, characterized in that, The battery management system includes a traction battery fault terminal and a traction battery low voltage terminal. The traction battery fault terminal of each battery management system is connected to the first receiving terminal of the traction controller of its own compartment, and the traction battery low voltage terminal of each battery management system is connected to the second receiving terminal of the traction controller of its own compartment. When a signal is received at either the first or the second receiving end, the train is controlled to operate with limited speed and limited acceleration. When the first and second receiving ends receive signals simultaneously, the train is controlled to stop running. When neither the first nor the second receiving end receives a signal, the train is controlled to run at normal speed.

10. A train, characterized in that, Includes the train operation control system as described in any one of claims 1 to 7.

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