CN110562094A - locomotive electrical system and battery pack charging and discharging method thereof - Google Patents
locomotive electrical system and battery pack charging and discharging method thereof Download PDFInfo
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- CN110562094A CN110562094A CN201910724800.0A CN201910724800A CN110562094A CN 110562094 A CN110562094 A CN 110562094A CN 201910724800 A CN201910724800 A CN 201910724800A CN 110562094 A CN110562094 A CN 110562094A
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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
- B60L1/00—Supplying electric power to auxiliary equipment of 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
- 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
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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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
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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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
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/24—Using the vehicle's propulsion converter for charging
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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
- 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
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
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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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- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02T10/72—Electric energy management in electromobility
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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
- Y02T90/14—Plug-in electric vehicles
Abstract
A locomotive electrical system relates to the technical field of electrical systems for shunting rails used by industrial and mining enterprises, in particular to a locomotive electrical system and a charging and discharging method of a battery pack of the locomotive electrical system. The system is characterized by comprising a vehicle control unit VCU, a battery unit, a power distribution unit, a driver, a motor, an inverter power supply, an inverter and a direct-current voltage reduction unit, wherein the vehicle control unit VCU is in communication connection with the battery unit, the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit in a bus mode; the input end of the power distribution unit is connected with the battery pack, and the output end of the power distribution unit is respectively connected with the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit, so that the electric energy is effectively saved, the utilization rate is improved, and the effects of energy conservation and environmental protection are achieved.
Description
Technical Field
The invention relates to the technical field of electric systems for shunting rails used by industrial and mining enterprises, in particular to a locomotive electric system and a charging and discharging method of a battery pack of the locomotive electric system.
background
Along with the implementation of the requirements on energy conservation and environmental protection and the conversion of new and old kinetic energy, the new energy storage type electric rail locomotive in the prior art is widely accepted by industrial and mining enterprises, particularly large steel plants, effectively overcomes the defects of high shunting noise, high failure rate, serious pollution and the like of an internal combustion engine, has low failure rate, does not burn oil, does not discharge tail gas, accords with national industrial policies of energy conservation and environmental protection, and can effectively reduce the cost. However, an electric system of the electric locomotive needs to be composed of a charging cabinet, a frequency conversion cabinet, an electric control cabinet, an inversion cabinet, a conversion cabinet, a distribution box, a battery pack and the like, wherein the battery pack is communicated with the distribution box through the charging cabinet, is divided into three paths from the distribution box to the electric control cabinet, and then is divided into three paths, wherein one path is connected with the conversion cabinet, one path is connected with the frequency conversion cabinet, and the other path is connected with the; the system has the defects of large occupied space, high maintenance difficulty, complex problems caused by multiple nodes, and the like, and can not monitor the operation condition of each unit in real time. In addition, the internal combustion engine shunting in industrial and mining enterprises generally adopts a peripheral outside corridor mode, and the industrial and mining enterprises require that the internal combustion engine shunting is modified into a new energy storage type electric rail locomotive so as to achieve the purpose of saving cost. However, if the electrical system is adopted, the space of the vehicle body is more limited, and the matching scheme of 5 electrical cabinets and 4 power battery boxes cannot be realized. Although the electric locomotive is generally provided with a charging device (an automatic charging device), the operation is simple, but the charging time is long; the existing electric locomotive generally adopts resistance braking, but the maximum speed of the industrial and mining locomotive running in a plant is generally not more than 15km/h, the braking is in direct proportion to the speed, and the braking force linearly decreases at low speed, so that the braking efficiency is greatly reduced and even fails. And in the resistance braking, the current emitted by the motor consumes energy through a special resistor, so that the energy can not be recycled.
