CN108674214B - Low-floor tramcar vehicle-mounted power management system - Google Patents
Low-floor tramcar vehicle-mounted power management system Download PDFInfo
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- CN108674214B CN108674214B CN201810314996.1A CN201810314996A CN108674214B CN 108674214 B CN108674214 B CN 108674214B CN 201810314996 A CN201810314996 A CN 201810314996A CN 108674214 B CN108674214 B CN 108674214B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The utility model provides a low-floor tram vehicle-mounted power management system which characterized in that includes: the control unit is used for realizing the functions of measuring the voltage and temperature parameters of the capacitor module and the monomer and balancing the voltage; the power supply controller CMS is used for acquiring data information uploaded by each power supply control unit and detecting system state data in real time, receiving a control instruction issued by the VCU of the vehicle control unit, performing control decision according to a corresponding control strategy, outputting and adjusting a node control instruction in real time, and realizing supervision, control and management of all parts in the system; the CMS and each control unit realize information acquisition, information transmission and control and protection of each control unit through the CAN bus; the power supply controller CMS and the control unit are interconnected to form system internal communication and are connected with the vehicle control unit VCU, and the real-time information and the fault of the power supply system are communicated with the vehicle control unit VCU.
Description
Technical Field
The invention relates to a low-floor tramcar, in particular to a vehicle-mounted power management system of the low-floor tramcar.
Background
In the rail transit industry, the storage battery management system can not monitor the working environment in the storage battery box in real time, can not reasonably control the working state of the storage battery, and is difficult to ensure the service life and the safety of the storage battery system.
Disclosure of Invention
The invention aims to provide a vehicle-mounted power management system of a low-floor tramcar, and solves the technical problems in the prior art.
In order to solve the technical problems, the technical scheme of the invention is as follows: a low-floor tram on-board power management system, comprising:
the control unit is used for realizing the functions of measuring the voltage and temperature parameters of the capacitor module and the monomer and balancing the voltage;
the power supply controller CMS is used for acquiring data information uploaded by each power supply control unit and detecting system state data in real time, receiving a control instruction issued by the VCU of the vehicle control unit, performing control decision according to a corresponding control strategy, outputting and adjusting a node control instruction in real time, and realizing supervision, control and management of all parts in the system;
the CMS and each control unit realize information acquisition, information transmission and control and protection of each control unit through the CAN bus; the power supply controller CMS and the control unit are interconnected to form system internal communication and are connected with the vehicle control unit VCU, and the real-time information and the fault of the power supply system are communicated with the vehicle control unit VCU.
As an improvement, a communication protocol of a CMS (control center) and a VCU (vehicle control unit) adopts a CANopen protocol, and the baud rate is set to be 250 k.
As an improvement, the input interface of the power controller CMS includes a total voltage signal analog input port, a charge-discharge current signal analog input port, a fan state digital input port, a contactor state signal digital input port, a 24V power input port, and a CAN signal input port; the output interface of the power controller CMS comprises a CAN signal outlet.
As an improvement, the input interface of the control unit comprises a single-body terminal voltage simulation input port, a module terminal voltage simulation input port, a 12-section single-body voltage simulation input port, a module temperature simulation input port, a 24V power supply input port and a CAN signal input port, and the output interface of the control unit comprises a CAN signal output port.
As an improvement, the control strategy of the power controller CMS is:
(1) and (3) information processing: the power supply controller CMS receives the module information uploaded by the control unit, processes and analyzes the module information as a basis for fault judgment, calculates the average temperature of the module, detects the total voltage of the system, the state of the contactor and the state of the cooling fan, and transmits system operation data to the VCU;
(2) and (3) system operation data processing: the power controller CMS uploads the collected related information including system voltage, average temperature, SOC value and contactor and cooling fan state information to the vehicle control unit VCU;
(3) and (3) system alarm processing: the CMS analyzes the control unit and the detected data and judges whether the system has a fault;
(4) module alarm processing: the CMS analyzes the control unit and the detected data and judges whether the modules in the system have faults or not;
(5) and (4) single alarm processing: the CMS analyzes the control unit and the detected data and judges whether the monomer in the system has a fault;
(6) and (3) node control: conducting contact node control of the positive contactor and the negative contactor, defaulting the conducting contacts of the positive contactor and the negative contactor to be in a disconnected state when the conducting contacts of the positive contactor and the negative contactor are not electrified, and dividing the node control according to the fault grade of the system; the cooling fan node control, power supply controller CMS have 4 way fan control nodes, according to the module temperature control node's that the control unit gathered high pass or turn-off.
