CN110266070A - Low-power consumption battery management system, method and railway freight-car - Google Patents
Low-power consumption battery management system, method and railway freight-car Download PDFInfo
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- CN110266070A CN110266070A CN201910541585.0A CN201910541585A CN110266070A CN 110266070 A CN110266070 A CN 110266070A CN 201910541585 A CN201910541585 A CN 201910541585A CN 110266070 A CN110266070 A CN 110266070A
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- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000033001 locomotion Effects 0.000 claims abstract description 36
- 238000001514 detection method Methods 0.000 claims abstract description 9
- 230000001133 acceleration Effects 0.000 claims description 30
- 238000007726 management method Methods 0.000 claims description 26
- 230000007958 sleep Effects 0.000 claims description 15
- 230000003068 static effect Effects 0.000 claims description 14
- 239000003990 capacitor Substances 0.000 claims description 10
- 230000005611 electricity Effects 0.000 abstract description 3
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 description 14
- 230000002035 prolonged effect Effects 0.000 description 11
- 238000004891 communication Methods 0.000 description 8
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000004927 fusion Effects 0.000 description 4
- 229910052744 lithium Inorganic materials 0.000 description 4
- 230000003111 delayed effect Effects 0.000 description 2
- 230000005059 dormancy Effects 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 241001465754 Metazoa Species 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000004568 cement Substances 0.000 description 1
- 239000003245 coal Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000006855 networking Effects 0.000 description 1
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
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- H02J7/0022—
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
- H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
-
- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Microelectronics & Electronic Packaging (AREA)
- Manufacturing & Machinery (AREA)
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- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a kind of low-power consumption battery management system, method and railway freight-cars, wherein low-power consumption battery management system includes: state detection module, for detecting the motion state of railway freight-car；Working mode set module sets the operating mode of power consumption load running on railway freight-car according to the motion state of railway freight-car: when railway freight-car is motion state, being set as work energy-saving mode；When railway freight-car is stationary state, it is set as suspend mode energy-saving mode；In work energy-saving mode, the gap periods of power consumption load running are less than the gap periods in suspend mode energy-saving mode.The problem of system, which overcomes, does not in the prior art manage the electricity consumption of the power consumption of equipment and battery effectively, and the consumption of the battery capacity made is too fast, and the working time of equipment is caused to shorten, affected indirectly the normal work of railway freight-car.
Description
Technical Field
The invention relates to the field of railway wagons, in particular to a low-power-consumption battery management system and method and a railway wagon.
Background
Freight transportation is an important component of rail transportation, and vehicles for carrying freight on rails are collectively called rail wagons. It can be divided into general purpose trucks and special trucks according to their usage. The main types are boxcars, gondola cars, tank cars, flat cars and the like. Annual cargo delivery volume of China railway is the first in the world and reaches 30 hundred million tons. Can be used for conveying coal, grains, liquid, domestic animals, weapons and ammunition, cement, various large goods, various materials and the like. It can be seen that the transportation of goods is a very important part of rail transportation.
Because railway freight car belongs to passive large-scale delivery equipment to the automobile body mountable space is limited, the operational environment is extreme, generally sets up battery module in order to satisfy freight car thing networking equipment information transmission, location use. However, in the prior art, the power consumption of the equipment and the power consumption of the battery are not effectively managed, so that the electric quantity of the battery is consumed too fast, the working time of the equipment is shortened, and the normal work of the railway wagon is indirectly influenced.
Therefore, the present invention provides a low power consumption battery management system, method and railway wagon, which reasonably manages the power consumption of the equipment and the power consumption of the battery during the use process, thereby achieving the purpose of low power consumption and prolonging the service life of the battery power.
Disclosure of Invention
In view of the above technical problems, an object of the present invention is to overcome the problems in the prior art that the power consumption of the equipment and the power consumption of the battery are not effectively managed, so that the power consumption of the battery is too fast, the working time of the equipment is shortened, and the normal operation of the railway wagon is indirectly affected, thereby providing a low power consumption battery management system, method and railway wagon that the power consumption of the equipment and the power consumption of the battery are reasonably managed during the use process, thereby achieving the purpose of low power consumption and prolonging the service time of the battery power.
