Train control method, system and train

Abstract

The present disclosure provides a train control method, system and train. It can be applied to the field of rail transit technology. The train control method comprises: in response to monitoring that a first energy storage device of a train fails, determining an available energy value of a second energy storage device of the train which is monitored to not fail, wherein the train has a plurality of storage devices including the first energy storage device and the second energy storage device, the first energy storage device and the second energy storage device are connected in parallel and directly connected to a DC bus of the train to supply power to loads in the train respectively, and the available energy value is the total energy available for the loads to use from the second energy storage device; determining a target operation mode according to the available energy value, and controlling the train to operate according to the target operation mode, so that the train can operate to a target terminal position corresponding to the target operation mode under the constraint of the available energy value.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit technology, and more specifically, to a train control method, system, and train. Background Technology

[0002] Currently, rail vehicles mainly use overhead contact line power supply, where a pantograph mounted on the top of the vehicle contacts the overhead contact line to draw direct current into the train to power the traction and auxiliary systems. However, this power supply method has the following problems: in the event of a power outage or sudden fault, the vehicle is prone to losing external power and stopping midway, resulting in passenger delays and affecting operational safety and efficiency. Summary of the Invention

[0003] In view of this, the present disclosure provides a train control method, system and train.

[0004] The first aspect of this disclosure provides a train control method, comprising: in response to detecting a fault in a first energy storage device, determining the available energy value of a second energy storage device that has not detected a fault, wherein the train has a plurality of storage devices including the first energy storage device and the second energy storage device, the first energy storage device and the second energy storage device are connected in parallel and directly connected to the DC bus of the train to supply power to loads in the train respectively, and the available energy value is the sum of the energy available to the loads from the second energy storage device; determining a target operating mode based on the available energy value, and controlling the train to operate according to the target operating mode, so that the train can operate to the target endpoint position corresponding to the target operating mode under the constraint of the available energy value.

[0005] According to embodiments of this disclosure, determining a target operating mode based on available energy values ​​includes: acquiring multiple candidate energy values ​​required for a train to travel to multiple different candidate destination positions and candidate operating modes corresponding to each candidate destination position; and determining a target operating mode from multiple candidate operating modes corresponding to multiple candidate destination positions based on available energy values ​​and candidate energy values.

[0006] According to embodiments of this disclosure, the multiple candidate operating modes include at least one of the following: normal mode, rescue mode, and passenger clearance mode; determining the target operating mode from the multiple candidate operating modes corresponding to the multiple candidate endpoint locations based on the available energy value and candidate energy values ​​includes: if the available energy value is less than the first candidate energy value, determining the target operating mode as rescue mode; if the available energy value is between the first candidate energy value and the second candidate energy value, determining the target operating mode as passenger clearance mode, wherein the second candidate energy value is greater than the first candidate energy value; and if the available energy value is greater than the second candidate energy value, determining the target operating mode as normal mode.

[0007] According to embodiments of this disclosure, the method further includes: identifying the temperature control mode currently set by the temperature control device of the train, the temperature control mode including a cooling mode and a heating mode; when the temperature control mode is identified as a cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than a target threshold, controlling the temperature control device to deliver cold air in the cooling mode to the second area, the second area being the area where multiple energy storage devices are located, the temperature control priority of the first area being higher than that of the second area.

[0008] According to embodiments of this disclosure, the method further includes: when the temperature control mode is identified as a heating mode, controlling the temperature control device to deliver the heat energy generated by the multiple drive devices of the train during operation to a first area and / or a second area of ​​the train, wherein the drive devices are used to drive the load in the train using electrical energy.

[0009] According to embodiments of this disclosure, after detecting a fault in the first energy storage device, the method further includes disconnecting the first energy storage device from the DC bus.

[0010] According to embodiments of this disclosure, the method further includes: when the train is identified as being in braking mode, converting the braking energy generated by the drive device into electrical energy, using the electrical energy to charge at least one energy storage device, and using the drive device to drive the load in the train using the electrical energy.

[0011] According to an embodiment of this disclosure, when a third energy storage device among a plurality of storage devices is in a discharge mode, the method further includes: if the available energy value of the third energy storage device is greater than a first energy value, controlling the third energy storage device to supply power to the load in the train, wherein the first energy value is the average available energy value of the plurality of energy storage devices at present.

[0012] According to an embodiment of this disclosure, when a fourth energy storage device among a plurality of storage devices is in a charging mode, the method further includes: if the available energy value of the fourth energy storage device is less than or equal to a first energy value, controlling the fourth energy storage device to charge, wherein the first energy value is the average available energy value of the plurality of energy storage devices.

[0013] A second aspect of this disclosure provides a train control system comprising: at least one load connected in parallel to a DC bus; a plurality of energy storage devices connected in parallel and directly connected to the DC bus, wherein the rated voltage of the plurality of energy storage devices is the same as the rated voltage of the DC bus, and the plurality of energy storage devices are used to supply power to the at least one load; and an energy control device connected to the plurality of energy storage devices, the energy control device being used to perform the method described above.

[0014] According to embodiments of this disclosure, the device further includes: a plurality of energy storage control devices, each corresponding to a plurality of energy storage devices; one end of the energy storage control device is electrically connected to an energy storage device, and the other end of the energy storage control device is electrically connected to an energy control device; the energy storage control device is used to control the charging and discharging state of the energy storage device.