As an improvement, the control strategy of the power supply control unit is as follows:
(1) the control unit processes information: the control unit collects the voltage and the temperature of the monomer in the module and uploads the signals collected in real time to the power supply controller CMS;
(2) the control unit collects, calculates and compares the voltages of the monomers; and equalizing the voltage of each capacitor monomer.
Compared with the prior art, the invention has the following beneficial effects:
the low-floor vehicle-mounted power management system realizes comprehensive processing on operation monitoring, state monitoring and fault diagnosis of a power system through network, hard line and logic control, and adopts a CAN bus technology to interconnect control units distributed in the power system to form a local area network so as to realize the purposes of resource sharing, cooperative work, decentralized detection and centralized operation; the CMS and each control unit of the power management system realize information acquisition, information transmission and control and protection of each control unit through the CAN bus, realize the functions of system logic control, fault diagnosis and protection and realize the safe operation of the system.
Drawings
Fig. 1 is a system CAN network topology diagram.
Fig. 2 is a block diagram of input and output of a power supply controller.
Fig. 3 is a block diagram of input and output of the control unit.
Fig. 4 is a main flow chart of the control unit.
Fig. 5 is a control unit data processing flow chart.
Fig. 6 is a control unit equalization flow chart.
FIG. 7 is a flow chart of equalization for modules 1-4.
FIG. 8 is a flow chart of equalization for modules 5-6.
FIG. 9 is a flowchart of equalization for modules 7-8.
Fig. 10 is a main flow chart of the power supply controller.
Fig. 11 is a system operation data processing flow.
FIG. 12 is a system alarm processing flow diagram.
FIG. 13 is a flow chart of module alarm processing.
FIG. 14 is a flow chart of single alarm handling.
FIG. 15 is a flow chart of contactor node control.
Fig. 16 is a cooling fan node control flow chart.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The invention discloses a vehicle-mounted power management system of a low-floor tramcar, which describes the control specification of a 70% vehicle-mounted power control system of the low-floor tramcar and comprises the aspects of voltage and temperature state parameter monitoring, system logic control, state of charge (SOC) monitoring, output node control, fault diagnosis, recording, protection and the like.
The low-floor vehicle-mounted power management system realizes comprehensive processing on operation monitoring, state monitoring and fault diagnosis of the power system through network, hard line and logic control. The CAN bus technology is used for interconnecting control units distributed in a power supply system to form a local area network so as to achieve the purposes of resource sharing, cooperative work, decentralized detection and centralized operation
As shown in fig. 1, the system adopts an advanced networking control technology, and the CMS and each control unit of the power management system realize information acquisition, information transmission, and control and protection of each control unit through a CAN bus, thereby realizing the functions of system logic control, fault diagnosis and protection, and achieving safe operation of the system. The power controller CMS and the power control unit are interconnected to form system internal communication and are connected with the vehicle control unit VCU, and the real-time information and the fault of the power system are communicated with the VCU.
Since a field bus usually contains only one network segment, the CAN bus only defines the physical layer and the data link layer. The CAN bus requires a standardized application layer protocol to define the identifier of the CAN message, the use of 8 bytes of data. The CANopen is a widely used CAN bus application layer protocol, the communication protocol of the CMS and VCU adopts the CANopen protocol, and the baud rate is set to 250 k.
As shown in fig. 2, a power controller CMS is installed in each power system cabinet and controls 27 control units. The input interface of the power supply controller CMS comprises a total voltage signal simulation input port, a charge-discharge current signal simulation input port, a fan state digital input port, a contactor state signal digital input port, a 24V power supply input port and a CAN signal input port; the output interface of the power controller CMS comprises a CAN signal outlet.
As shown in fig. 3, the input interface of the control unit includes a single terminal voltage simulation input port, a module terminal voltage simulation input port, a 12-node single voltage simulation input port, a module temperature simulation input port, a 24V power input port, and a CAN signal input port, and the output interface of the control unit includes a CAN signal output port.
The power controller CMS is used as a control center of the power management system to collect data information uploaded by each control unit and detect system state data in real time, receive control instructions issued by the VCU of the whole vehicle controller, perform control decision according to corresponding control strategies, output and adjust node control instructions in real time, and realize supervision, control and management functions of all parts in the system.