In order to achieve the above object, the present invention provides a low power consumption battery management system, including:
the state detection module is used for detecting the motion state of the railway wagon;
the working mode setting module is used for setting the working mode of the power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the active power saving mode, the interval period in which the power consuming load operates is smaller than that in the sleep power saving mode.
Preferably, the state detection module includes: an acceleration sensor.
Preferably, the interval period of the power consuming load in the active power saving mode is 1/10-1/12 of the interval period in the sleep power saving mode.
Preferably, the system further comprises:
the primary battery module preferentially supplies power to the power consumption load;
the secondary battery module is used for supplying power to the power consumption load under the condition that the electric quantity of the primary battery module is insufficient;
and the three-level battery module supplies power to the power consumption load under the condition that the electric quantity of the first-level battery module and the electric quantity of the second-level battery module are insufficient.
Preferably, the primary battery module is a super capacitor;
the secondary battery module is a rechargeable battery;
the three-level battery module is a non-rechargeable battery.
Preferably, the low power consumption battery management system further includes: and the charging module is used for charging the primary battery module and the secondary battery module.
Preferably, part of the electric energy in the charging module is obtained by converting vibrational kinetic energy generated during the operation of the railway wagon.
The invention also provides a low-power consumption battery management method, which comprises the following steps:
detecting the motion state of the railway wagon;
setting a working mode of power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the active power saving mode, the interval period in which the power consuming load operates is smaller than that in the sleep power saving mode.
Preferably, the detecting of the motion state of the railway wagon is performed by an acceleration sensor.
Preferably, the interval period of the power consuming load in the active power saving mode is 1/10-1/12 of the interval period in the sleep power saving mode.
Preferably, the method further comprises:
preferentially utilizing the primary battery module to supply power to the power consumption load;
under the condition that the electric quantity of the primary battery module is insufficient, the secondary battery module is utilized to supply power to the power consumption load;
and under the condition that the electric quantity of the primary battery module and the electric quantity of the secondary battery module are insufficient, the power consumption load is supplied with power by utilizing the tertiary battery module.
Preferably, the primary battery module uses a super capacitor;
the secondary battery module uses a rechargeable battery;
the tertiary battery module uses a non-rechargeable battery.
Preferably, the primary battery module and the secondary battery module are charged by the charging module.
Preferably, part of the electric energy in the charging module is obtained by converting vibrational kinetic energy generated during the operation of the railway wagon.
The invention also provides a railway wagon, which comprises the low-power-consumption battery management system.
According to the technical scheme, the low-power-consumption battery management system and method and the railway wagon have the beneficial effects that when the railway wagon is used: the problem that in the prior art, the power consumption of equipment and the power consumption of a battery are not effectively managed, so that the electric quantity of the battery is consumed too fast, the working time of the equipment is shortened, and the normal work of a railway wagon is indirectly influenced is solved, the service time of the electric quantity of the battery can be effectively prolonged, and the service time of positioning equipment on the railway wagon is indirectly prolonged.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic structural diagram of a low power consumption battery management system provided in a preferred embodiment of the present invention;
FIG. 2 is a schematic diagram of the power supply to a power consuming load in a low power battery management system provided in a preferred embodiment of the present invention;
FIG. 3 is a block flow diagram of a low power battery management method provided in a preferred embodiment of the present invention;
FIG. 4 is a block flow diagram of a battery-powered management method provided in a preferred embodiment of the present invention;
fig. 5 is a flow chart of a low power consumption battery management system applied to a railway wagon to manage a positioning device and a battery in accordance with a preferred embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
First, the low-power battery management system is explained in detail, and as shown in fig. 1, the present invention provides a low-power battery management system, which is characterized in that the low-power battery management system includes:
the state detection module is used for detecting the motion state of the railway wagon;
the working mode setting module is used for setting the working mode of the power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the operating power saving mode, the interval period of the power consumption load operation is smaller than that in the sleep power saving mode;
after the setting of the operation mode is completed, the power consumption load needs to be powered by the battery.