The existing electric locomotive can not achieve the purposes of simultaneous monitoring, mutual cooperation and optimized matching. The failure cause can not be found out in time when the locomotive circuit has a problem, thereby greatly reducing the production efficiency and increasing the maintenance cost. An industrial and mining electric locomotive urgently needs a complete vehicle information management system, and the locomotive is more convenient and faster to use.
the traditional electric locomotive is complex in structure, mostly adopts a contact network for power supply, and needs a special electrified railway to run, while the existing oil-electric hybrid locomotive needs an internal combustion transmission system, a fuel system and a cooling system and also needs an electric system, the locomotive is complex in structure, long in maintenance time and high in maintenance cost, has serious environmental pollution when burning oil, is high in fuel cost, and does not meet the requirements of energy-saving and environment-friendly industrialization.
Disclosure of Invention
the invention aims to provide a locomotive electrical system and a battery pack charging and discharging method thereof, which monitor and monitor various information of the locomotive electrical system in real time through a VCU (vehicle control unit) so as to achieve the aim of realizing intelligent management of the locomotive electrical system.
The invention provides a locomotive electrical system which is characterized by comprising a vehicle control unit VCU, a battery unit, a power distribution unit, a driver, a motor, an inverter, and a direct-current voltage reduction unit, wherein the vehicle control unit VCU is in communication connection with the battery unit, the driver, the inverter, and the direct-current voltage reduction unit in a bus mode; the input end of the power distribution unit is connected with the battery pack, and the output end of the power distribution unit is respectively connected with the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit, wherein the driver is connected with the motor; the inverter power supply is connected with 220V alternating current electric equipment; the direct current voltage reduction unit is connected with 24V direct current electric equipment.
Furthermore, the VCU of the whole vehicle controller is also connected with a human-computer interface, and the human-computer interface comprises a remote controller and an operation console.
furthermore, the system further comprises a vehicle-mounted charging cabinet or/and an off-vehicle direct current charging pile, wherein a charging port is arranged on the battery pack, and the vehicle-mounted charging cabinet or/and the off-vehicle direct current charging pile charges the battery pack through the charging port.
Furthermore, one of the output ends of the power distribution unit is connected with a driver, and is converted into 380V alternating current with adjustable frequency through the driver to supply power to the motor; the second output end of the power distribution unit is connected with an inverter power supply, and the power is converted into 220V alternating current through the inverter power supply to supply power for 220V alternating current electric equipment; the third output end of the power distribution unit is connected with an inverter, and is converted into 380V alternating current through the inverter to supply power to each 380V alternating current electric equipment; and the fourth output end of the power distribution unit is connected with the direct-current voltage reduction unit, and the voltage is reduced by the direct-current voltage reduction unit to supply power to each 24V direct-current electric equipment.
furthermore, the output end of the driver is connected with the power distribution unit, and meanwhile, the output end of the driver is also connected with a brake resistor.
Furthermore, the battery unit is also connected with a battery unit failure alarm unit, and in the battery unit failure alarm unit, the battery pack is connected with a total voltage acquisition module in parallel and/or each battery of the battery pack is connected with a partial voltage acquisition module in series.
Further, the driver is also connected with a driver fault detection unit, and in the driver fault detection unit, the driver fault detection unit detects and sends the driver fault detection unit to the vehicle control unit VCU through a driver detection loop.
The invention provides a battery pack charging method of a locomotive electrical system, which is characterized by comprising the following steps:
s1: connecting a charging interface of the battery pack with a charging gun of a charging pile, enabling a wake-up signal to arrive, carrying out power-on self-test on a battery management system BMS, detecting the adhesion state of a charging relay by the battery management system BMS, detecting the temperature T of the battery pack or the temperature T of each battery of the battery pack when the state is normal, and entering a step S4 when the detected temperature T of the battery pack or the detected temperature T of each battery of the battery pack is within the range that T is more than 0 ℃ and less than or equal to 55 ℃; when T is less than or equal to 0 ℃, the step S2 is carried out;
s2: the battery management system BMS firstly attracts a charging relay, after the total voltage of the battery is detected to be within a set range, attracts a heating relay, requests the battery management system BMS to heat the voltage to be 700V and the current to be 9.2A, and after the Hall detects that the charging pile outputs a stable current larger than 2A, disconnects the charging relay, and then the step S3 is carried out;
S3: pure heating mode; heating to T being more than or equal to 10 ℃, stopping heating, entering step S4, and delaying 1S to disconnect a heating relay;
S4: entering a normal charging mode, actuating a charging relay, controlling a charging gun by a battery management system BMS to charge the battery pack, continuously monitoring the temperature T of the battery in the charging process, and entering S2 again if the temperature T is lower than 0 ℃;
s5: when the electric quantity of the battery pack is detected to be 100%, the charging is finished, the battery management system BMS requests to stop charging, and the battery management system BMS cuts off a charging relay; if the charging pile does not stop charging, the battery management system BMS directly cuts off the charging relay after 5S delay.
