Regenerative braking prediction control start-stop circuit for urban rail transit train

Abstract

The utility model provides a regenerative braking prediction control start-stop circuit for an urban rail transit train, which relates to the technical field of urban rail transit train control, detects the running state of a brake motor through voltage detection and torque detection, accurately predicts the braking power generation of the brake motor, and controls the brake motor to start to generate power when the brake motor starts to generate power. The control circuit controls the inverter switch to be switched off and the rectification switch to be switched on, so that electric quantity flows to the rectifier and is stored in the storage battery through the filter, after the storage battery is full of the electric quantity, the BMS management module sends the electric quantity state of the storage battery to the control circuit, and the storage battery effectively reduces the impact of frequent power generation of the brake motor on a power grid. And when the brake motor operates normally, the control circuit controls the inverter switch to be switched on and controls the rectification switch to be switched off, and the direct current passes through the inverter to drive the brake motor.

Description

Technical Field

[0001] The utility model relates to the technical field of urban rail transit train control, in particular to a regenerative braking prediction control start-stop circuit for an urban rail transit train. Background Art

[0002] The traction motors used in rail transit trains are AC motors. When rail transit trains use electric braking, the synchronous speed of the traction motor is reduced, but the rotor has inertia when the train is running, which makes the rotor speed higher than the synchronous speed, and generates braking torque. At this time, the motor becomes a generator and operates, thereby generating regenerative electric energy. During the braking process of the motor, the energy generated is recovered by power generation, and the kinetic energy that was originally wasted is converted into electrical energy. This can reduce energy waste, improve energy utilization efficiency, and reduce operating costs. Recovering braking energy too early is not conducive to train travel, and recovering it too late will cause waste. Therefore, the time for recovering the energy generated by braking is particularly important.

[0003] The publication number CN204515364U provides an electric vehicle brake following fuzzy predictive control start and stop power supply, including a DC contactor QF, a pre-charging branch YC, an AC contactor QF3, an identification unit B and a fuzzy predictive control unit VC, a drive and actuator YE, a reactor L, and a capacitor V. The identification unit B and the fuzzy predictive control unit VC are connected to the power supply of the electric traction vehicle through the DC contactor QF1 and the pre-charging branch YC. The rear ends of the identification unit B and the fuzzy predictive control unit VC are connected to the drive and actuator YE. The rear ends of the drive and actuator YE are connected to the reactor L and the capacitor C. The rear ends of the reactor L and the capacitor C are connected to the AC contactor QF3. The AC contactor QF3 is connected to the power grid. However, the system drives the motor and recovers power through a driver, which easily causes the circuit to heat up. At the same time, there is no power recovery buffer device. Frequent starting of the motor and braking to recover power have a relatively frequent impact on the power grid.

[0004] Based on the above problems, there is an urgent need in the art for a regenerative braking predictive control start-stop circuit for urban rail transit trains that has a simple structure, can effectively reduce the impact of frequent recovery of electric energy during braking on the power grid, and can accurately predict the recovery. Utility Model Content

[0005] The utility model aims to provide a predictive control start-stop circuit for regenerative braking of urban rail transit trains to solve the problems raised in the above-mentioned background technology.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A predictive control start-stop circuit for regenerative braking of urban rail transit trains, comprising:

[0008] A brake motor, the brake motor is electrically connected to the inverter switch and the rectifier switch, and is used to convert electrical energy into kinetic energy of the train when the train is moving forward, to provide power to the train, and to rotate by utilizing the inertia of the train during the braking process of the train, to convert the kinetic energy of the train into electrical energy;

[0009] An inverter switch, the inverter switch is electrically connected to the inverter and is used to open and close the electrical connection between the inverter and the brake motor;

[0010] An inverter, the inverter is electrically connected to the DC protector and is used to invert DC power into AC power to drive the brake motor;

[0011] A rectifier switch, the rectifier switch is electrically connected to the rectifier and is used to open and close the electrical connection between the rectifier and the brake motor;

