Charge and discharge control system for storage battery of maglev train

Abstract

The utility model discloses a maglev train storage battery charging and discharging control system, and relates to the field of maglev train storage battery control. According to the utility model, the storage battery power supply emergency load is subdivided into the critical load and the non-critical load, and after the storage battery has low capacity or low voltage, the non-critical load and the critical load can be cut off in sequence according to program judgment, thereby ensuring that the storage battery only has lowest consumption under the condition of lower capacity, prolonging the service time, indirectly protecting the battery, and improving the safety of the storage battery. The service life is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of maglev train battery control, specifically to a maglev train battery charging and discharging control system. Background Technology

[0002] The statements in this section are provided only as background information in connection with this disclosure and may not constitute prior art.

[0003] Maglev trains, as a novel mode of transportation, boast advantages such as high speed, low noise, and low energy consumption, and are gradually becoming an important direction for future transportation development. In maglev train systems, batteries, as key components, play a crucial role in providing a stable power supply to the control system. Compared to traditional wheel-rail transportation, maglev trains incorporate a levitation system during operation, leading to an increased load on the batteries. However, to control the weight and volume of the train, the battery capacity has not been significantly increased. Therefore, researching methods for controlling the charging and discharging of batteries to improve their reliability and availability has become an urgent problem to be solved in the field of maglev trains.

[0004] Currently, battery charging and discharging control methods have achieved certain results in the fields of new energy vehicles and traditional rail transit, with technologies mainly including precise charging / discharging curve control and low-power protection measures. However, in practical applications, these technologies still have certain shortcomings, especially in the operation and maintenance of maglev vehicles, where preventing low-power discharge and improving battery availability have become urgent problems to be solved. Utility Model Content

[0005] The purpose of this invention is to provide a charging and discharging control system for maglev train batteries, which addresses the problems existing in the prior art.

[0006] The technical solution of this utility model is as follows:

[0007] A charging and discharging control system for a maglev train battery includes: a battery, a battery management system, and an onboard PLC; the battery management system is connected to the battery and is used to monitor the battery voltage; the onboard PLC is connected to the positive terminal of the battery control voltage via a low-voltage detection relay and an undervoltage detection relay, and is also connected to a non-critical load relay and a critical load relay; the battery is connected to critical loads and non-critical loads in the maglev train via critical load relays and non-critical load relays respectively; the low-voltage detection relay switches states according to the monitoring results of the battery management system; the undervoltage detection relay monitors the battery voltage and switches states according to the relationship between the monitoring results and the set limit of the undervoltage detection relay; the onboard PLC can collect the switching signals of the low-voltage detection relay and the undervoltage detection relay, and use them to control the opening and closing of the non-critical load relay and the critical load relay.

[0008] Furthermore, the low voltage detection relay is normally open. When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low voltage detection relay, causing the low voltage detection relay to switch from the normally open state to the closed state.

[0009] Furthermore, after the low voltage detection relay closes, it sends relay signal 1 to the vehicle-mounted PLC; based on relay signal 1, the vehicle-mounted PLC sets the non-critical load relay to 0, thereby cutting off the non-critical load.

[0010] Furthermore, when the battery continues to discharge to the set limit of the undervoltage detection relay, the undervoltage detection relay switches from the normally open state to the closed state.

[0011] Furthermore, after the undervoltage detection relay closes, it sends relay signal 2 to the vehicle-mounted PLC; based on relay signal 2, the vehicle-mounted PLC sets the critical load relay to 0, thereby disconnecting the critical load.

[0012] Furthermore, when the vehicle-mounted PLC receives the command from the wake-up device to reactivate the critical load, the vehicle-mounted PLC controls the critical load relay to close, and at the same time, the vehicle-mounted PLC internally activates a timer; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time expires and the high voltage has not been turned on, the critical load relay will be controlled to disconnect again.

[0013] Furthermore, if the high voltage fails to be connected within the set time, but all other conditions are met, the setting limit of the undervoltage detection relay can be temporarily lowered to wake up the vehicle again.

[0014] This application also proposes a method for controlling the charging and discharging of a maglev train battery, based on the aforementioned maglev train battery charging and discharging control system, comprising:

[0015] Step S1: When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low voltage detection relay, causing the low voltage detection relay to switch from the normally open state to the closed state. After the vehicle PLC collects the relay signal 1, it sets the non-critical load relay to 0, thereby cutting off the non-critical load.

[0016] Step S2: When the battery continues to discharge to the set limit of the undervoltage detection relay, the undervoltage detection relay switches from the normally open state to the closed state. After the vehicle PLC collects the relay signal 2, it sets the critical load relay to 0, thereby disconnecting the critical load.

