CN110654268B - Equalizing charge control management method for super-power battery for locomotive - Google Patents
Equalizing charge control management method for super-power battery for locomotive Download PDFInfo
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- CN110654268B CN110654268B CN201910967077.9A CN201910967077A CN110654268B CN 110654268 B CN110654268 B CN 110654268B CN 201910967077 A CN201910967077 A CN 201910967077A CN 110654268 B CN110654268 B CN 110654268B
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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
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/22—Balancing the charge of battery 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
- 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
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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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
- B60L7/10—Dynamic electric regenerative braking
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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
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
- H02J7/0014—Circuits for equalisation of charge between batteries
- H02J7/0019—Circuits for equalisation of charge between batteries using switched or multiplexed charge circuits
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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
Abstract
The invention discloses an ultra-high power battery equalizing charge circuit for a locomotive and a control management method, wherein the charge circuit comprises a battery pack formed by connecting single batteries in parallel and then in series, a plurality of battery packs are connected in series to form a power supply branch, each branch is connected in parallel to a middle direct current loop through an anti-parallel diode of an IGBT (insulated gate bipolar transistor) for load power consumption, and the branches share a precharge resistor for charging a middle direct current loop capacitor. The charging control management method comprises the following steps: during charging, each branch is controlled by an independent IGBT, so that the charging current of each branch is controlled, the state of charge (SOC) of the battery of each branch is consistent, and the voltage is balanced. The invention can avoid circulation among the branches, keep the SOC of the branches consistent, reduce the pressure difference among the branches, better exert the performance of the battery and prolong the service life of the battery.
Description
Technical Field
The invention relates to the field of rail transit, in particular to an ultra-high power battery equalizing charge control management method for locomotives.
Background
At present, a high-power battery for a locomotive mainly comprises two modes, wherein one mode is that a plurality of single batteries are connected in parallel and then connected in series, and the other mode is that a plurality of batteries are connected in series and then connected in parallel in multiple branches. The power battery for the locomotive adopts a plurality of single battery cells to be connected in parallel and then connected in series to form the power battery pack of the high-power locomotive, the mode does not have a redundant function, a certain string of batteries has a problem, and the whole power battery pack cannot be normally used. The power battery for the locomotive has redundancy effect by adopting a mode that a plurality of batteries are connected in series and then a plurality of branches are connected in parallel, but a plurality of groups of batteries are easy to form circulation and unbalanced in discharge, so that the performance of the power battery pack is not facilitated.
Disclosure of Invention
In order to solve the problems, the invention provides an ultra-high power battery equalizing charge control management method for a locomotive, which is applied to a battery equalizing charge circuit, wherein the battery equalizing charge circuit is used for forming a battery pack by connecting single batteries in parallel and then in series, a plurality of battery packs are connected in series to form a power supply branch, each branch is connected in parallel to a middle direct current loop through an anti-parallel diode of an IGBT (insulated gate bipolar transistor) to supply power for a load, and the branches share a precharge resistor to charge a middle direct current loop capacitor. Each branch is charged in an equalizing way through an independent IGBT (insulated gate bipolar transistor), and the magnitude of equalizing current is controlled by controlling the duty ratio of the IGBT, so that the residual capacity of the battery of each branch is consistent, and the voltage is equalized, wherein the charging method during external power supply charging is as follows:
s11, assuming that the residual capacities of the batteries before charging of the branches are respectively SOC 1 、SOC 2 And SOC (System on chip) 3 SOC at the final full charge 0 The charging time is h, and the charging current of each branch is as follows:
s12, assuming that the residual capacity of the battery of the first branch is the lowest, and the residual capacity value of the battery of the other branches is to be tracked when the charging is finished, the charging current of the other branches is required to be reduced in proportion by taking the charging current of the first branch as a reference, and the calculation formula is as follows:
s13, the microcomputer control system controls the residual capacity of each branch battery to be kept at 95%, the branch battery is kept stand for 10 minutes after charging is completed, and then the microcomputer control system supplements electricity to the branch battery with low voltage according to the charging current of 0.1C, so that the consistency of the residual capacities of the batteries is finally achieved.
Further, if the calculated charging current according to formulas 3-4 and 3-5 is greater than the maximum charging current allowed by each of the branch management systems, it is assumed that the maximum charging current I allowed by the second branch management system m2 <I 2 The remaining branches reduce the charging current proportionally, and the calculation formula is as follows:
still further, if the calculated charging current values of two branches are larger than the allowable value of the branch management system, the lowest current is taken as the proportional reference value, and the calculation modes are as shown in formulas 3-6 and 3-7.
Further, if a certain branch is protected by correlation, the charging of the branch is automatically stopped, and the rest branches continue to be charged until the branches are full; resetting the fault after the branch which is stopped in advance is kept still, if the fault is eliminated, continuously charging to be full, keeping still for 10 minutes, and then supplementing electricity to the branch with low voltage according to the charging current of 0.1C by a microcomputer control system, so that the consistency of the residual capacity of the batteries is finally achieved; if the fault is not eliminated, the branch circuit can be used after checking.