In the above solution, the power consumption mode of the railway wagon is adjusted according to the motion state of the railway wagon, and the positioning device and the acceleration sensor belong to a power consumption load, and the following description of the power consumption load is explained by using the positioning device and the acceleration sensor.
Obviously, when the railway wagon is in a static state, the positioning equipment does not need to frequently acquire the position of the railway wagon (even does not need to acquire the position of the railway wagon), and if the railway wagon is in a working mode like a moving state, the electric quantity of the battery is wasted;
in terms of the interval period of the operation of the positioning device, whether in a moving state or a stationary state, the timing starting point of the interval period of the power consumption load is the current wake-up time of the device, and the ending point thereof is the time of the next wake-up, where the wake-up can also be understood as detecting the state of the railway wagon again, for example: when the state of the railway wagon is detected to be static, the power consumption load can be dormant for a period of time (for example, 2 hours), and the railway state is obtained in the next time after the dormancy time is up; when the state of the railway wagon is detected to be movement, the positioning equipment is started to acquire the position information of the railway wagon, then the position information is updated, after the updating is completed, the power consumption load can be turned off to rest for a period of time (for example, 15 minutes), and after the rest time is up, the railway state is acquired again. So as to circulate.
In a preferred embodiment of the present invention, the state detection module includes: an acceleration sensor. When the state of the railway wagon is detected, the acceleration sensor is utilized, firstly, acceleration data in different states of a railway are analyzed or obtained in a database of the existing railway wagon (or a database obtained through experiments), and then the relation between the acceleration and the state of the railway wagon is obtained, so that in the later use process, the motion state of the wagon can be directly deduced through the obtained acceleration data; it should be noted that the accuracy is poor if the speed sensor is used to detect the running state of the railway wagon due to the vibration of the railway wagon during running and other factors of wagon disturbance. The reason for using the acceleration sensor is that the detection accuracy is good; and the railway or the normal running process generally does not have an absolute constant speed state, so the influence probability of the situation on the acceleration sensor is almost zero.
In a preferred embodiment of the present invention, the interval period of the power consuming load in the active power saving mode is 1/10-1/12 of the interval period in the sleep power saving mode.
In the above solution, the present document defines the relationship between the interval periods of the power consumption loads in the two operation modes, and this relationship is only a preferred solution and is not a requirement.
For example: when the truck is in a motion state, the interval period of positioning and communication can be set to 15 minutes, and the truck adopts a working power-saving mode at the moment; when the truck is in a static state, the interval period of positioning and communication can be delayed to 2 hours; at the moment, the truck adopts a sleep power-saving mode, so that the battery consumption of the positioning device is further reduced. The power supply part also adopts a super capacitor to reduce the impact of a higher peak value battery on the battery during GPRS (or 3G/4G) communication, prolong the service life of the battery and improve the effective capacity, store energy when the vehicle-mounted terminal is in a dormant state and release energy when the vehicle-mounted terminal works.
In a preferred embodiment of the present invention, as shown in fig. 2, the system further comprises:
the primary battery module preferentially supplies power to the power consumption load;
the secondary battery module is used for supplying power to the power consumption load under the condition that the electric quantity of the primary battery module is insufficient;
the three-level battery module supplies power to the power consumption load under the condition that the electric quantity of the primary battery module and the electric quantity of the secondary battery module are insufficient; wherein,
the primary battery module is a super capacitor;
the secondary battery module is a rechargeable battery;
the three-level battery module is a non-rechargeable battery.
The battery part in the invention is the key for realizing the project, and in the scheme, the project adopts a multi-battery fusion scheme:
preferably, the system is powered by a lithium subcell, a lithium iron phosphate cell and a super capacitor. The system is powered by the advantages of high energy density, suitability for high and low temperature and small self-discharge coefficient of the lithium sub-battery, and meanwhile, the lithium iron phosphate battery is charged in a vibration power generation mode by using the chargeability of the lithium iron phosphate battery, namely, the lithium iron phosphate battery is charged by using a kinetic energy starting point in a motion state, so that the battery capacity is ensured. In the aspect of power utilization, the electric quantity of the lithium iron phosphate battery is adopted in a normal state, and the wagon cannot move all the time, so that the lithium iron phosphate battery is adopted to supply power under the condition that the lithium iron phosphate battery is not electrified, and the service life of the system is prolonged.