[0012] A rectifier, the rectifier is electrically connected to the filter and is used to rectify the alternating current generated by the brake motor into direct current;

[0013] A filter, the filter being electrically connected to the battery and used for eliminating clutter from the rectified direct current;

[0014] A battery, which is electrically connected to the BMS management module and the power recovery switch, and is used to temporarily store the DC power rectified by the rectifier, and send the power to the DC bus after the energy storage is full;

[0015] A BMS management module, the BMS management module is electrically connected to the control circuit and is used to detect real-time battery voltage data of the battery and send it to the control circuit;

[0016] An electric power recovery switch, which is electrically connected to the DC protector and is used to connect the circuit loop between the battery and the DC bus to send the electric energy stored in the battery to the DC bus;

[0017] A DC protector, which is electrically connected to the DC bus and is used to disconnect the DC bus when the circuit is overloaded to protect the circuit safety;

[0018] A DC bus, wherein the DC bus is used to provide a DC power supply;

[0019] A switching power supply, the switching power supply is electrically connected to the DC protector and is used to convert the DC power in the DC bus into the voltage required by the control circuit;

[0020] A signal detection module, which is respectively installed at both ends of the inverter switch and at the rear end of the brake motor, and is electrically connected to the control circuit, and is used to detect voltage data at both ends of the inverter switch and torque data of the brake motor, and send them to the control circuit;

[0021] The control circuit is used to issue control instructions according to the battery voltage data sent by the BMS management module, the voltage data at both ends of the inverter switch and the torque data of the brake motor.

[0022] Furthermore, the inverter switch, rectifier switch and power recovery switch are contactor KM1, contactor KM2 and contactor KM3 respectively. The contactor KM1 and contactor KM2 both include a coil part and a main contact part, and the contactor KM3 includes a coil part, a main contact part and a normally closed contact.

[0023] Furthermore, the BMS management module has a battery high voltage output contact HV and a low voltage output contact LV, which are used to detect when the battery voltage is at a high voltage and a low voltage respectively and send a voltage signal to the control circuit.

[0024] Furthermore, the control circuit includes a detection control circuit and a power control circuit.

[0025] Furthermore, the detection control circuit includes a voltage comparator LM, a throttle detection switch SB1, a relay KA1, a relay KA2 and a relay KA3, wherein the relay KA1 includes a coil, a first normally open contact, a second normally open contact and a normally closed contact, the relay KA2 includes a coil and a normally closed contact, the relay KA3 includes a coil and a normally open contact, the negative input terminal IN- of the voltage comparator LM is electrically connected to one end of the voltage detection module VT1, the positive input terminal IN+ is electrically connected to one end of the voltage detection module VT2, the positive power supply terminal VCC is electrically connected to the positive end of the switching power supply, the negative power supply terminal GND is electrically connected to the negative end of the switching power supply, and the output terminal OUT is electrically connected to one end of the coil of the relay KA3, which is used to compare the voltages of the voltage detection module VT1 and the voltage detection module VT2, and Output a high-level voltage to the relay KA3 coil. The throttle detection switch SB1 includes two contacts, a normally open contact and a normally closed contact. One end of the normally closed contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply. The normally closed contact of the throttle detection switch SB1 is connected in series with the torque detection switch TQ, the normally closed contact of the relay KA2 and the relay KA1 coil. One end of the relay KA1 coil is electrically connected to the negative end of the switching power supply. The first normally open contact of the relay KA1 is connected in parallel with the normally closed contact of the throttle detection switch SB1. The normally open contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply. The normally open contact of the throttle detection switch SB1 is connected in series with the normally open contact of the relay KA3 and the relay KA2 coil. One end of the relay KA2 coil is electrically connected to the negative end of the switching power supply.