[0015] According to embodiments of this disclosure, the device further includes: a temperature control device electrically connected to multiple energy storage devices, the energy control device also being used to identify the current temperature control mode set by the temperature control device of the train, the temperature control mode including a cooling mode and a heating mode; when the temperature control mode is identified as a cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than a target threshold, the temperature control device is controlled to deliver cold air in the cooling mode to a second area, the second area being the area where the multiple energy storage devices are located, the temperature control priority of the first area being higher than that of the second area; or when the temperature control mode is identified as a heating mode, the heat energy generated by multiple drive devices of the train during operation is acquired, the drive devices being used to drive the load in the train using electrical energy; the temperature control device is controlled to deliver the heat energy to the first area and / or the second area of ​​the train.

[0016] A third aspect of this disclosure provides a train, including the aforementioned train control system. Attached Figure Description

[0017] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0018] Figure 1 A schematic flowchart of a train control method according to an embodiment of the present disclosure is shown.

[0019] Figure 2 This illustration schematically shows a fault redundancy power supply process of an energy storage device according to an embodiment of the present disclosure;

[0020] Figure 3 This schematically illustrates the architecture of a vehicle integrated thermal control system according to an embodiment of the present disclosure;

[0021] Figure 4 A schematic diagram of a train control system architecture according to an embodiment of the present disclosure is shown.

[0022] Figure 5 A schematic flowchart of an energy control method for an energy storage device according to an embodiment of the present disclosure is shown.

[0023] Figure 6 A schematic diagram of a train according to an embodiment of the present disclosure is shown. Detailed Implementation

[0024] The embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0025] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0026] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0027] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0028] In the process of realizing the inventive concept disclosed herein, it was discovered that rail vehicles mainly adopt the overhead contact line power supply method, which draws power from the contact line through the pantograph to supply power to the traction system and auxiliary system. However, this power supply method has the following shortcomings: (1) The energy transmission method of electrical energy through ground substations, contact lines and pantographs is complex, with obvious transmission losses and low energy utilization efficiency; (2) The reliance on fixed overhead contact line power supply limits the vehicle's operating range to the erected lines, making it difficult to dispatch vehicles between multiple lines and making it difficult to achieve flexible cross-line operation; (3) The cost of overhead contact line erection, substation construction and subsequent maintenance and renovation is high; (4) When the line is de-energized or there is a sudden fault, the vehicle is prone to lose external power and stop midway, causing passengers to be stranded and affecting operational safety and efficiency.

[0029] The following will be through Figures 1-3 The train control method according to the embodiments of this disclosure will be described in detail.

[0030] Figure 1 A schematic flowchart of a train control method according to an embodiment of the present disclosure is shown.

[0031] like Figure 1 As shown, the train control method of this embodiment includes operations S110 to S120.

[0032] In operation S120, in response to the detection of a fault in the first energy storage device, the available energy value of the second energy storage device, which was not detected to have a fault, is determined. The train has multiple storage devices including the first energy storage device and the second energy storage device. The first energy storage device and the second energy storage device are connected in parallel and directly connected to the DC bus of the train to supply power to the loads in the train respectively. The available energy value is the sum of the energy available for the loads to use by the second energy storage device.

[0033] In operation S120, the target operating mode is determined based on the available energy value, and the train is controlled to operate according to the target operating mode so that the train can run to the target destination position corresponding to the target operating mode under the constraint of the available energy value.

[0034] For example, the train has multiple energy storage devices, such as energy storage device 1, energy storage device 2, ..., energy storage device n, where n is an integer greater than 1. Each of the n energy storage devices is directly connected to the DC bus, meaning the positive terminal of any energy storage device is connected to the positive terminal of the DC bus, and the negative terminal of any energy storage device is connected to the negative terminal of the DC bus. The multiple energy storage devices are connected in parallel, and their rated voltages are the same as the rated voltage of the DC bus. In other words, each energy storage device independently charges and discharges the DC bus. The train has at least one load, which is connected in parallel to the DC bus, and the multiple energy storage devices are used to supply power to at least one load in the train.

[0035] Energy storage devices can be devices that store and release energy. For example, energy storage devices can be supercapacitors, fuel cells, power batteries, etc.

[0036] The load includes, but is not limited to, traction converters (driving traction motors) and auxiliary power systems (air conditioning, lighting, control systems, etc.).

[0037] The first energy storage device can be a faulty energy storage device. For example, for energy storage devices 1 to n on a train, if energy storage device 1 and energy storage device 2 fail at the current moment, then energy storage device 1 and energy storage device 2 are the first energy storage devices. Energy storage device failures can include abnormally increased internal resistance, insulation resistance below a safe threshold, or a sudden rise in the temperature of a single cell. If an energy storage device fails, it cannot continue to supply power to the load, nor can it continue to charge. This disclosure does not specifically limit the types of energy storage device failures.

[0038] The second energy storage device can be an energy storage device that has not experienced a malfunction, that is, an energy storage device that is in normal working order. Continuing with the example of energy storage devices 1 to n of the aforementioned train, energy storage device 1 and energy storage device 2 are the first energy storage devices, and energy storage devices 3 to n are the second energy storage devices.

[0039] The available energy value can be the total energy that the second energy storage device, in its current state and without malfunction, can actually provide for the train load. For example, the available energy value can be parameters such as the current state of charge (SOC), temperature, state of health (SOH), maximum depth of discharge, and discharge cutoff voltage of the second energy storage device, obtained through a preset energy calculation model or by looking up a table.

[0040] The target operating mode can be the operating strategy that the train should follow when the energy storage device fails. The target operating mode can be the operating mode selected by the train control system from a pre-set pool of candidate operating modes based on the available energy value of the second energy storage device, and which matches that available energy value (i.e., the energy consumed by the train to operate in this mode does not exceed the available energy value). This mode not only specifies the train's operating parameters (such as speed limits, traction / braking strategies, etc.), but also uniquely corresponds to a target destination (i.e., the specific location that the train can safely reach under this energy constraint, such as the next station, depot, etc.).