In the scheme, the invention is reasonably provided with a plurality of battery fusion schemes, and corresponding battery electricity utilization logics are formulated according to the characteristics of each battery, so that reasonable utilization of electric quantity is improved, the use time of the electric quantity is prolonged, and certain help is provided for prolonging the service life of the battery.
In a preferred embodiment of the present invention, the low power consumption battery management system further includes: and the charging module is used for charging the primary battery module and the secondary battery module.
In the above scheme, the charging module is used for charging the primary battery module and the secondary battery module, so that the service time of electric quantity is further prolonged.
While the electric quantity of the charging module can be converted by other energy, so as to achieve the true energy-saving goal, in a preferred embodiment of the invention, part of the electric energy in the charging module is obtained by converting the vibration kinetic energy generated during the operation of the railway wagon.
In the scheme, the vibration kinetic energy generated by the railway wagon during operation is effectively utilized, the part of energy is effectively utilized and is converted into electric energy for use, and the working time of power consumption load on the railway wagon can be further prolonged.
Secondly, the method for managing the low-power-consumption battery is explained in detail, as shown in fig. 3, the invention also provides a method for managing the low-power-consumption battery, which is characterized by comprising the following steps:
detecting the motion state of the railway wagon;
setting a working mode of power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the active power saving mode, the interval period in which the power consuming load operates is smaller than that in the sleep power saving mode.
In the above solution, the power consumption mode of the railway wagon is adjusted according to the motion state of the railway wagon, the positioning device belongs to a power consumption load, and the following description of the power consumption load is explained by using the positioning device.
Obviously, the positioning equipment does not need to frequently acquire the position of the rail wagon in a static state, if the rail wagon is in a working mode like a motion state, the electric quantity of the battery is wasted, and the system of the invention saves the electric quantity by reducing the power consumption of the equipment of the rail wagon in the static state, so that the service time of the battery can be prolonged;
in terms of the interval period of the operation of the positioning device, whether in a moving state or a stationary state, the timing starting point of the interval period of the power consumption load is the current wake-up time of the device, and the ending point thereof is the time of the next wake-up, where the wake-up can also be understood as detecting the state of the railway wagon again, for example: when the state of the railway wagon is detected to be static, the power consumption load can be dormant for a period of time (for example, 2 hours), and the railway state is obtained in the next time after the dormancy time is up; when the state of the railway wagon is detected to be movement, the positioning equipment is started to acquire the position information of the railway wagon, then the position information is updated, after the updating is completed, the power consumption load can be turned off to rest for a period of time (for example, 15 minutes), and after the rest time is up, the railway state is acquired again. So as to circulate.
In a preferred embodiment of the present invention, the detecting of the motion state of the railway wagon is performed by an acceleration sensor.
In the scheme, when the state of the railway wagon is detected, the acceleration sensor is utilized, firstly, acceleration data in different states of a railway wagon or in a database of the existing railway wagon (or a database obtained by experiments) are analyzed, and then the relation between the acceleration and the state of the railway wagon is obtained, so that in the later use process, the motion state of the wagon can be directly deduced through the obtained acceleration data; it should be noted that the accuracy is poor if the speed sensor is used to detect the running state of the railway wagon due to the vibration of the railway wagon during running and other factors of wagon disturbance. The reason for using the acceleration sensor is that the detection accuracy is good; and the railway or the normal running process generally does not have an absolute constant speed state, so the influence probability of the situation on the acceleration sensor is almost zero.
In a preferred embodiment of the present invention, the interval period of the power consuming load in the active power saving mode is 1/10-1/12 of the interval period in the sleep power saving mode.