[0026] Furthermore, the power control circuit includes a contactor KM1 coil, a contactor KM2 coil and a contactor KM3 coil, one end of the normally closed contact of the relay KA1 is electrically connected to the positive end of the switching power supply, and the other end is electrically connected to one end of the contactor KM1 coil, and the other end of the contactor KM1 coil is electrically connected to the negative end of the switching power supply, one end of the second normally open contact of the relay KA1 is electrically connected to the positive end of the switching power supply, and the other end is electrically connected to one end of the contactor KM2 coil, and the other end of the contactor KM2 coil is electrically connected to the negative end of the switching power supply, the high-voltage output contact HV is connected in series with the low-voltage output contact LV and the contactor KM3 coil, and the normally closed contact of the contactor KM3 is connected in parallel with the high-voltage output contact HV, one end of the high-voltage output contact HV is electrically connected to the positive end of the switching power supply, and one end of the contactor KM3 coil is electrically connected to the negative end of the switching power supply.

[0027] Furthermore, the signal detection module includes a torque detection TQ, a voltage detection VT2 and a voltage detection VT1, one end of the voltage detection VT2 is electrically connected to the input positive terminal IN+ of the voltage comparator LM, and the other end is electrically connected to the positive end of the switching power supply, one end of the voltage detection VT1 is electrically connected to the input negative terminal IN- of the voltage comparator LM, and the other end is electrically connected to the positive end of the switching power supply.

[0028] Furthermore, the normally open contact and the normally closed contact of the throttle detection switch SB1 are linked contacts, and when one contact is actuated, the other contact is actuated together.

[0029] The beneficial effects of the utility model are:

[0030] The utility model detects the running state of the brake motor through voltage detection and torque detection, and accurately predicts the brake power generation of the brake motor. When the brake motor starts to generate electricity, the control circuit controls the inverter switch to be disconnected and the rectifier switch to be closed, so that the electricity flows to the rectifier and is stored in the battery through the filter. When the battery is fully charged, the BMS management module sends the battery power state to the control circuit, and the battery effectively reduces the impact of the frequent power generation of the brake motor on the power grid, and then controls the power recovery switch to be closed, so that the battery power enters the DC bus for recycling. When the brake motor is operating normally, the control circuit controls the inverter switch to be closed, the rectifier switch to be disconnected, and the DC power drives the brake motor through the inverter. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of the system structure of the utility model;

[0032] Figure 2 This is a schematic diagram of the control circuit structure of the utility model;

[0033] Figure 3 The schematic diagram of the circuit structure of the utility model is a circuit structure diagram of the connection between the control circuit, the signal detection module and the BMS management module.

[0034] In the figure: 10 brake motor, 20 inverter switch, 30 inverter, 40 rectifier switch, 50 rectifier, 60 filter, 70 battery, 80 BMS management module, 90 power recovery switch, 100 DC protector, 110 DC bus, 120 switching power supply, 130 signal detection module, 131 torque detection TQ, 132 voltage detection VT2, 133 voltage detection VT1, 140 control circuit. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0036] Example:

[0037] See also Figure 1-3 , the utility model provides a technical solution:

[0038] A regenerative braking prediction control start-stop circuit for urban rail transit trains includes a brake motor 10, an inverter switch 20, an inverter 30, a rectifier switch 40, a rectifier 50, a filter 60, a battery 70, a BMS management module 80, an electric power recovery switch 90, a DC protector 100, a DC bus 110, a switching power supply 120, a signal detection module 130 and a control circuit 140, wherein:

[0039] The brake motor 10 is of model FXD1B electric locomotive. The power line of the motor 10 is electrically connected to the inverter switch 20 and the rectifier switch 40. It is used to convert electrical energy into kinetic energy of the train and provide power to the train when the train is moving forward. During the braking process of the train, the inertia of the train is used to rotate and the kinetic energy of the train is converted into electrical energy.

[0040] The inverter switch 20 is a contactor of model LC1D109, and the inverter switch 20 includes a coil part and a main contact part. When the coil is energized, a magnetic force is generated to control the main contact to be attracted. The coil part is connected to the control circuit 140 and is used to receive the control instruction of the control circuit 140 to control the on and off state of the main contact part. The main contact part is electrically connected to the input end of the inverter 30 and is used to switch the circuit connection between the inverter 30 and the brake motor 10 on and off under the control instruction of the control circuit 140.