[0041] Understandably, on the one hand, by setting up multiple parallel energy storage devices, when the first energy storage device fails, the train's target operating mode can be determined based on the available energy value of the remaining normal second energy storage device, so that the train can use the available energy value to reach the destination corresponding to the target operating mode, thereby improving the train's fault redundancy capability; on the other hand, by directly connecting multiple energy storage devices in parallel to the DC bus, energy utilization efficiency is improved.

[0042] As described above, in operation S120, the target operating mode is determined based on the available energy value. In one possible implementation, this operation may further include: acquiring multiple candidate energy values ​​required for the train to reach multiple different candidate destination positions and the candidate operating modes corresponding to each candidate destination position; and determining the target operating mode from the multiple candidate operating modes corresponding to the multiple candidate destination positions based on the available energy value and the candidate energy values.

[0043] For example, the candidate destination location can be a candidate location where the train has a possibility of running under the current fault condition. For instance, the candidate destination location could be the nearest station ahead, a station in the middle of the line, the entrance to the depot or parking lot of the line, etc. This disclosure does not limit the specific type of the candidate destination location.

[0044] The candidate energy value can be the predicted energy required for the train to travel from its current position to each candidate destination position according to the corresponding candidate operation mode.

[0045] Candidate operating modes can be operating strategies pre-set by the train control system and corresponding to each candidate destination location.

[0046] In one example, continuing with the train from the above embodiment, energy storage device 1 and energy storage device 2 have failed, and energy storage devices 3 to n are the second energy storage devices. The train is currently traveling on a certain section of the line and obtains two candidate destination locations and their corresponding information: candidate destination location 1 is the nearest station A ahead, corresponding to the candidate operating mode... and candidate energy values Candidate destination location 2 is vehicle depot B, located several stations away from the current location, corresponding to the candidate operation mode. and candidate energy values ;in < .

[0047] The control system will display the available energy value Respectively compared with candidate energy values , Comparison: If If candidate endpoint position 1 is reachable under available energy constraints, then the candidate operating mode is... It is energy feasible; if If candidate endpoint position 2 is also reachable under available energy constraints, then the candidate operating mode is... It is also energy feasible. The target operating mode is determined from the candidate operating modes that meet the energy constraints, and the train is controlled to operate according to the target operating mode to the corresponding target destination.

[0048] Understandably, by pre-setting the candidate energy values ​​and candidate operating modes corresponding to each candidate endpoint position, and using the available energy value of the second energy storage device as the screening criterion, the train control system can quickly determine the target operating mode that meets the current energy constraints after the energy storage device fails, thereby improving the accuracy and timeliness of operating decisions under fault conditions.

[0049] Figure 2 The diagram illustrates a fault redundancy power supply process for an energy storage device according to an embodiment of the present disclosure.

[0050] As mentioned above, Figure 3 As shown, the multiple candidate operating modes include at least one of the following: normal mode, rescue mode, and passenger clearance mode.

[0051] In operation S120, based on the available energy value and candidate energy values, a target operating mode is determined from multiple candidate operating modes corresponding to multiple candidate endpoint locations. In one possible implementation, this operation may further include the following steps: if the available energy value is less than the first candidate energy value, the target operating mode is determined to be a rescue mode; if the available energy value is between the first and second candidate energy values, the target operating mode is determined to be a passenger clearance mode, where the second candidate energy value is greater than the first candidate energy value; if the available energy value is greater than or equal to the second candidate energy value, the target operating mode is determined to be a normal mode.

[0052] For example, the normal mode can be an operating mode adopted when the first energy storage device fails, but the available energy value of the second energy storage device is still sufficient to support the train to complete the scheduled operation service. For instance, the normal mode can stipulate that the train runs according to the original operating parameters until it reaches the original terminal station, after which maintenance is arranged, and passenger service is not affected throughout the journey.

[0053] The passenger clearing mode can be an operating mode adopted by a train when its available energy is sufficient to support its journey to a suitable station ahead, but insufficient to support the train's operation in normal mode for the entire journey. For example, the passenger clearing mode can include a passenger clearing mode at the adjacent station of the maintenance depot and a passenger clearing mode at the next station. The candidate energy values ​​corresponding to the passenger clearing mode at the adjacent station of the maintenance depot and the passenger clearing mode at the next station are different. The first sub-candidate energy value of the passenger clearing mode at the adjacent station of the maintenance depot is greater than the second sub-candidate energy value of the passenger clearing mode at the next station. The second candidate energy value includes both the first and second sub-candidate energy values.

[0054] The rescue mode can be an emergency operation mode adopted by the train when the available energy is insufficient to support the train to operate in passenger evacuation mode.

[0055] The first candidate energy value can be the predicted energy consumption required for the train to travel from its current location to the corresponding passenger clearing station in a passenger clearing mode, and the second candidate energy value is greater than the first candidate energy value. For example, the first candidate energy value can be based on the energy consumption data of the section between the current location and the next passenger clearing station.

[0056] The second candidate energy value can be the predicted energy consumption required for the train to continue running from its current position to its original destination in normal mode, and the second candidate energy value is greater than the first candidate energy value. For example, the second candidate energy value can be based on the energy consumption data of the entire route from the current position to the original destination station.

[0057] In one example, continuing with the train from the above embodiment, energy storage device 1 and energy storage device 2 have failed, and energy storage devices 3 to n are secondary energy storage devices. Based on the above embodiment, the available energy value of energy storage devices 3 to n is currently 150 kWh.