the invention provides a battery pack discharging method of a locomotive electrical system, which is characterized by comprising the following steps:
S1: electrifying the battery management system BMS for self-checking, if the battery management system BMS self-checking is finished without faults, detecting that the adhesion state of the main positive relay is normal, and entering the step S3; if the main positive relay is detected to be adhered or can not be closed, the battery management system BMS enters a fault standby state, and the step S2 is carried out;
s2: after the failure is cleared, the routine proceeds to step S1;
S3: closing the main positive relay, sending a signal of the closed state of the main positive relay to the VCU of the vehicle control unit by the BMS, completing high-voltage electrification, and entering the step S4;
S4: the electricity load starts to use electricity normally, and the battery pack starts to discharge electricity.
the locomotive electrical system and the battery pack charging and discharging method thereof provided by the invention have the following beneficial effects:
(1) the locomotive electrical system is more convenient and faster to maintain, and the whole locomotive electrical system is more intelligent and humanized by monitoring various information of the whole locomotive electrical system in real time by adopting the VCU of the whole locomotive controller;
(2) the problem of space placement of a pure electric locomotive transformed from an old internal combustion locomotive is solved, and the charging time is shorter due to the fact that an under-locomotive direct-current charging pile is arranged in an electric system of the pure electric locomotive;
(3) The braking mode in the locomotive electrical system adopts energy feedback braking and resistance braking, and the energy feedback braking can charge the battery pack when the locomotive brakes, so that partial energy recovery is realized, electric energy is more effectively saved, the utilization rate is improved, and the effects of energy conservation and environmental protection are achieved.
Drawings
FIG. 1 is a control schematic block diagram of the present invention;
FIG. 2 is a schematic diagram of the main circuit of the present invention;
fig. 3 is an electrical schematic diagram of the battery management system BMS of the present invention;
FIG. 4 is an electrical schematic of the power distribution unit of the present invention;
FIG. 5 is a control schematic of the drive fault detection unit of the present invention;
fig. 6 is a control schematic diagram of the battery unit malfunction alerting unit of the present invention.
Detailed Description
the invention is further described with reference to the accompanying drawings and specific embodiments. It should be understood that these examples are for illustrative purposes only and are not intended to limit the scope of the present invention. Further, it should be understood that various changes or modifications of the present invention may be made by those skilled in the art after reading the teaching of the present invention, and these equivalents also fall within the scope defined in the present application.
As shown in fig. 1 to 6, the locomotive electrical system provided by the present invention includes a vehicle control unit VCU1, a human-machine interface 2, a battery unit 3, a power distribution unit 4, a plurality of drivers 5, a plurality of motors 6, an inverter power supply 7, an inverter 8, and a dc voltage reduction unit 9. The vehicle control unit VCU1 is in communication connection with the human-computer interface 2, the battery unit 3, the driver 5, the inverter power supply 7, the inverter 8 and the direct-current voltage reduction unit 9 in a bus mode. The battery unit 3 includes a battery pack 31 and a battery management system BMS32, and the battery management system BMS further includes a heating element and a temperature detecting module, the heating element and the temperature detecting module being provided on each battery of the battery pack, the heating element being for heating the battery, and the temperature detecting module being for detecting the temperature of the battery. Before the battery pack is charged, the battery management system BMS detects the state parameters of the battery such as temperature, voltage and electric quantity, and then feeds back the detection result to the VCU of the whole vehicle controller.