[0041] The inverter 30 is a LAIBRE-LB-9000 inverter. The output end of the inverter 30 is electrically connected to the DC protector 100 and is used to invert DC power into AC power to drive the brake motor 10 .

[0042] When the brake motor 10 needs to rotate to provide power, the control circuit 140 controls the main contacts of the rectifier switch 40 to be in an open state and the main contacts of the inverter switch 20 to be in a closed state, so that the DC power supply is converted into AC power through the inverter 30 to provide power for the brake motor 10 and drive the train to move.

[0043] The rectifier switch 40 is a contactor of model LC1D109, and includes a coil part and a main contact part. When the coil is energized, it generates magnetic force to control the main contact to close. The coil part is connected to the control circuit 140 and is used to receive control instructions from the control circuit 140 to control the on and off state of the main contact part. The main contact part is electrically connected to the input end of the rectifier 50 and is used to switch on and off the circuit connection between the rectifier 50 and the brake motor 10.

[0044] The rectifier 50 is of MTC-30A-1600V model, and the output end of the rectifier 50 is electrically connected to the input end of the filter 60, and is used to rectify the alternating current generated by the brake motor 10 into direct current when the train is braking.

[0045] The filter 60 is of model APF25A-600A filter, and the output end of the filter 60 is electrically connected to the battery 70 for eliminating clutter from the rectified direct current.

[0046] The battery 70 is a 6-GFM-100-12V colloidal battery, which is electrically connected to the BMS management module 80 and the power recovery switch 90, and is used to temporarily store the DC power rectified by the rectifier 50, and send it to the DC bus 110 after the energy storage is full.

[0047] When the control circuit 140 detects that the brake motor 10 starts to brake and generate electricity, the control circuit 140 controls the main contacts of the rectifier switch 40 to change from an open state to a closed state, and the inverter switch 20 to change from a closed state to an open state, so that the circuit loop between the rectifier 50 and the brake motor 10 is connected, and the alternating current generated during the braking process enters the rectifier 50 and is rectified into direct current output. The rectified direct current is temporarily stored in the battery 70 after filtering out noise through the filter 60.

[0048] The BMS management module 80 is a DB48100-4H battery manager, which is electrically connected to the control circuit 140 and is used to detect real-time battery voltage data of the battery 70 and send the data to the control circuit 140 .

[0049] In this embodiment, the BMS management module 80 has a high-voltage output contact HV and a low-voltage output contact LV of the battery 70, which are respectively used to detect when the voltage of the battery 70 is at a high voltage and a low voltage and send a voltage signal to the control circuit 140. After the battery 70 is fully charged, the battery voltage rises, and the BMS management module 80 controls the high-voltage output contact HV to close. After the battery 70 is discharged, the battery voltage drops, and the BMS management module 80 controls the low-voltage output contact LV to open.

[0050] The energy recovery switch 90 is a contactor of model LC1D250, including a coil part and a main contact part. The coil part is connected to the control circuit 140, and is used to receive the control instruction of the control circuit 140 and control the on and off state of the main contact part. The main contact part is electrically connected to the DC protector 100, and is used to connect the circuit loop between the battery 70 and the DC bus 110, and send the electric energy stored in the battery 70 to the DC bus 110.

[0051] The control circuit 140 controls the switch state of the main contact part of the power recovery switch 90 according to the power storage state of the battery 70, so that the power temporarily stored in the battery 70 enters the DC bus 110 for recycling.

[0052] In this embodiment, the inverter switch 20, the rectifier switch 40 and the power recovery switch 90 are contactor KM1, contactor KM2 and contactor KM3 respectively. The contactor KM1 and contactor KM2 both include a coil part and a main contact part, and the contactor KM3 includes a coil part, a main contact part and a normally closed contact.

[0053] The DC protector 100 is a DC circuit breaker of model FXBMI-250. When the current passing through the DC protector 100 exceeds the safety value, the internal contacts will automatically disconnect and be electrically connected to the DC bus 110 to disconnect the DC bus 110 when the circuit is overloaded to protect the circuit safety.