[0058] The train is currently traveling on a certain section of the line. Candidate energy values ​​and target destination location information are obtained: the first candidate energy value corresponds to the next station's passenger clearing mode. The corresponding target endpoint is Station A ahead; the normal mode corresponds to the second candidate energy value. The corresponding destination is Station Ding, the original destination of this train.

[0059] The available energy value of 150 kWh is sequentially compared with the first candidate energy value. and the second candidate energy value Comparison: The available energy value of 150 kWh is greater than the first candidate energy value. The conditions for determining the rescue mode are not met; the available energy value of 150kWh is less than the second candidate energy value. The conditions for determining the normal mode are not met; the available energy value of 150 kWh is in the first candidate energy value. Compared with the second candidate energy value Between these points, the energy conditions for the next station's passenger clearing mode are met, therefore the target operating mode is determined to be the next station's passenger clearing mode, with the corresponding target destination being Station A. The train is then controlled to travel towards Station A according to the traction limit and speed limit specified in the passenger clearing mode. After clearing passengers at the station, maintenance and repairs are carried out.

[0060] Understandably, by dividing the candidate operating modes into three levels—normal mode, passenger clearing mode, and rescue mode—and assigning a second candidate energy value and a first candidate energy value to each level as the basis for energy matching, the train control system can automatically match the target operating mode that is compatible with the current energy level based on the actual available energy value of the second energy storage device. This maximizes the maintenance of operational service capabilities while ensuring the safe operation of the train, and improves the accuracy and stability of train operation decisions under the condition of energy storage device failure.

[0061] Figure 3 The schematic diagram illustrates the architecture of a vehicle integrated thermal control system according to an embodiment of the present disclosure.

[0062] As mentioned above, Figure 3As shown, the train control method of this embodiment may further include the following operations: identifying the temperature control mode currently set by the temperature control device of the train, the temperature control mode including a cooling mode and a heating mode; when the temperature control mode is identified as a cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than a target threshold, controlling the temperature control device to deliver cold air in the cooling mode to the second area, the second area being the area where multiple energy storage devices are located, the temperature control priority of the first area is higher than that of the second area.

[0063] For example, the temperature control device can be a device that regulates the temperature of various functional areas within the train. For instance, the temperature control device could be a passenger compartment air conditioning unit, a comprehensive thermal management controller, etc. The temperature control device is centrally managed by the vehicle's thermal management controller to achieve coordinated control of the temperature in all areas of the train.

[0064] Temperature control mode can be the operating state of a temperature control device. For example, temperature control mode can be cooling mode, heating mode, etc.

[0065] The first zone can be a functional area in the train with a relatively high priority for temperature control; for example, the first zone could be the passenger compartment. The second zone can be a functional area in the train with a lower priority for temperature control; for example, the second zone could be an equipment compartment area used to house energy storage devices. The first and second zones are spatially different functional zones within the train.

[0066] In one example, continuing with the scenario described above, energy storage devices 1 and 2 malfunction, while energy storage devices 3 through n operate normally, and the train has determined its target operating mode based on available energy. When the train's temperature control device is operating in cooling mode, the vehicle thermal management controller prioritizes continuously supplying cold air to the first area (passenger compartment) to cool the passenger compartment. During continuous cooling, when the vehicle thermal management controller detects that the ambient temperature in the first area has dropped below the target threshold (e.g., 20 degrees Celsius), it determines that the cooling demand of the passenger compartment has been met. The vehicle thermal management controller then controls the temperature control device to switch the cold air in cooling mode to the second area, i.e., the equipment compartment where energy storage devices 1 through n are located, to cool down the normally operating energy storage devices and maintain their operating temperature within a suitable range.

[0067] Understandably, by transferring the cold air from the cooling mode to the second area where the energy storage device is located, provided that the temperature in the first area meets the target threshold, active regulation of the operating temperature of the normally functioning energy storage device is achieved. This effectively prevents the performance degradation of the energy storage device due to excessively high operating temperature and improves the overall reliability of train operation.

[0068] As mentioned above, continue to refer to Figure 3 The train control method of this embodiment may further include the operation of: when the temperature control mode is identified as a heating mode, controlling the temperature control device to deliver the heat energy generated by the multiple drive devices of the train during operation to the first area and / or the second area of ​​the train, wherein the drive devices are used to drive the load in the train to operate using electrical energy.

[0069] For example, the drive unit can be a device that uses electrical energy to drive the load in the train. Examples include a traction converter, a traction motor, and an auxiliary converter. During the process of converting the electrical energy output from the energy storage device into driving force, the drive unit continuously generates a certain amount of heat energy.

[0070] The heat energy can be waste heat generated during the operation of the drive unit due to power conversion losses. For example, heat energy can be the heat generated during the switching operation of the traction converter power module, or the heat generated during the current flow of the traction motor stator and rotor windings. In heating mode, the above-mentioned heat energy is no longer directly discharged to the outside through the heat dissipation device, but is instead directionally transported to the first or second zone through the hot air passage of the temperature control device, realizing the cascade recovery and utilization of waste heat.

[0071] In one example, continuing with energy storage devices 1 to n from the above embodiment, the train has determined the target operating mode based on the available energy value. At this time, when the train's temperature control device switches from cooling mode to heating mode, the vehicle's thermal management controller controls the temperature control device to collect the heat energy continuously generated by the traction converter and traction motor during traction or braking, and filters this heat energy before simultaneously delivering it to the first area (passenger compartment) and the second area (the compartments where energy storage devices 1 to n are located) via a hot air passage. The heat energy delivered to the first area is used to maintain the passenger compartment temperature within the range required for passenger comfort; the heat energy delivered to the second area is used to actively heat energy storage devices 1 to n, maintaining the operating temperature of each energy storage device within the range required for normal charging and discharging of the battery cells under low-temperature conditions, ensuring that energy storage devices 1 to n continuously and stably supply power to the load.