[0017] Step S3: When the vehicle PLC receives the command from the wake-up device to put the critical load back into operation, the vehicle PLC controls the critical load relay to close, and at the same time, the vehicle PLC internally starts a timer; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time expires and the high voltage has not been turned on, the critical load relay will be controlled to open again.

[0018] Step S4: If the high voltage fails to be connected within the set time, but other conditions are met, temporarily lower the setting limit of the undervoltage detection relay and wake up the vehicle again.

[0019] Compared with existing technologies, the beneficial effects of this utility model are:

[0020] 1. This utility model subdivides emergency loads powered by the battery into critical loads and non-critical loads. When the battery capacity or voltage is low, non-critical loads and critical loads can be cut off in sequence according to the program. This ensures that the battery will only have minimal consumption at a low capacity, which can extend the service life and indirectly protect the battery and improve its service life.

[0021] 2. The undervoltage detection relay proposed in this utility model can manually set the voltage limit to effectively prevent the battery from running out of power; it can also manually adjust the limit. Under normal circumstances, a higher voltage limit can be adjusted to effectively ensure that the battery does not run out of power. In addition, the manual adjustment device is also an emergency operation method. Attached Figure Description

[0022] Figure 1 Control circuit for non-critical load cut-off;

[0023] Figure 2 The control circuit is cut off for critical loads. Detailed Implementation

[0024] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0025] The features and performance of this utility model will be further described in detail below with reference to the embodiments.

[0026] Example 1

[0027] Traditional rail vehicles' battery supply loads are divided into permanent loads and emergency loads. This embodiment further subdivides the emergency loads into critical loads and non-critical loads. It should be noted that those skilled in the art can distinguish between critical and non-critical loads according to actual needs. For example, a critical load is a load that can start the on-board charger normally under high-voltage conditions, thereby charging the battery, while a non-critical load is the opposite.

[0028] Please see Figure 1 and Figure 2 A charging and discharging control system for a maglev train battery, specifically including: a battery, a battery management system, and an on-board PLC;

[0029] The battery management system is connected to the battery and is used to monitor the battery voltage;

[0030] The vehicle-mounted PLC is connected to the positive terminal of the battery control voltage through low voltage detection relay KA1 and undervoltage detection relay KA3 on one hand, and is also connected to non-critical load relay KA2 and critical load relay KA4 on the other hand.

[0031] The battery is connected to the critical load and non-critical load in the maglev train through critical load relay KA4 and non-critical load relay KA2, respectively.

[0032] The low voltage detection relay KA1 switches states according to the monitoring results of the battery management system;

[0033] The undervoltage detection relay KA3 monitors the battery voltage and switches its state according to the relationship between the monitoring result and the set limit of the undervoltage detection relay KA3.

[0034] The vehicle-mounted PLC can acquire the switching signals of the low voltage detection relay KA1 and the undervoltage detection relay KA3, and use them to control the opening and closing of the non-critical load relay KA2 and the critical load relay KA4.

[0035] In this embodiment, specifically, the low voltage detection relay KA1 is in a normally open state. When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low voltage detection relay KA1, causing the low voltage detection relay KA1 to switch from the normally open state to the closed state.

[0036] After the low voltage detection relay KA1 is closed, it sends relay signal 1 to the vehicle PLC. Based on relay signal 1, the vehicle PLC sets the non-critical load relay KA2 to 0, thereby cutting off non-critical loads and retaining only critical loads and permanent loads. Since critical loads consume less power, the battery life can be extended.

[0037] In this embodiment, specifically, when the battery continues to discharge to the set limit of the undervoltage detection relay KA3, the undervoltage detection relay KA3 switches from the normally open state to the closed state.

[0038] After the undervoltage detection relay KA3 closes, it sends a relay signal 2 to the vehicle PLC. Based on the relay signal 2, the vehicle PLC sets the critical load relay KA4 to 0, thereby cutting off the critical load and retaining only the permanent load. This is the power loss protection measure to prevent the battery from becoming uncharged.

[0039] In this embodiment, specifically, the maglev train battery charging and discharging control system also has a power outage delay function. During the vehicle wake-up process, the undervoltage limit and the power outage delay work simultaneously to ensure that the charging equipment can be put into normal use under high voltage conditions. In addition, a new design concept is proposed: after a normal wake-up fails, the undervoltage limit can be manually adjusted to promote a successful wake-up again; as detailed below:

[0040] When the vehicle-mounted PLC receives the command from the wake-up device to put the critical load back into operation, the vehicle-mounted PLC controls the critical load relay KA4 to close, and at the same time, the vehicle-mounted PLC internally starts a timer; if the high voltage is turned on within the set time, the non-critical load will also be put into use; if the time expires and the high voltage has not been turned on, the critical load relay KA4 will be turned off again.