[0054] The DC bus 110 is used to provide a DC power supply.

[0055] The switching power supply 120 is a TOBSUN-250-24 DC step-down converter. The input end of the switching power supply 120 is electrically connected to the DC protector 100 , and the output end is connected to the control circuit 140 , and is used to convert the DC power in the DC bus 110 into the voltage required by the control circuit 140 .

[0056] The signal detection module 130 is respectively installed at both ends of the inverter switch 20 and the rear end of the brake motor 10, and is electrically connected to the control circuit 140, for detecting the voltage data at both ends of the inverter switch 20 and the torque data of the brake motor 10, and sending them to the control circuit 140.

[0057] In this embodiment, the signal detection module 130 includes torque detection TQ131, voltage detection VT2132 and voltage detection VT1133. The torque detection TQ131 is a dynamic torque sensor of model JN-DN3, which has a set of normally open contacts inside. When the brake motor 10 is driven normally, when it is positive torque, the normally open contacts are in a disconnected state. The rotor of the brake motor 10 has inertia when the train is running, so that the rotor speed is higher than the synchronous speed and starts to generate electricity. At this time, it is reverse torque, and the normally open contacts of the torque detection TQ131 are closed.

[0058] Both the voltage detection VT2132 and the voltage detection VT1133 models use the JXT21VD-U2 voltage transmitter, and both include two voltage detection terminals and two voltage output terminals. One voltage output terminal of the voltage detection VT2132 is electrically connected to the input positive terminal IN+ of the voltage comparator LM, and the other voltage output terminal is electrically connected to the positive terminal of the switching power supply 120. One voltage detection terminal is connected to a cable at one output terminal of the inverter 30, and the other voltage detection terminal is connected to a cable at another output terminal of the inverter 30. One voltage output terminal of the voltage detection VT1133 is electrically connected to the input negative terminal IN- of the voltage comparator LM, and the other voltage output terminal is electrically connected to the positive terminal of the switching power supply 120. One voltage detection terminal is connected to the power line of one output terminal of the brake motor 10, and the other voltage detection terminal is connected to the power line of the other output terminal of the brake motor 10.

[0059] The control circuit 140 is used to issue control instructions according to the battery voltage data sent by the BMS management module 80 , the voltage data at both ends of the inverter switch 20 , and the torque data of the brake motor 10 .

[0060] In this embodiment, the control circuit 140 includes a detection control circuit and a power control circuit.

[0061] In this embodiment, the detection control circuit includes a voltage comparator LM, a throttle detection switch SB1, a relay KA1, a relay KA2 and a relay KA3, wherein the relay KA1 includes a coil, a first normally open contact, a second normally open contact and a normally closed contact, the relay KA2 includes a coil and a normally closed contact, the relay KA3 includes a coil and a normally open contact, the relay KA1, the relay KA2 and the relay KA3 are all MY2N-JDC24V relays, the voltage comparator LM is LM3399N, and the input of the voltage comparator LM is The negative terminal IN- is electrically connected to one end of the voltage detection module VT1, the positive input terminal IN+ is electrically connected to one end of the voltage detection module VT2, the positive power terminal VCC is electrically connected to the positive end of the switching power supply 120, the negative power terminal GND is electrically connected to the negative end of the switching power supply 120, and the output terminal OUT is electrically connected to one end of the relay KA3 coil, and is used to compare the voltages collected by the voltage detection module VT1 and the voltage detection module VT2. When the voltage detected by the voltage detection module VT2 is greater than the voltage collected by the voltage detection module VT1, a high level voltage is output to the relay KA3 coil.

[0062] The throttle detection switch SB is a detection switch of model YBLX-K3 / 20S / T. The throttle detection switch SB includes two contacts, a normally open contact and a normally closed contact. One end of the normally closed contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply 120. The normally closed contact of the throttle detection switch SB1 is connected in series with the torque detection switch TQ, the normally closed contact of the relay KA2 and the coil of the relay KA1.