[0072] Understandably, by directing the heat generated during the operation of the drive unit to the first and / or second zones in heating mode, the waste heat that would otherwise be discharged to the outside through the heat dissipation device is converted into a usable heating source, achieving cascaded recovery and utilization of the drive unit's waste heat and reducing the overall energy consumption of the train. Simultaneously, by actively heating the energy storage device in the second zone, the risk of insufficient power supply caused by the decrease in the activity of the energy storage device's cells and the reduction in usable energy value under low-temperature conditions is effectively avoided.

[0073] As described above, in response to detecting a fault in the first energy storage device, the train control method of this embodiment may further include the operation of disconnecting the first energy storage device from the DC bus.

[0074] For example, disconnecting the first energy storage device from the DC bus can be achieved by controlling a switching device between the first energy storage device and the DC bus to cut off the electrical path between them. The switching device can be an electrical component with controlled switching functionality; for example, it can be a contactor, circuit breaker, relay, etc. Each energy storage device is independently configured with a corresponding switching device between itself and the DC bus. That is, the switching devices of each energy storage device are independent of each other, and disconnecting any one energy storage device does not affect the electrical connection status between the remaining energy storage devices and the DC bus.

[0075] In one example, continuing with energy storage devices 1 to n from the above embodiment, after confirming a fault in energy storage devices 1 and 2, the train control system issues disconnect commands to their respective corresponding switches M1 and M2, controlling them to switch from closed to open states. This disconnects energy storage devices 1 and 2 from the DC bus, completely severing the electrical path between them and the DC bus. After the disconnection operation, energy storage devices 1 and 2 no longer have any electrical connection to the DC bus, and their fault condition will not propagate to the DC bus, nor will it interfere with the normal charging and discharging process of energy storage devices 3 to n connected in parallel to the DC bus. Energy storage devices 3 to n continue to maintain a normal electrical connection with the DC bus through their respective corresponding switches, continuously supplying power to loads such as the traction converter and auxiliary power system.

[0076] Understandably, by actively disconnecting the first energy storage device from the DC bus after confirming a fault in the first energy storage device, the faulty energy storage device is completely disconnected from the DC bus, effectively blocking the interference path of the faulty energy storage device on the electrical state of the DC bus, and avoiding the impact of the faulty energy storage device on the voltage stability of the DC bus due to fault conditions such as abnormal internal resistance and reduced insulation resistance.

[0077] As described above, the train control method of this embodiment may further include the operation of: when the train is identified to be in braking mode, converting the braking energy generated by the drive device into electrical energy, using the electrical energy to charge at least one energy storage device, and using the drive device to drive the load in the train to operate using the electrical energy.

[0078] For example, the braking mode can be the working state when the train needs to decelerate or stop during operation. For instance, the braking mode can be the train entering the station braking, downhill braking, or emergency braking.

[0079] The drive unit can be a device that uses electrical energy to drive the load in the train. For example, the drive unit can be a traction motor, a traction converter, or a traction drive unit composed of a traction motor and a traction converter. In braking mode, the drive unit operates in reverse, converting the mechanical energy generated during the train braking process into electrical energy, which is then transmitted to the energy storage device via the DC bus.

[0080] Braking energy can be the regenerative energy generated by the drive unit during the braking process of a train. For example, braking energy can be the regenerative electrical energy output by the traction motor when the train decelerates and operates in generator mode. After the braking energy is converted into DC electrical energy by the traction converter, it is transmitted to each energy storage device via the DC bus to charge the energy storage device.

[0081] In one example, as the train enters the deceleration phase before entering the station, it is detected that the train is currently in braking mode. At this time, the traction motor in the drive unit switches from electric mode to generator mode, converting the train's kinetic energy into AC power. This AC power is then rectified by the traction converter into DC power that matches the DC bus voltage and fed into the DC bus, thereby charging the normally operating energy storage device and realizing the recovery of regenerative braking energy.

[0082] Understandably, by recovering the braking energy generated by the drive unit and charging the energy storage device in braking mode, the remaining available energy value of the energy storage device can be effectively replenished, extending the train's running capacity under fault conditions and further improving the train's fault redundancy capability.

[0083] As described above, when the third energy storage device among the multiple storage devices is in discharge mode, the train control method of this embodiment may further include the operation of: if the available energy value of the third energy storage device is greater than the first energy value, controlling the third energy storage device to supply power to the load in the train, where the first energy value is the average available energy value of the multiple energy storage devices at present.

[0084] For example, the third energy storage device can be an energy storage device that is in discharge mode and has an available energy value higher than the average available energy value of the current energy storage devices. For instance, the third energy storage device can be the single energy storage device with the highest available energy value among energy storage devices 3 to n, or it can be all energy storage devices 3 to n with available energy values ​​higher than the average available energy value.

[0085] The discharge mode can be the working state in which the energy storage device continuously outputs electrical energy to the train load. For example, the discharge mode can be the train during the traction operation phase.

[0086] The first energy value can be the average available energy value of multiple normally functioning energy storage devices. For example, the first energy value can be the average value obtained by dividing the sum of the available energy values ​​of all normally functioning energy storage devices by the total number of normally functioning energy storage devices.