the input end of the power distribution unit is electrically connected with the battery pack, and the output end of the power distribution unit is respectively electrically connected with the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit. The driver is electrically connected with the motor and is used for driving the motor to operate, and in the invention, 4 main drivers are preferably used for driving 4 coaxial permanent magnet motors to operate so as to control the running of the rolling stock. In the electrical schematic diagram of the power distribution unit shown in fig. 4, when the battery pack is charged, the coil of the contactor K1 is energized, the normally open contact of the contactor K1 is closed, the current passes through the pre-charging resistor R and pre-charges the battery pack through the pre-charging loop, after charging is completed, the coil of the contactor K1 is de-energized, and the normally open contact of the contactor K1 is opened; the coil of the contactor K2 is electrified, the normally open contact of the contactor K2 is closed, the battery pack outputs current, the current is respectively transmitted to the 380V inverter, the 4 drivers, the 220V inverter and the direct current voltage reduction unit through the power distribution unit, and in addition, power supply insurance is arranged between the battery pack and the 380V inverter, the 4 drivers, the 220V inverter and the direct current voltage reduction unit. In an embodiment of the present invention, the output voltage of the battery pack is 610V dc. One of the output ends of the power distribution unit is connected with the driver, and is converted into 380V alternating current with adjustable frequency through the driver to supply power to the motor; the second output end of the power distribution unit is connected with an inverter power supply, and the power is converted into 220V alternating current through the inverter power supply to supply power to 220V alternating current electric equipment, such as an air conditioner, a socket and the like; the third output end of the power distribution unit is connected with an inverter, and is converted into 380V alternating current through the inverter to supply power for 380V alternating current electric equipment, including an air compressor and the like; the fourth output end of the power distribution unit is connected with the direct-current voltage reduction unit, and the direct-current voltage reduction unit reduces the voltage to supply power to each 24V direct-current electric equipment, including a vehicle control unit VCU, a VCU touch display screen, front and rear headlights of a locomotive, a red and white marker light, a windscreen wiper, a whistle and the like.
The human-machine interface comprises an operation desk 22 and a remote controller 21. The operating platform is provided with a key switch, a pressure gauge (used for detecting the pressure conditions of a main air cylinder, a brake cylinder and a train pipe), a speedometer, an accelerating handle, a forward and backward handle, a brake relieving handle, an emergency stop button, an electric lock switch, an indicator light, a VCU touch display screen, a monitoring display screen and the like, wherein the key switch controls various lamps, a windscreen wiper, a fan, an audible and visual alarm and the like; the remote controller comprises a remote controller handle and a remote controller receiver matched with the remote controller handle, and the remote controller receiver is electrically connected with a VCU of the whole locomotive controller, so that the wireless remote control of the locomotive can be realized through corresponding remote switch keys on the remote controller handle, such as a key switch, an accelerating handle, a forward and backward handle, a brake release handle, an emergency stop button, an electric lock switch and the like on the locomotive operating platform.
In a control schematic diagram of the battery unit fault alarm unit shown in fig. 6, a battery pack can be connected in parallel with a total voltage acquisition module, the total voltage acquisition module is used for detecting the voltage of the battery pack, and when the total voltage value of the battery pack is detected to be smaller than a set threshold value, the total voltage acquisition module is transmitted to the fault alarm module and sends an alarm signal; each battery of the battery pack can also be connected with a partial voltage acquisition module in series for detecting the voltage of each battery, and when the voltage value of the battery is detected to be smaller than a set threshold value, the voltage value is transmitted to the fault alarm module and an alarm signal is sent out.