[0063] In this embodiment, the normally open contact and the normally closed contact of the throttle detection switch SB1 are linked contacts, and when one contact is actuated, the other contact is actuated together.

[0064] One end of the relay KA1 coil is electrically connected to the negative end of the switching power supply 120, the first normally open contact of the relay KA1 is connected in parallel with the normally closed contact of the throttle detection switch SB1, the normally open contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply 120, the normally open contact of the throttle detection switch SB1 is connected in series with the normally open contact of the relay KA3 and the relay KA2 coil, and one end of the relay KA2 coil is electrically connected to the negative end of the switching power supply 120.

[0065] In this embodiment, the power control circuit includes a contactor KM1 coil, a contactor KM2 coil and a contactor KM3 coil, one end of the normally closed contact of the relay KA1 is electrically connected to the positive end of the switching power supply 120, and the other end is electrically connected to one end of the contactor KM1 coil, and the other end of the contactor KM1 coil is electrically connected to the negative end of the switching power supply 120, one end of the second normally open contact of the relay KA1 is electrically connected to the positive end of the switching power supply 120, and the other end is electrically connected to one end of the contactor KM2 coil, and the other end of the contactor KM2 coil is electrically connected to the negative end of the switching power supply 120, the high-voltage output contact HV is connected in series with the low-voltage output contact LV and the contactor KM3 coil, the normally closed contact of the contactor KM3 is connected in parallel with the high-voltage output contact HV, one end of the high-voltage output contact HV is electrically connected to the positive end of the switching power supply 120, and one end of the contactor KM3 coil is electrically connected to the negative end of the switching power supply 120.

[0066] The throttle detection switch SB1 is installed under the accelerator pedal. When the driver needs the brake motor 10 to provide power, he will step on the accelerator pedal, which will drive the throttle detection switch SB1 to operate, so that its normally open contact is closed and its normally closed contact is disconnected. Therefore, when the driver does not step on the accelerator pedal or the torque detection TQ131 does not detect the reverse torque, the coil circuit of the relay KA1 is not conductive, and the state of all contacts of the relay KA1 remains unchanged. Therefore, the coil circuit of the contactor KM1 is connected, that is, the main contact of the inverter switch 20 is energized, and the inverter is turned on. The circuit loop between the rectifier 30 and the brake motor 10 is connected, thereby providing power to the brake motor 10. The coil circuit loop of the contactor KM2 is not conducting, that is, the main contact of the rectifier switch 40 is not energized, so that the circuit loop between the brake motor 10 and the rectifier 50 is disconnected, avoiding the waste of power entering the rectifier 50. When the driver does not step on the accelerator pedal and the torque detection TQ131 detects the reverse torque, the coil circuit of the relay KA1 is connected, the normally closed contact of the relay KA1 is disconnected, and the normally open contact is energized, so the contactor The circuit loop of the KM1 coil is disconnected, and the main contacts of the inverter switch 20 are disconnected, thereby disconnecting the circuit loop between the inverter 30 and the brake motor 10. The circuit loop of the contactor KM2 coil is turned on, and the main contacts of the rectifier switch 40 are energized, so that the circuit loop between the brake motor 10 and the rectifier 50 is connected, so that the electricity generated by the brake motor 10 enters the rectifier 50 and is converted into direct current. When the voltage detection VT2132 and the voltage detection VT1133 detect that the voltage at the input end of the inverter switch 20 is greater than the voltage at the output end of the brake motor 10, it means that the driver steps on the accelerator pedal at this time, and the brake motor 10 is required to provide power at this time. Therefore, the voltage comparator LM outputs a high-level voltage signal, so that the circuit loop of the coil of the relay KA3 is connected, and the normally open contact of the relay KA3 is energized, thereby controlling the circuit loop of the coil of the relay KA2 to be turned on, so that the normally closed contact of the relay KA2 is disconnected, thereby disconnecting the coil voltage of the relay KA1, so that the rectifier switch 40 is disconnected and the inverter switch 20 is energized, and enters the driving state.