[0087] In one example, energy storage devices 1 and 2 fail, while energy storage devices 3-n operate normally. The train leaves the station and enters traction operation, with energy storage devices 3-n all in discharge mode. Because the location, temperature, and historical charge / discharge states of each energy storage device differ during operation, the available energy values ​​of each device vary. Assume the current available energy values ​​of energy storage devices 3-n are as follows: If there are m energy storage devices 3 to n, then the first energy value is the average usable energy value of energy storage devices 3 to n. If the available energy value of energy storage device 3 Greater than Prioritize the supply of power from energy storage device 3 to the train load so that the available energy values ​​of each energy storage device gradually become consistent during the discharge process.

[0088] Understandably, by comparing the available energy value of the third energy storage device with the average available energy value of multiple energy storage devices, and prioritizing the energy storage device with an available energy value higher than the average value to supply power to the load, it is possible to achieve a balance of the state of charge among the energy storage devices, avoid capacity loss or triggering of fault protection due to over-discharge of a single energy storage device, and further improve the utilization efficiency of available energy under train fault conditions.

[0089] As described above, when the fourth energy storage device among the multiple storage devices is in charging mode, the train control method of this embodiment may further include the operation of: if the available energy value of the fourth energy storage device is less than or equal to a first energy value, controlling the fourth energy storage device to charge, where the first energy value is the average available energy value of the multiple energy storage devices.

[0090] For example, the fourth energy storage device can be one of the multiple normally operating energy storage devices that is in charging mode and has an available energy value that is less than or equal to the average available energy value of the current energy storage devices. For instance, the fourth energy storage device can be the single energy storage device with the lowest available energy value among energy storage devices 3 to n, or it can be all energy storage devices 3 to n whose available energy values ​​are less than or equal to the average available energy value.

[0091] The charging mode can be the working state in which the energy storage device continuously charges from the DC bus to replenish its available energy value. For example, the charging mode can be the charging state of the energy storage device corresponding to the train's braking energy recovery stage, the external charging pile replenishment stage, or the stage where the ground power supply system charges the on-board energy storage device.

[0092] In one example, continuing with the embodiment where energy storage devices 1 and 2 malfunction while energy storage devices 3-n operate normally, and the available energy values ​​of each of the energy storage devices 3-n differ due to their different discharge states, the train re-enters the deceleration phase as it travels to the next station. Energy storage devices 3-n all enter charging mode. The braking energy generated by the drive unit is rectified into DC power by the traction converter and fed into the DC bus, where it can be absorbed by each energy storage device. There are a total of m energy storage devices 3-n. At this time, the first energy value of energy storage devices 3-n... If the available energy value of energy storage device n Less than or equal to If so, the energy storage device n is prioritized to absorb electrical energy from the DC bus, so that the available energy value of the energy storage device n approaches the average available energy value.

[0093] It is understandable that by prioritizing the charging of the fourth energy storage device whose available energy value is less than or equal to the average available energy value in the charging mode, and cooperating with the discharge of the third energy storage device whose available energy value is greater than the average available energy value, coordinated and balanced management of the energy storage devices in both charging and discharging directions is achieved. This effectively prevents the risk of overcharging or over-discharging of individual energy storage devices due to the continuous widening of the difference in available energy values ​​between the various energy storage devices, and further extends the service life of the remaining energy storage devices.

[0094] Based on the above-described train control method, this disclosure also provides a train control system. The following will be combined with... Figure 4 The system is described in detail.

[0095] Figure 4 A schematic diagram of a train control system architecture according to an embodiment of the present disclosure is shown.

[0096] like Figure 4 As shown, the train control system 200 of this embodiment includes at least one load 201, multiple energy storage devices 202 and energy control device 203.

[0097] At least one load 201 is connected in parallel to the DC bus; multiple energy storage devices are connected in parallel and directly connected to the DC bus, the rated voltage of the multiple energy storage devices 202 is the same as the rated voltage of the DC bus, and the multiple energy storage devices 202 are used to supply power to at least one load 201; an energy control device 203 is connected to the multiple energy storage devices, and the energy control device is used to execute the above-described train control method.

[0098] For example, the train control system 200 has multiple energy storage devices 202, such as energy storage device 1, energy storage device 2, ..., energy storage device n. The multiple energy storage devices 202 are directly connected to the DC bus, that is, the positive terminal of the energy storage device is connected to the positive terminal of the DC bus, and the negative terminal of the energy storage device is connected to the negative terminal of the DC bus; the multiple energy storage devices are connected in parallel, and the rated voltage of the multiple energy storage devices is the same as the rated voltage of the DC bus, that is, the multiple energy storage devices independently charge and discharge the DC bus.

[0099] The energy storage device 202 can be a device with energy storage and release functions. For example, the energy storage device can be a supercapacitor, a fuel cell, a power battery, etc. This disclosure does not limit the specific type of energy storage device.

[0100] The train control system 200 has at least one load 201, which is connected in parallel to the DC bus. The load 201 can be a device that uses electrical energy to perform train operation functions. For example, the load 201 includes, but is not limited to, a traction converter and an auxiliary power system, wherein the traction converter is used to drive the traction motor, and the auxiliary power system is used to supply power to equipment such as air conditioning, lighting, and control systems. This disclosure does not limit the specific type or number of loads.

[0101] The energy control device 203 is connected to multiple energy storage devices 202. The energy control device 203 is used to execute the train control method described above. The description of the train control method can be found in the above explanation and will not be repeated here. For example, the energy control device 203 may be a vehicle energy management controller (ECU).

[0102] Understandably, by connecting multiple energy storage devices directly in parallel to the DC bus, and ensuring that the rated voltage of the multiple energy storage devices is the same as the rated voltage of the DC bus, there is no need to set up an additional voltage conversion stage between the energy storage devices and the DC bus, which reduces conversion losses during energy transmission and improves the energy utilization efficiency of the entire vehicle.