The power controller CMS manages 27 control units, and receives data uploaded by the control units and control commands issued by the VCU. And controlling the positive contactor, the negative contactor and the cooling fan of the power supply system according to the issued command and the data analysis result. The power controller can directly collect the total system voltage, current, contactor state and cooling fan state of the current system. As shown in fig. 10, the control strategy of the power controller CMS is:
(1) initializing a system: when the power switch is closed, the power controller CMS and the control unit are powered on, and the system initialization is started automatically;
(2) self-checking: when the power controller is powered on and initialized, self-checking is carried out, and the self-checking content comprises the following steps:
1) self-checking the fault;
2) self-checking the faults of the positive contactor and the negative contactor: when starting up, the contactor state is defaulted to be disconnected, if the detection state is closed (namely the contactor state is set to be 1), the contactor fault signal is set to be 1;
3) detecting the fault of the fan: receiving a fan control instruction (a fan 1-4 control signal is set to be '1') issued by a VCU, and checking whether a fan state signal is set to be '1'; if the fan fault signal is not set to be 1, the corresponding fan fault signal is set to be 1, and a fan control instruction (the fan 1-4 control signal is set to be 0) issued by the VCU is received after 5 s;
(3) and (3) information processing: the CMS receives the module information uploaded by the control unit, processes and analyzes the module information as a basis for fault judgment, calculates the average temperature of the module, detects the total voltage of the system, the state of the contactor and the state of the cooling fan, and transmits system operation data to the whole vehicle controller;
(4) as shown in fig. 11, the system runs data processing: the power controller CMS uploads the collected relevant information including system voltage, average temperature, SOC value, states of the contactor and the cooling fan and the like to the vehicle control unit VCU;
(5) as shown in fig. 12, system alarm processing: the CMS analyzes the control unit and the detected data and judges whether the system has a fault; after the system is initialized: judging whether the total voltage is overvoltage, if so, giving an alarm, and disconnecting the contactor after 30 seconds; judging whether the total voltage is under-voltage, if so, giving an alarm and switching off the contactor after 30S; thirdly, judging the over-voltage early warning of the total voltage, and if so, giving an alarm; judging the warning of the total voltage undervoltage, and if so, giving an alarm; judging the difference between the total voltage and the calculated voltage is too large, and if so, giving an alarm; sixthly, judging the voltage fault of the single body, if so, giving an alarm and immediately switching off the contactor; seventhly, judging the overtemperature fault of the module, if so, giving an alarm and immediately disconnecting the contactor; judging an SOC alarm, if the SOC is high, switching off the contactor after 30S, if the SOC is high, performing early warning, then prohibiting electric braking, if the SOC is low, switching off the contactor after 30S, and if the SOC is low, reporting data; ninthly, judging the fault of the fan; the positive contactor or the negative contactor has a fault, and the contactor is immediately disconnected;
(6) as shown in fig. 13, the module alarm processing: the CMS analyzes the control unit and the detected data and judges whether the modules in the system have faults or not; after the system is initialized, judging that the module is in overvoltage, if so, sending an alarm, uploading a module number, a module voltage, a module temperature, the highest voltage of a monomer in the module and a corresponding monomer number, and then disconnecting the contactor after 30 seconds; judging the undervoltage of the module, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number, and then disconnecting the contactor after 30 seconds; judging module overvoltage early warning, if so, sending an alarm, uploading a module number, a module voltage, a module temperature, a highest voltage of a monomer in the module and a corresponding monomer number; judging the module undervoltage early warning, if so, sending an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number; judging the over-temperature of the module, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number; judging module over-temperature early warning, if yes, sending an alarm, uploading module number, module voltage, module temperature, highest voltage of monomer in the module and corresponding monomer number; seventhly, judging the control unit to be in fault, if so, giving an alarm, and disconnecting the contactor after 30S; eighthly, judging the module has poor consistency, if so, giving an alarm,
(7) as shown in fig. 14, the single body alarm processing: the CMS analyzes the control unit and the detected data and judges whether the monomer in the system has a fault; after the system is initialized, judging the monomer overvoltage, if so, sending an alarm, uploading the number of the module, the voltage of the module, the temperature of the module, the voltage of the monomer and the number of the monomer, and disconnecting the contactor after 30 seconds; judging the monomer under-voltage, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number, and disconnecting the contactor after 30S; judging the monomer overvoltage early warning, if so, sending an alarm, and uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number; judging the monomer under-voltage early warning, if so, sending an alarm, and uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number; judging the module consistency is poor, if yes, giving an alarm.