[0067] The use principle of the utility model: when in use, the operating state of the brake motor is detected through voltage detection and torque detection, and the brake power generation of the brake motor is accurately predicted. When the brake motor starts to generate electricity, the control circuit controls the inverter switch to be disconnected and the rectifier switch to be closed, so that the electricity flows to the rectifier and is stored in the battery through the filter. When the battery is fully charged, the BMS management module sends the battery power state to the control circuit, and the battery effectively reduces the impact of the frequent power generation of the brake motor on the power grid, and then controls the power recovery switch to be closed, so that the battery power enters the DC bus for recycling. When the brake motor is operating normally, the control circuit controls the inverter switch to be closed, the rectifier switch to be disconnected, and the DC power drives the brake motor through the inverter.

[0068] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A predictive control start-stop circuit for regenerative braking of urban rail transit trains, characterized in that: include: A brake motor (10), the brake motor (10) being electrically connected to an inverter switch (20) and a rectifier switch (40), and being used to convert electrical energy into kinetic energy of the train to provide power to the train when the train is moving forward, and to utilize the inertia of the train to rotate during the braking process of the train to convert the kinetic energy of the train into electrical energy; An inverter switch (20), the inverter switch (20) being electrically connected to the inverter (30) and used for switching on and off the electrical connection between the inverter (30) and the brake motor (10); An inverter (30), the inverter (30) being electrically connected to the DC protector (100) and used for inverting DC power into AC power to drive the brake motor (10); A rectifier switch (40), the rectifier switch (40) being electrically connected to the rectifier (50) and used for switching on and off the electrical connection between the rectifier (50) and the brake motor (10); A rectifier (50), the rectifier (50) being electrically connected to the filter (60) and used for rectifying the alternating current generated by the brake motor (10) into direct current; A filter (60), the filter (60) being electrically connected to the battery (70) and used to eliminate clutter from the rectified direct current; A storage battery (70), the storage battery (70) being electrically connected to the BMS management module (80) and the power recovery switch (90), and being used to temporarily store the direct current rectified by the rectifier (50), and to send the electric energy to the direct current bus (110) after the electric energy storage is full; A BMS management module (80), the BMS management module (80) being electrically connected to the control circuit (140) and used to detect real-time battery voltage data of the storage battery (70) and send the data to the control circuit (140); An electric power recovery switch (90), the electric power recovery switch (90) being electrically connected to the DC protector (100) and used to connect the circuit loop between the storage battery (70) and the DC bus (110) and to send the electric energy stored in the storage battery (70) to the DC bus (110); A DC protector (100), the DC protector (100) being electrically connected to the DC bus (110) and used to disconnect the DC bus (110) when the circuit is overloaded, thereby protecting the circuit safety; A direct current bus (110), the direct current bus (110) being used to provide a direct current power supply; A switching power supply (120), the switching power supply (120) being electrically connected to the DC protector (100) and used for converting the DC power in the DC bus (110) into a voltage required by the control circuit (140); A signal detection module (130), the signal detection module (130) being respectively installed at both ends of the inverter switch (20) and at the rear end of the brake motor (10), and being electrically connected to the control circuit (140), and being used to detect voltage data at both ends of the inverter switch (20) and torque data of the brake motor (10), and to send the data to the control circuit (140); A control circuit (140) is used to issue a control instruction according to battery voltage data sent by a BMS management module (80), voltage data at both ends of an inverter switch (20), and torque data of a brake motor (10).

2. The urban rail transit train regenerative braking prediction control start-stop circuit according to claim 1, characterized in that; The inverter switch (20), the rectifier switch (40) and the power recovery switch (90) are contactors KM1, KM2 and KM3 respectively. The contactors KM1 and KM2 both include a coil part and a main contact part. The contactor KM3 includes a coil part, a main contact part and a normally closed contact.

3. The urban rail transit train regenerative braking prediction control start-stop circuit according to claim 1, characterized in that: The BMS management module (80) has a high-voltage output contact HV and a low-voltage output contact LV of the battery (70), which are used to respectively detect when the voltage of the battery (70) is at a high voltage and a low voltage and send a voltage signal to the control circuit (140).