[0103] As mentioned above, continue to refer to Figure 4 The train control system of this embodiment may further include: a plurality of energy storage control devices 204, which correspond one-to-one with a plurality of energy storage devices 202. One end of the energy storage control device 204 is electrically connected to the energy storage device 202, and the other end of the energy storage control device 204 is electrically connected to the energy control device 203. The energy storage control device 204 is used to control the charging and discharging state of the energy storage device 202.

[0104] For example, the energy storage control device 204 can be a control device with functions of energy storage device status monitoring, charge / discharge management, and communication. For instance, the energy storage control device 204 can be called a battery management system (BMS). The energy storage control device 204 is used to control the charge / discharge state of the energy storage device 202, including but not limited to controlling the energy storage device 202 to discharge power to the load, controlling the energy storage device 202 to absorb regenerative braking energy or electrical energy input from a ground charging device for charging, and disconnecting the electrical connection between the corresponding energy storage device 202 and the DC bus when the energy storage device 202 fails. For instance, the energy storage control device 204 can control the on / off state of the main contactor (Mn) connected in series with the corresponding energy storage device 202 to realize the connection and disconnection of the charge / discharge circuit of the energy storage device 202.

[0105] Understandably, by setting up energy storage control devices that correspond one-to-one with multiple energy storage devices, each energy storage control device is independently responsible for the status monitoring and charging / discharging control of its corresponding energy storage device, thus achieving refined and independent management of each energy storage device. When a certain energy storage device fails, the corresponding energy storage control device can promptly disconnect the electrical connection between the energy storage device and the DC bus without affecting the normal operation of the other energy storage devices and their corresponding energy storage control devices, further enhancing the train's fault redundancy capability.

[0106] As described above, the train control system 200 of this embodiment may further include: a temperature control device electrically connected to multiple energy storage devices. The energy control device is also used to identify the current temperature control mode set by the train's temperature control device, including a cooling mode and a heating mode. When the temperature control mode is identified as a cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than a target threshold, the temperature control device is controlled to deliver cold air in the cooling mode to a second area, where the multiple energy storage devices are located, and the temperature control priority of the first area is higher than that of the second area. Alternatively, when the temperature control mode is identified as a heating mode, the heat energy generated by multiple drive devices of the train during operation is acquired, and the drive devices are used to drive the load in the train using electrical energy. The temperature control device is then controlled to deliver the heat energy to the first area and / or the second area of ​​the train.

[0107] For example, the description of the temperature control device can be referred to the above. Figure 3 The explanation will not be repeated here.

[0108] Figure 5 The schematic diagram illustrates a flow chart of an energy control method for an energy storage device according to an embodiment of the present disclosure.

[0109] In some embodiments, such as Figure 5As shown, the system receives the target command and obtains the power demand PQ of the traction converter and the power demand PF of the auxiliary converter. Based on the target command, it determines the current operating mode of the train, which includes traction mode, braking mode, and ground charging mode.

[0110] In response to the determination that the train is in traction mode, the BMS receives the discharge command from the energy storage device; the BMS controls the closing of the contactor; the energy storage device outputs discharge power PQ+PF to the DC bus.

[0111] In response to the determination that the train is in braking mode, the BMS receives a charging command from the energy storage device; the BMS controls the closing of the contactor; the energy storage device absorbs input charging power from the DC bus.

[0112] In response to the determination that the train is in ground charging mode, the energy storage management system (BMS) receives the charging command from the energy storage device; the BMS establishes communication with the ground charging device; and the BMS controls the closed contactor to start charging.

[0113] The target command can be a control command received by the ECU to trigger the energy dispatch process. For example, the target command can be a traction command, braking command, or charging command issued by the train automatic driving system or the driver's console.

[0114] The traction converter power demand PQ can be the real-time power demand required by the traction converter to drive the traction motor under the current operating conditions of the train. The auxiliary converter power demand PF can be the real-time power demand required by the train's auxiliary systems at the current moment. For example, the auxiliary converter power demand PF can cover the total power demand of auxiliary loads such as air conditioning, lighting, and train control systems.

[0115] A contactor can be a switching element that controls the on / off connection of the electrical connection between the energy storage device and the DC bus. For example, a contactor can be a relay, circuit breaker, or other electrical switching device with on / off control function. The BMS controls the closing of the contactor to establish an electrical connection path between the energy storage device and the DC bus, enabling the energy storage device to output electrical energy to the DC bus or charge from the DC bus.

[0116] In one example, continuing with the train from the above embodiment, the train has energy storage devices 1 to n. The ECU maintains real-time communication with the BMS corresponding to each energy storage device via network communication. After the train receives the target command, the ECU first obtains the traction converter power demand PQ and the auxiliary converter power demand PF, and determines the current operating mode of the train based on the target command, and then issues control commands to the corresponding BMS respectively.

[0117] In traction mode, the ECU sends discharge commands to the BMS corresponding to each energy storage device. After receiving the discharge command, each BMS controls the closing of its corresponding contactor. Each energy storage device is connected in parallel to output electrical energy to the DC bus. The total discharge power is the sum of PQ and PF, i.e., PQ+PF, to simultaneously meet the power requirements of the traction converter and the auxiliary converter.

[0118] In braking mode, during train braking, the traction motor switches to generator mode, producing regenerative braking energy which is converted by the traction converter and fed back to the DC bus. The ECU sends charging commands to each BMS, and each BMS controls the closing of its corresponding contactor after receiving the charging command. Each energy storage device absorbs charging power PQ from the DC bus, converting the regenerative braking energy into electrical energy and storing it in its respective energy storage device.