In the above solution, the present document defines the relationship between the interval periods of the power consumption loads in the two operation modes, and this relationship is only a preferred solution and is not a requirement.
For example: when the truck is in a motion state, the interval period of positioning and communication can be set to 15 minutes, and the truck adopts a working power-saving mode at the moment; when the truck is in a static state, the positioning and communication interval period can be delayed to 2 hours, and the truck adopts a sleep power-saving mode at the moment, so that the battery consumption of the positioning device is further reduced. The power supply part also adopts a super capacitor to reduce the impact of a higher peak value battery on the battery during GPRS (or 3G/4G) communication, prolong the service life of the battery and improve the effective capacity, store energy when the vehicle-mounted terminal is in a dormant state and release energy when the vehicle-mounted terminal works.
As shown in fig. 4, in a preferred embodiment of the present invention, a method for managing battery power supply includes:
preferentially utilizing the primary battery module to supply power to the power consumption load;
under the condition that the electric quantity of the primary battery module is insufficient, the secondary battery module is utilized to supply power to the power consumption load;
under the condition that the electric quantity of the primary battery module and the electric quantity of the secondary battery module are insufficient, the power consumption load is supplied with power by the three-level battery module; wherein,
the primary battery module uses a super capacitor;
the secondary battery module uses a rechargeable battery;
the tertiary battery module uses a non-rechargeable battery.
The battery part in the invention is the key for realizing the project, and in the scheme, the project adopts a multi-battery fusion scheme:
preferably, the system is powered by a lithium subcell, a lithium iron phosphate cell and a super capacitor. The system is powered by the advantages of high energy density, suitability for high and low temperature and small self-discharge coefficient of the lithium sub-battery, and meanwhile, the lithium iron phosphate battery is charged in a vibration power generation mode by using the chargeability of the lithium iron phosphate battery, namely, the lithium iron phosphate battery is charged by using a kinetic energy starting point in a motion state, so that the battery capacity is ensured. In the aspect of power utilization, the electric quantity of the lithium iron phosphate battery is adopted in a normal state, and the wagon cannot move all the time, so that the lithium iron phosphate battery is adopted to supply power under the condition that the lithium iron phosphate battery is not electrified, and the service life of the system is prolonged.
In the scheme, the invention is reasonably provided with a plurality of battery fusion schemes, and corresponding battery electricity utilization logics are formulated according to the characteristics of each battery, so that reasonable utilization of electric quantity is improved, the use time of the electric quantity is prolonged, and certain help is provided for prolonging the service life of the battery.
In a preferred embodiment of the present invention, the charging module is used to charge the primary battery module and the secondary battery module.
In the above scheme, the charging module is used for charging the primary battery module and the secondary battery module, so that the service time of electric quantity is further prolonged.
While the electric quantity of the charging module can be converted by other energy, so as to achieve the true energy-saving goal, in a preferred embodiment of the invention, part of the electric energy in the charging module is obtained by converting the vibration kinetic energy generated during the operation of the railway wagon.
In the scheme, the vibration kinetic energy generated by the railway wagon during operation is effectively utilized, the part of energy is effectively utilized and is converted into electric energy for use, and the working time of power consumption load on the railway wagon can be further prolonged.
Finally, the invention also provides a railway wagon, which comprises the low-power-consumption battery management system.
Fig. 5 is a flow chart of a low power consumption battery management system applied to a railway wagon to manage a positioning device and a battery; the method comprises the steps of firstly obtaining an acceleration value of the railway wagon, wherein the obtained interval period can be 5 minutes, then judging whether the railway wagon vibrates according to the obtained acceleration value, wherein the vibration has a front-back direction and a top-bottom direction, the judgment can be carried out through the obtained acceleration value, if the railway wagon does not vibrate, the railway wagon can be judged to be in a static state, the railway wagon is in a dormant power-saving mode at the moment, the dormant time can be 2 hours, the interval period of power consumption load operation can be understood to be 2 hours, and after 2 hours, the modules such as the acceleration module operate again.