the plurality of drivers of the invention adopt closed-loop torque control, can form a closed-loop control system with the rotary transformer, and can realize more accurate speed and position control. The driver is also connected with a driver fault detection unit, in a control schematic diagram of the driver fault detection unit shown in fig. 5, the driver fault detection unit can adopt a driver detection loop in the prior art, when the driver has a fault, the driver stops outputting, the driver fault breaker contacts act, and sends a fault code to the vehicle control unit VCU, a touch display screen of the vehicle control unit VCU displays the fault code, and a user can self-check according to the fault code displayed by the touch display screen of the vehicle control unit VCU before seeking service, analyze the fault reason and find out a solution.
One output end of the driver is connected with the power distribution unit and used for energy feedback braking when the locomotive brakes, and the other output end of the driver is also connected with the brake resistor and used for resistance braking when the locomotive brakes, so that two locomotive braking modes of the energy feedback braking and the resistance braking are realized. Specifically, the method comprises the following steps: when the tractor brakes, namely, when a driver pulls the speed regulation handle to the electric braking position, the VCU of the whole vehicle controller detects a braking signal of the locomotive, the output current of the VCU control driver of the whole vehicle controller is zero, the motor stops supplying power, because the tractor still runs forwards with inertia, the motor becomes a generator, the BMS and the VCU of the whole vehicle controller communicate in real time, when the BMS of the battery management system detects that the electric quantity of the battery pack is more than or equal to 90%, the electricity sent by the motor is consumed in a heat energy form through the external braking resistor of the driver, the resistance braking is realized, so that the stable parking of the tractor can be ensured, and the battery can not be damaged due to the fact that the electric quantity of the battery pack is too high instantly, and the. When the battery management system BMS32 detects that the battery power is less than 90%, the electricity sent by the motor is inverted into direct current through the driver to charge the battery pack, so that energy feedback braking is realized, the energy is saved while the tractor can be stably stopped, and the driving mileage is improved. According to the invention, the VCU of the vehicle controller controls the energy feedback brake and the resistance brake, and the automatic switching can be realized according to different electric quantity percentages of the battery pack. The energy feedback brake and the resistance brake can effectively reduce the abrasion of the brake block during mechanical brake, reduce the failure rate and the use cost of the vehicle, and lead the brake to be more efficient and energy-saving.
the system further comprises a vehicle-mounted charging cabinet or/and a vehicle-mounted direct current charging pile, wherein a charging port is arranged on the battery pack, and the vehicle-mounted charging cabinet or/and the vehicle-mounted direct current charging pile charges the battery pack through the charging port. The vehicle-mounted charging cabinet is used for normal charging and is externally connected with a charging interface, but the charging time is relatively long; the charging time of the off-board direct current charging pile is short, the charging pile and the battery pack can be charged independently, different technical parameters can be selected according to the requirements of a user power grid in the existing off-board direct current charging pile, for example, a power supply of an oil-to-electricity locomotive adopts a lithium iron phosphate power battery, the charging time is 2-3 hours by using a 120KW direct current single pile, a charging system is directly connected with the battery pack, and the charging can be carried out by switching on any party. The direct-current single pile charging time is short, the charging time is saved, and the production efficiency is improved.