[0119] In ground charging mode, after the train stops at a station with charging capabilities, the BMS, upon receiving the charging command, first establishes communication with the ground charging device to complete the negotiation of charging parameters and handshake confirmation. Subsequently, the BMS controls the closing of the contactor, and the ground charging device charges each energy storage device through the pantograph or the third rail.

[0120] Figure 6 A schematic diagram of a train according to an embodiment of the present disclosure is shown.

[0121] like Figure 6 As shown, a train control system can be deployed on the train 300. This train control system can be any of the train control systems 200 described above.

[0122] Those skilled in the art will understand that the features described in the various embodiments of this disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in this disclosure. In particular, the features described in the various embodiments and / or claims of this disclosure can be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure. Embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. The scope of this disclosure is defined by the appended claims and their equivalents. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A train control method, characterized in that, include: In response to the detection of a fault in the first energy storage device, the available energy value of the second energy storage device, which was not detected to have a fault, is determined. The train has multiple storage devices including the first energy storage device and the second energy storage device. The first energy storage device and the second energy storage device are connected in parallel and directly connected to the DC bus of the train to supply power to the loads in the train, respectively. The available energy value is the sum of the energy available for the loads to use by the second energy storage device. The target operating mode is determined based on the available energy value, and the train is controlled to operate according to the target operating mode so that the train can run to the target destination position corresponding to the target operating mode under the constraint of the available energy value.

2. The method according to claim 1, characterized in that, Based on the available energy value, the target operating mode is determined, including: Obtain multiple candidate energy values ​​required for the train to reach multiple different candidate destination positions and the candidate operation mode corresponding to each candidate destination position; Based on the available energy value and the candidate energy value, the target operating mode is determined from multiple candidate operating modes corresponding to multiple candidate endpoint positions.

3. The method according to claim 2, characterized in that, The multiple candidate operating modes include at least one of the following: normal mode, rescue mode, and passenger clearance mode; Based on the available energy value and the candidate energy value, a target operating mode is determined from multiple candidate operating modes corresponding to multiple candidate endpoint locations, including: If the available energy value is less than the first candidate energy value, the target operating mode is determined to be the rescue mode; If the available energy value is between the first candidate energy value and the second candidate energy value, the target operating mode is determined to be the passenger clearance mode, and the second candidate energy value is greater than the first candidate energy value; If the available energy value is greater than the second candidate energy value, the target operating mode is determined to be the normal mode.

4. The method according to claim 1, characterized in that, The method further includes: Identify the current temperature control mode set by the temperature control device of the train, the temperature control mode including cooling mode and heating mode; When the temperature control mode is detected to be cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than the target threshold, the temperature control device is controlled to deliver the cold air in the cooling mode to the second area, which is the area where the plurality of energy storage devices are located, and the temperature control priority of the first area is higher than that of the second area.

5. The method according to claim 4, characterized in that, The method further includes: When the temperature control mode is detected to be heating mode, the temperature control device is controlled to deliver the heat energy generated by the multiple drive devices of the train during operation to the first and / or second areas of the train. The drive devices are used to drive the load in the train using electrical energy.

6. The method according to claim 1, characterized in that, In response to detecting a fault in the first energy storage device, the method further includes: Disconnect the first energy storage device from the DC bus.

7. The method according to claim 1, characterized in that, The method further includes: When the train is identified as being in braking mode, the braking energy generated by the drive unit is converted into electrical energy, and the electrical energy is used to charge at least one of the energy storage devices. The drive unit is used to drive the load in the train using the electrical energy.

8. The method according to claim 1, characterized in that, When the third energy storage device among the plurality of storage devices is in discharge mode, the method further includes: If the available energy value of the third energy storage device is greater than the first energy value, the third energy storage device is controlled to supply power to the load in the train. The first energy value is the average available energy value of the current multiple energy storage devices.

9. The method according to claim 8, characterized in that, When the fourth energy storage device among the plurality of storage devices is in charging mode, the method further includes: If the available energy value of the fourth energy storage device is less than or equal to the first energy value, the fourth energy storage device is controlled to be charged, where the first energy value is the average available energy value of the plurality of energy storage devices.

10. A train control system, characterized in that, include: At least one load is connected in parallel to the DC bus; Multiple energy storage devices are connected in parallel and directly connected to the DC bus. The rated voltage of the multiple energy storage devices is the same as the rated voltage of the DC bus. The multiple energy storage devices are used to supply power to at least one load. An energy control device is connected to the plurality of energy storage devices, and the energy control device is used to perform the method of any one of claims 1 to 9.

11. The system according to claim 10, characterized in that, Also includes: Multiple energy storage control devices are provided, each corresponding to one of the multiple energy storage devices. One end of each energy storage control device is electrically connected to one of the energy storage devices, and the other end of each energy storage control device is electrically connected to the energy control device. The energy storage control device is used to control the charging and discharging state of the energy storage device.

12. The system according to claim 10, characterized in that, Also includes: A temperature control device is electrically connected to the plurality of energy storage devices. The energy control device is also used to identify the current temperature control mode set by the temperature control device of the train. The temperature control mode includes a cooling mode and a heating mode. When the temperature control mode is identified as a cooling mode, in response to the detection that the ambient temperature of the first area of ​​the train is less than a target threshold, the temperature control device is controlled to deliver cold air in the cooling mode to the second area, which is the area where the plurality of energy storage devices are located. The temperature control priority of the first area is higher than that of the second area. or When the temperature control mode is identified as heating mode, the heat energy generated by multiple drive devices of the train during operation is acquired. The drive devices are used to drive the load in the train using electrical energy. The temperature control device is then controlled to deliver the heat energy to the first and / or second areas of the train.

13. A train, characterized in that, include: The train control system according to any one of claims 10 to 12.

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