4. The urban rail transit train regenerative braking predictive control start-stop circuit according to claim 3, characterized in that: The control circuit (140) comprises a detection control circuit and a power control circuit.

5. The urban rail transit train regenerative braking prediction control start-stop circuit according to claim 4, characterized in that: The detection control circuit comprises a voltage comparator LM, a throttle detection switch SB1, a relay KA1, a relay KA2 and a relay KA3, wherein the relay KA1 comprises a coil, a first normally open contact, a second normally open contact and a normally closed contact, the relay KA2 comprises a coil and a normally closed contact, and the relay KA3 comprises a coil and a normally open contact, the negative input terminal IN- of the voltage comparator LM is electrically connected to one end of the voltage detection module VT1, the positive input terminal IN+ is electrically connected to one end of the voltage detection module VT2, the positive power terminal VCC is electrically connected to the positive end of the switching power supply (120), the negative power terminal GND is electrically connected to the negative end of the switching power supply (120), and the output terminal OUT is electrically connected to one end of the coil of the relay KA3, and is used to compare the voltages of the voltage detection module VT1 and the voltage detection module VT2, and output a high level voltage to Relay KA3 coil, the throttle detection switch SB1 includes a normally open contact and a normally closed contact, one end of the normally closed contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply (120), the normally closed contact of the throttle detection switch SB1 is connected in series with the torque detection switch TQ, the normally closed contact of the relay KA2 and the relay KA1 coil, one end of the relay KA1 coil is electrically connected to the negative end of the switching power supply (120), the first normally open contact of the relay KA1 is connected in parallel with the normally closed contact of the throttle detection switch SB1, the normally open contact of the throttle detection switch SB1 is electrically connected to the positive end of the switching power supply (120), the normally open contact of the throttle detection switch SB1 is connected in series with the normally open contact of the relay KA3 and the relay KA2 coil, and one end of the relay KA2 coil is electrically connected to the negative end of the switching power supply (120).

6. The urban rail transit train regenerative braking predictive control start-stop circuit according to claim 5, characterized in that: The power control circuit comprises a contactor KM1 coil, a contactor KM2 coil and a contactor KM3 coil; one end of the normally closed contact of the relay KA1 is electrically connected to the positive end of the switching power supply (120), and the other end is electrically connected to one end of the contactor KM1 coil; the other end of the contactor KM1 coil is electrically connected to the negative end of the switching power supply (120); one end of the second normally open contact of the relay KA1 is electrically connected to the positive end of the switching power supply (120), and the other end is electrically connected to the contactor One end of the KM2 coil is electrically connected, the other end of the contactor KM2 coil is electrically connected to the negative end of the switching power supply (120), the high-voltage output contact HV is connected in series with the low-voltage output contact LV and the contactor KM3 coil, the normally closed contact of the contactor KM3 is connected in parallel with the high-voltage output contact HV, one end of the high-voltage output contact HV is electrically connected to the positive end of the switching power supply (120), and one end of the contactor KM3 coil is electrically connected to the negative end of the switching power supply (120).

7. The urban rail transit train regenerative braking predictive control start-stop circuit according to claim 1, characterized in that: The signal detection module (130) comprises a torque detection TQ (131), a voltage detection VT2 (132) and a voltage detection VT1 (133); one end of the voltage detection VT2 (132) is electrically connected to the positive input terminal IN+ of the voltage comparator LM, and the other end is electrically connected to the positive end of the switching power supply (120); one end of the voltage detection VT1 (133) is electrically connected to the negative input terminal IN- of the voltage comparator LM, and the other end is electrically connected to the positive end of the switching power supply (120).

8. The urban rail transit train regenerative braking predictive control start-stop circuit according to claim 5, characterized in that: The normally open contact and the normally closed contact of the throttle detection switch SB1 are linked contacts. When one contact is actuated, the other contact also actuates.

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