[0041] If the high voltage fails to be connected within the set time, but all other conditions are met, the setting limit of the undervoltage detection relay KA3 can be temporarily lowered to wake up the vehicle again.

[0042] This embodiment also proposes a method for controlling the charging and discharging of a maglev train battery. Based on the above-mentioned maglev train battery charging and discharging control system, it includes:

[0043] Step S1: When the battery management system detects that the battery voltage is lower than the set limit, it sends a high-level signal to the low voltage detection relay KA1, causing the low voltage detection relay KA1 to switch from the normally open state to the closed state. After the vehicle PLC collects the relay signal 1, it sets the non-critical load relay KA2 to 0, thereby cutting off the non-critical load and keeping only the permanent load and critical load.

[0044] Step S2: When the battery continues to discharge to the set limit of the undervoltage detection relay KA3, the undervoltage detection relay KA3 switches from the normally open state to the closed state. After the vehicle PLC collects the relay signal 2, it sets the critical load relay KA4 to 0, thereby cutting off the critical load and keeping only the permanent load.

[0045] Step S3: When the vehicle PLC receives the command from the wake-up device to put the critical load back into operation, the vehicle PLC controls the critical load relay KA4 to close, and at the same time, the vehicle PLC starts the internal timer. If the high voltage is turned on within the set time, the non-critical load will also be put into use. If the time expires and the high voltage has not been turned on, the critical load relay KA4 will be turned off again.

[0046] Step S4: If the high voltage fails to be connected within the set time, but other conditions are met, temporarily lower the setting limit of the undervoltage detection relay KA3 and wake up the vehicle again.

[0047] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

[0048] The background section is provided to generally present the context of this utility model. The work of the currently named inventors, the work to the extent described in this background section, and aspects described in this section that did not constitute prior art at the time of filing are neither expressly nor impliedly acknowledged as prior art to this utility model.

Claims

1. A magnetic levitation train battery charge-discharge control system characterized by comprising: The application relates to a battery, a battery management system and a vehicle-mounted PLC; the battery management system is connected with the battery and is used for monitoring the voltage of the battery; the vehicle-mounted PLC is connected with the positive pole of the battery control voltage through a low-voltage detection relay and an under-voltage detection relay; the vehicle-mounted PLC is also connected with a non-key load relay and a key load relay; the battery is connected with a key load and a non-key load in a maglev train through the key load relay and the non-key load relay; the low-voltage detection relay is switched according to the monitoring result of the battery management system; the under-voltage detection relay monitors the voltage of the battery and is switched according to the size relation between the monitoring result and the set limit value of the under-voltage detection relay; the vehicle-mounted PLC can collect the switching signals of the low-voltage detection relay and the under-voltage detection relay and controls the opening and closing of the non-key load relay and the key load relay according to the switching signals. The low-voltage detection relay is in an open state, the battery management system sends a high-level signal to the low-voltage detection relay when the voltage of the battery is lower than the set limit value, and the low-voltage detection relay is switched from the open state to the closed state.

2. The battery charge and discharge control system of a maglev train according to claim 1, characterized in that, The low-voltage detection relay sends a relay signal 1 to the vehicle-mounted PLC after being closed; the vehicle-mounted PLC sets the non-key load relay to 0 based on the relay signal 1 and then cuts off the non-key load.

3. The battery charge and discharge control system of a maglev train according to claim 2, characterized in that, The under-voltage detection relay is switched from the open state to the closed state when the battery continuously discharges to reach the set limit value of the under-voltage detection relay.

4. The battery charge and discharge control system of a maglev train according to claim 3, wherein The under-voltage detection relay sends a relay signal 2 to the vehicle-mounted PLC after being closed; the vehicle-mounted PLC sets the key load relay to 0 based on the relay signal 2 and then cuts off the key load.

5. The battery charge and discharge control system of a maglev train according to claim 4, wherein When the vehicle-mounted PLC receives the key load instruction of the wake-up device again, the vehicle-mounted PLC controls the key load relay to be closed, and a time timer in the vehicle-mounted PLC is started; if the high voltage is connected within the set time, the non-key load is also put into use; if the time ends and the high voltage is not connected, the key load relay is controlled to be disconnected again.

6. The battery charge and discharge control system of a maglev train according to claim 5, wherein When the high voltage cannot be connected within the set time and other conditions are met, the set limit value of the under-voltage detection relay is temporarily lowered, and the vehicle is woken up again.

7. The battery charge and discharge control system of a maglev train according to claim 6, wherein ​

Images