When the battery pack of the present invention is charged, as shown in the battery management system BMS electrical schematic diagram of fig. 3, the present invention includes the following steps:
s1: connecting a charging interface of the battery pack with a charging gun of a charging pile, enabling a wake-up signal to arrive, carrying out power-on self-test on a battery management system BMS, detecting the adhesion state of a charging relay by the battery management system BMS, detecting the temperature T of the battery pack or the temperature T of each battery of the battery pack when the state is normal, and entering a step S4 when the detected temperature T of the battery pack or the detected temperature T of each battery of the battery pack is within the range that T is more than 0 ℃ and less than or equal to 55 ℃; when T is less than or equal to 0 ℃, the step S2 is carried out;
s2: the battery management system BMS firstly attracts a charging relay, after the total voltage of the battery is detected to be within a set range, attracts a heating relay, requests the battery management system BMS to heat the voltage to be 700V and the current to be 9.2A, and after the Hall detects that the charging pile outputs a stable current larger than 2A, disconnects the charging relay, and then the step S3 is carried out;
S3: pure heating mode; heating to T being more than or equal to 10 ℃, stopping heating, entering step S4, and delaying 1S to disconnect a heating relay;
s4: entering a normal charging mode, actuating a charging relay, controlling a charging gun by a battery management system BMS to charge the battery pack, continuously monitoring the temperature T of the battery in the charging process, and entering S2 again if the temperature T is lower than 0 ℃;
S5: when the electric quantity of the battery pack is detected to be 100%, the charging is finished, the battery management system BMS requests to stop charging, and the battery management system BMS cuts off a charging relay; if the charging pile does not stop charging, the battery management system BMS directly cuts off the charging relay after 5S delay.
during charging, the positive current loop is as follows: the current is charged by the positive pole of the direct current charging pile → the positive pole of the battery pack charging interface → the positive pole charging fuse → the charging relay → the positive pole of the battery pack; the negative current loop is as follows: the negative pole of the battery pack → the negative pole fuse → the negative pole of the battery pack charging interface → the negative pole of the direct current charging pile.
When the battery pack of the present invention is discharged, as shown in the battery management system BMS electrical schematic diagram of fig. 3, the present invention includes the following steps:
S1: turning on a master control switch of the cab, performing power-on self-test on a battery management system BMS (detection items of the battery management system BMS are that T is more than or equal to-20 ℃ and less than or equal to 55 ℃, the total voltage of the battery pack or/and the voltage of each battery of the battery pack are/is within a set threshold), if the battery management system BMS self-test is completed without fault, detecting that the adhesion state of a main positive relay is normal (in a disconnected state before power-on), and entering step S3; if the main positive relay is detected to be adhered or can not be closed, the battery management system BMS enters a fault standby state, high-voltage power-on fails, an alarm signal is sent out, and the step S2 is carried out;
S2: closing a master control switch of the cab, and entering step S1 after the fault is eliminated;
s3: closing the main positive relay, sending a signal of the closed state of the main positive relay to the VCU of the vehicle control unit by the BMS, completing high-voltage electrification, and entering the step S4;
s4: the electricity load starts to use electricity normally, and the battery pack starts to discharge electricity.
During discharging, the positive current loop is as follows: the positive pole of the battery pack → the main positive relay → the hall sensor → the total positive output end of the battery pack → the DC input of the power distribution unit, and the negative pole current loop is as follows: the power distribution unit DC input- → the total negative output end of the battery pack → the negative fuse → the negative electrode of the battery pack.
Claims (9)
1. the locomotive electrical system is characterized by comprising a vehicle control unit VCU (1), a battery unit (3), a power distribution unit (4), a driver (5), a motor (6), an inverter power supply (7), an inverter (8) and a direct-current voltage reduction unit (9), wherein the vehicle control unit VCU is in communication connection with the battery unit, the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit in a bus mode, the battery unit comprises a battery pack (31) and a battery management system BMS (32), and the battery management system BMS detects state parameters of the battery pack and feeds the state parameters back to the vehicle control unit VCU; the input end of the power distribution unit is connected with the battery pack, and the output end of the power distribution unit is respectively connected with the driver, the inverter power supply, the inverter and the direct-current voltage reduction unit, wherein the driver is connected with the motor; the inverter power supply is connected with 220V alternating current electric equipment; the direct current voltage reduction unit is connected with 24V direct current electric equipment.
2. A locomotive electrical system according to claim 1, further characterized in that a human machine interface (2) is connected to the vehicle control unit VCU, said human machine interface comprising a remote control (21) and a console (22).