If vibration exists, the railway wagon is judged to move, the terminal is immediately awakened, a communication, positioning and acceleration module is started, then a satellite, a base station and the like are connected in a common sense until the satellite, the base station and the like are successfully connected, then aging calibration is carried out, then a registered operator, such as a China Unicom, China telecom or China mobile base station, is judged, signal modes utilized by different operators are different, then a GPS switch is started, if the GPS switch cannot be started, the signal is weak, satellite navigation cannot be carried out, the mode of positioning the base station is switched into a mode of positioning the base station, if the GPS switch is successful, a satellite positioning mode is normally used, a link is established regardless of which positioning mode to send data information, if the information is unsuccessfully sent, the information is stored in a storage area to be sent next time, if the information is successfully sent, setting information is read, after the updating of the brush is completed, the communication module, the acceleration sensor and the like are closed to sleep for 15 minutes, for example, the interval period of the power consumption load operation is 15 minutes, and after 15 minutes, the acceleration sensor is started to operate again to detect the acceleration of the railway or the acceleration sensor again to acquire the motion state of the railway or the acceleration sensor.
The above is a work flow combining the battery management system and the power consumption load.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and the invention is not described in any way for the possible combinations in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (15)
1. A low power battery management system, the low power battery management system comprising:
the state detection module is used for detecting the motion state of the railway wagon;
the working mode setting module is used for setting the working mode of the power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the active power saving mode, the interval period in which the power consuming load operates is smaller than that in the sleep power saving mode.
2. The system of claim 1, wherein the status detection module comprises: an acceleration sensor.
3. The system of claim 1, wherein the power consuming load has an interval period in the active power saving mode that is 1/10-1/12 of an interval period in the sleep power saving mode.
4. The system of claim 1, further comprising:
the primary battery module preferentially supplies power to the power consumption load;
the secondary battery module is used for supplying power to the power consumption load under the condition that the electric quantity of the primary battery module is insufficient;
and the three-level battery module supplies power to the power consumption load under the condition that the electric quantity of the first-level battery module and the electric quantity of the second-level battery module are insufficient.
5. The system of claim 4,
the primary battery module is a super capacitor;
the secondary battery module is a rechargeable battery;
the three-level battery module is a non-rechargeable battery.
6. The system of claim 1, wherein the low power battery management system further comprises: and the charging module is used for charging the primary battery module and the secondary battery module.
7. The system of claim 6, wherein a portion of the electrical energy in the charging module is obtained by converting vibrational kinetic energy generated during operation of the railway wagon.
8. A low power battery management method, the method comprising:
detecting the motion state of the railway wagon;
setting a working mode of power consumption load operation on the railway wagon according to the motion state of the railway wagon:
when the railway wagon is in a motion state, setting the railway wagon to be in a working power-saving mode;
when the railway wagon is in a static state, setting the railway wagon to be in a dormant power-saving mode; wherein,
in the active power saving mode, the interval period in which the power consuming load operates is smaller than that in the sleep power saving mode.
9. The method of claim 1, wherein said detecting a state of motion of said railway wagon is performed by an acceleration sensor.
10. The method of claim 1, wherein the power consuming load has an interval period in the active power saving mode that is 1/10-1/12 of an interval period in the sleep power saving mode.
11. The method of claim 1, further comprising:
preferentially utilizing the primary battery module to supply power to the power consumption load;
under the condition that the electric quantity of the primary battery module is insufficient, the secondary battery module is utilized to supply power to the power consumption load;
and under the condition that the electric quantity of the primary battery module and the electric quantity of the secondary battery module are insufficient, the power consumption load is supplied with power by utilizing the tertiary battery module.
12. The method of claim 11,
the primary battery module uses a super capacitor;
the secondary battery module uses a rechargeable battery;
the tertiary battery module uses a non-rechargeable battery.
13. The method of claim 11, wherein the primary battery module is charged and the secondary battery module is charged using the charging module.
14. The method of claim 13, wherein a portion of the electrical energy in the charging module is obtained by converting vibrational kinetic energy generated during operation of the railway wagon.
15. A railway wagon, wherein the railway wagon comprises a low power consumption battery management system according to claims 1-7.
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