(8) And (3) node control:
1) as shown in fig. 15, the conducting contact nodes of the positive and negative contactors are controlled, the conducting contacts of the positive and negative contactors are defaulted to be in a disconnected state when not powered on, and the node control is divided according to the fault level of the system;
2) as shown in fig. 16, the heat dissipation fan node controls, the power controller CMS has 4 fan control nodes, and controls high-pass or off of the nodes according to the module temperature collected by the control unit.
The control unit is used as a basic power supply of the power management system and is responsible for measuring parameters such as voltage, temperature and the like of the capacitor module and the single body and balancing the voltage; as shown in fig. 4, the control strategy of the control unit:
(1) initializing a system: when the power switch is closed, the power controller and the power control unit are powered on, and the system initialization is started automatically;
(2) self-checking: when the control unit is electrified and initialized, self-checking is carried out, and the self-checking content comprises the following steps:
1) self-checking the fault;
2) self-checking the faults of the positive contactor and the negative contactor: when starting up, the contactor state is defaulted to be disconnected, if the detection state is closed (namely the contactor state is set to be 1), the contactor fault signal is set to be 1;
3) detecting the fault of the fan: receiving a fan control instruction (a fan 1-4 control signal is set to be '1') issued by a VCU, and checking whether a fan state signal is set to be '1'; if the fan fault signal is not set to be 1, the corresponding fan fault signal is set to be 1, and a fan control instruction (the fan 1-4 control signal is set to be 0) issued by the VCU is received after 5 s;
(3) as shown in fig. 5, the control unit processes: the control unit collects the voltage and the temperature of the monomer in the module and uploads the signals collected in real time to the power supply controller;
(4) as shown in fig. 6, the control unit performs equalization processing: the control unit collects, calculates and compares the voltages of the monomers; balancing the voltage of each capacitor monomer; firstly, judging the temperature of a control board to be more than 65 ℃, if so, closing all the balancing modules, and otherwise, performing a second step; judging to receive a forced equalization instruction, if so, carrying out a forced equalization mode, and if not, carrying out a step III; equalizing the modules 1-4 as shown in FIG. 7, equalizing the modules 5-6 as shown in FIG. 8, and equalizing the modules 7-8 as shown in FIG. 9; judging that the pressure difference between adjacent 2 sections is more than 0.0V, if so, closing the balancing module, otherwise, closing the balancing module; judging that the voltage difference between the 2-section voltage and the adjacent 2-section voltage is more than 0.75V, if so, closing the balancing module, otherwise, carrying out the step (c); sixthly, judging that the voltage difference between 4 sections of voltage and 2 adjacent sections of voltage is more than 1.5V, if so, closing the balancing module, and if not, carrying out step (c); and (c) judging that the total voltage of the module is less than 15V, if so, closing the balancing module, and if not, ending.
Claims (4)
1. The utility model provides a low-floor tram vehicle-mounted power management system which characterized in that includes:
the control unit is used for realizing the functions of measuring the voltage and temperature parameters of the capacitor module and the monomer and balancing the voltage;
the power supply controller CMS is used for acquiring data information uploaded by each power supply control unit and detecting system state data in real time, receiving a control instruction issued by the VCU of the vehicle control unit, performing control decision according to a corresponding control strategy, outputting and adjusting a node control instruction in real time, and realizing supervision, control and management of all parts in the system;
the CMS and each control unit realize information acquisition, information transmission and control and protection of each control unit through the CAN bus; the power supply controller CMS and the control unit are interconnected to form system internal communication and are connected with the vehicle control unit VCU, and the real-time information and the fault of the power supply system are communicated with the vehicle control unit VCU;
control strategy of the power controller CMS:
(1) and (3) information processing: the power supply controller CMS receives the module information uploaded by the control unit, processes and analyzes the module information as a basis for fault judgment, calculates the average temperature of the module, detects the total voltage of the system, the state of the contactor and the state of the cooling fan, and transmits system operation data to the VCU;
(2) and (3) system operation data processing: the power controller CMS uploads the collected related information including system voltage, average temperature, SOC value and contactor and cooling fan state information to the vehicle control unit VCU;