3. The locomotive electrical system of claim 1, further characterized in that the system further comprises a vehicle-mounted charging cabinet or/and an off-board dc charging post, wherein a charging port is provided on the battery pack, and the vehicle-mounted charging cabinet or/and the off-board dc charging post charges the battery pack through the charging port.
4. The locomotive electrical system of claim 1, further characterized in that one of the output terminals of the power distribution unit is connected to a driver, and is converted by the driver into 380V ac power with adjustable frequency for powering the motor; the second output end of the power distribution unit is connected with an inverter power supply, and the power is converted into 220V alternating current through the inverter power supply to supply power for 220V alternating current electric equipment; the third output end of the power distribution unit is connected with an inverter, and is converted into 380V alternating current through the inverter to supply power to each 380V alternating current electric equipment; and the fourth output end of the power distribution unit is connected with the direct-current voltage reduction unit, and the voltage is reduced by the direct-current voltage reduction unit to supply power to each 24V direct-current electric equipment.
5. A locomotive electrical system according to claim 1, further characterized in that a battery unit failure alarm unit is connected to the battery unit, wherein the battery pack is connected in parallel with a total voltage acquisition module and/or each battery of the battery pack is connected in series with a partial voltage acquisition module.
6. The locomotive electrical system of claim 1, further characterized in that a driver fault detection unit is further connected to the driver, wherein the driver fault detection unit detects status information of the driver via a driver detection loop and transmits the status information to the vehicle control unit VCU.
7. The locomotive electrical system of claim 1, further characterized in that a brake resistor is connected to the output of the driver while the output of the driver is connected to the power distribution unit.
8. the method of charging a battery pack of a locomotive electrical system of any of claims 1-7, comprising the steps of:
S1: connecting a charging interface of the battery pack with a charging gun of a charging pile, enabling a wake-up signal to arrive, carrying out power-on self-test on a battery management system BMS, detecting the adhesion state of a charging relay by the battery management system BMS, detecting the temperature T of the battery pack or the temperature T of each battery of the battery pack when the state is normal, and entering a step S4 when the detected temperature T of the battery pack or the detected temperature T of each battery of the battery pack is within the range that T is more than 0 ℃ and less than or equal to 55 ℃; when T is less than or equal to 0 ℃, the step S2 is carried out;
S2: the battery management system BMS firstly attracts a charging relay, after the total voltage of the battery is detected to be within a set range, attracts a heating relay, requests the battery management system BMS to heat the voltage to be 700V and the current to be 9.2A, and after the Hall detects that the charging pile outputs a stable current larger than 2A, disconnects the charging relay, and then the step S3 is carried out;
S3: pure heating mode; heating to T being more than or equal to 10 ℃, stopping heating, entering step S4, and delaying 1S to disconnect a heating relay;
S4: entering a normal charging mode, actuating a charging relay, controlling a charging gun by a battery management system BMS to charge the battery pack, continuously monitoring the temperature T of the battery in the charging process, and entering S2 again if the temperature T is lower than 0 ℃;
S5: when the electric quantity of the battery pack is detected to be 100%, the charging is finished, the battery management system BMS requests to stop charging, and the battery management system BMS cuts off a charging relay; if the charging pile does not stop charging, the battery management system BMS directly cuts off the charging relay after 5S delay.
9. The method of discharging a battery pack of a locomotive electrical system of any of claims 1-7, comprising the steps of:
s1: electrifying the battery management system BMS for self-checking, if the battery management system BMS self-checking is finished without faults, detecting that the adhesion state of the main positive relay is normal, and entering the step S3; if the main positive relay is detected to be adhered or can not be closed, the battery management system BMS enters a fault standby state, and the step S2 is carried out;
S2: after the failure is cleared, the routine proceeds to step S1;
S3: closing the main positive relay, sending a signal of the closed state of the main positive relay to the VCU of the vehicle control unit by the BMS, completing high-voltage electrification, and entering the step S4;
s4: the electricity load starts to use electricity normally, and the battery pack starts to discharge electricity.
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Application publication date: 20191213 |