(3) and (3) system alarm processing: the CMS analyzes the control unit and the detected data and judges whether the system has a fault; after the system is initialized: judging whether the total voltage is overvoltage, if so, giving an alarm, and disconnecting the contactor after 30 seconds; judging whether the total voltage is under-voltage, if so, giving an alarm and switching off the contactor after 30S; thirdly, judging the over-voltage early warning of the total voltage, and if so, giving an alarm; judging the warning of the total voltage undervoltage, and if so, giving an alarm; judging the difference between the total voltage and the calculated voltage is too large, and if so, giving an alarm; sixthly, judging the voltage fault of the single body, if so, giving an alarm and immediately switching off the contactor; seventhly, judging the overtemperature fault of the module, if so, giving an alarm and immediately disconnecting the contactor; judging an SOC alarm, if the SOC is high, switching off the contactor after 30S, if the SOC is high, performing early warning, then prohibiting electric braking, if the SOC is low, switching off the contactor after 30S, and if the SOC is low, reporting data; ninthly, judging the fault of the fan; the positive contactor or the negative contactor has a fault, and the contactor is immediately disconnected;
(4) module alarm processing: the CMS analyzes the control unit and the detected data and judges whether the modules in the system have faults or not; after the system is initialized, judging that the module is in overvoltage, if so, sending an alarm, uploading a module number, a module voltage, a module temperature, the highest voltage of a monomer in the module and a corresponding monomer number, and then disconnecting the contactor after 30 seconds; judging the undervoltage of the module, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number, and then disconnecting the contactor after 30 seconds; judging module overvoltage early warning, if so, sending an alarm, uploading a module number, a module voltage, a module temperature, a highest voltage of a monomer in the module and a corresponding monomer number; judging the module undervoltage early warning, if so, sending an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number; judging the over-temperature of the module, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the highest voltage of the monomer in the module and the corresponding monomer number; judging module over-temperature early warning, if yes, sending an alarm, uploading module number, module voltage, module temperature, highest voltage of monomer in the module and corresponding monomer number; seventhly, judging the control unit to be in fault, if so, giving an alarm, and disconnecting the contactor after 30S; eighthly, judging the consistency of the modules to be poor, and if so, giving an alarm;
(5) and (4) single alarm processing: and (4) single alarm processing: the CMS analyzes the control unit and the detected data and judges whether the monomer in the system has a fault; after the system is initialized, judging the monomer overvoltage, if so, sending an alarm, uploading the number of the module, the voltage of the module, the temperature of the module, the voltage of the monomer and the number of the monomer, and disconnecting the contactor after 30 seconds; judging the monomer under-voltage, if so, giving an alarm, uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number, and disconnecting the contactor after 30S; judging the monomer overvoltage early warning, if so, sending an alarm, and uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number; judging the monomer under-voltage early warning, if so, sending an alarm, and uploading the module number, the module voltage, the module temperature, the monomer voltage and the monomer number; judging that the consistency of the module is poor, and if so, giving an alarm;
(6) and (3) node control: conducting contact node control of the positive contactor and the negative contactor, defaulting the conducting contacts of the positive contactor and the negative contactor to be in a disconnected state when the conducting contacts of the positive contactor and the negative contactor are not electrified, and dividing the node control according to the fault grade of the system; the heat radiation fan node control system is characterized in that a power supply controller CMS is provided with 4 paths of fan control nodes and controls the high pass or the turn-off of the nodes according to the module temperature collected by a control unit;
control strategy of the power supply control unit:
(1) the control unit processes information: the control unit collects the voltage and the temperature of the monomer in the module and uploads the signals collected in real time to the power supply controller CMS;
(2) the control unit collects, calculates and compares the voltages of the monomers; and equalizing the voltage of each capacitor monomer.
2. The low-floor tram on-board power management system of claim 1, characterized in that: the communication protocol of the CMS and VCU adopts CANopen protocol, and the baud rate is set to 250 k.
3. The low-floor tram on-board power management system of claim 1, characterized in that: the input interface of the power supply controller CMS comprises a total voltage signal simulation input port, a charge-discharge current signal simulation input port, a fan state digital input port, a contactor state signal digital input port, a 24V power supply input port and a CAN signal input port; the output interface of the power controller CMS comprises a CAN signal outlet.
4. The low-floor tram on-board power management system of claim 1, characterized in that: the input interface of the control unit comprises a single-body terminal voltage simulation input port, a module terminal voltage simulation input port, 12-section single-body voltage simulation input ports, a module temperature simulation input port, a 24V power supply input port and a CAN signal input port, and the output interface of the control unit comprises a CAN signal output port.
Priority Applications (1)
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