Further, in the small operation mode, the charging method of the diesel generator set is as follows:
s21, idle working condition: firstly, comparing the residual capacity of the batteries of each branch, and calculating the charging current of the rest branches according to 3-4 and 3-5 by taking the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference; if the charging current calculated by a branch is larger than the maximum charging current allowed by a branch management system, taking the lowest current as a proportion reference, and calculating the same formulas 3-6 and 3-7;
s22, traction working conditions: the charging strategy is the same as the idle running working condition, and the charging current is determined according to the charging current calculated after the traction power is subtracted from each gear;
s23, dynamic braking working conditions: if the residual capacities of all the branch batteries are basically consistent, performing feedback braking according to the charging current specified by the braking characteristic curve, wherein the feedback performance is not weakened; if the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the insufficient part is shared by the braking resistors.
Further, in the shunting mode, the charging method of the diesel generator set is as follows:
s31, traction working conditions: after the power battery is switched into a charging working condition, the residual capacity of the batteries of all the branches is compared, and the charging current of the rest branches is calculated according to 3-4 and 3-5 by taking the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference; if the charging current calculated by a branch is larger than the maximum charging current allowed by a branch management system, taking the lowest current as a proportion reference, and calculating the same formulas 3-6 and 3-7; after the charging is finished, standing for 10 minutes, and then, supplementing electricity to a branch with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the battery is finally achieved; if a certain branch is protected by correlation, the charging of the branch is automatically stopped, the rest branches continue to be charged until the value is full, the branches stopped in advance are kept still, then the fault is reset, if the fault is eliminated, the charging is continued to be full, the rest is carried out for 10 minutes, then the microcomputer control system supplements the power to the branch with low voltage according to the charging current of 0.1C, and finally the consistency of the residual capacity of the battery is achieved; if the fault is not eliminated, the branch circuit can be used after the fault is checked;
s32, dynamic braking working conditions: if the residual capacities of all the branch batteries are basically consistent, performing feedback braking according to the charging current specified by the braking characteristic curve, wherein the feedback performance is not weakened; if the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the deficiency is shared by resistance braking.
Further, the equalizing charge method between the power cells is as follows:
s41, two-branch charge balance control strategy: when the voltage difference of the two branches exceeds a threshold value, firstly, a branch with high voltage is put into to precharge the middle direct-current capacitor; after the charging is finished, the microcomputer control system controls the charging current according to the residual capacity condition of the battery, and after the voltage difference is gradually reduced to a certain threshold value, floating charging is carried out to enable the voltage difference to be minimum; when the charging current is smaller than a certain value, stopping equalizing charging, prompting a driver to complete equalizing, and prohibiting locomotive loading operation in the equalizing process;
s42, three-branch charge balance control strategy: the three branches are divided into two cases, one is low and the other is high; the second case is that two branches are low and one branch is high, specifically as follows:
s421. first case: when the locomotive is stationary, the residual capacity of the battery is more than 30 percent and the state of starting the diesel engine is not reached, when the voltage difference reaches a threshold value, the microcomputer control system prompts a driver to perform manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically performs equalization operation; when the voltage difference exceeds a threshold value, firstly, a branch circuit with high voltage is put into to precharge the middle direct current capacitor, and after the charging is completed, another battery branch circuit with high voltage is put into; after the two battery branches are put into, the microcomputer control system controls the charging current according to the residual capacity condition of the battery, and after the voltage difference is gradually reduced to a certain threshold value, floating charging is carried out, so that the voltage difference is minimized; when the charging current is smaller than a certain value, stopping equalizing charging, prompting a driver to complete equalizing, and prohibiting locomotive loading operation in the equalizing process;
s422. second case: when the locomotive is stationary, when the voltage difference reaches a threshold value, the microcomputer control system prompts a driver to perform manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically performs equalization operation; when the voltage difference exceeds a threshold value, firstly, a branch circuit with high voltage is put into to precharge the middle direct current capacitor, and after the charging is completed, the branch circuit with high voltage is normally put into; the microcomputer control system controls the charging currents of the two branches respectively according to the residual capacity condition of the battery, floating charging is carried out after the voltage difference of the three branches is gradually reduced to a certain threshold value, so that the voltage difference of the three branches is minimum, and balanced charging is stopped after the charging current is smaller than a certain value, a driver is prompted to complete balanced operation, and locomotive loading operation is forbidden in the balanced process.
The invention has the beneficial effects that: the invention can avoid circulation among the branches, keep the residual capacity of the batteries of the branches consistent, reduce the pressure difference among the branches, better exert the performance of the batteries and prolong the service life of the batteries.
Drawings
FIG. 1 is a schematic diagram of a three-branch battery parallel power supply;
fig. 2 is a charging circuit diagram at the time of external power supply charging;
FIG. 3 is a circuit diagram of a fault bypass stop charging circuit during charging of an external power source;
FIG. 4 is a circuit diagram of a feedback brake operating mode;
fig. 5 is a charge equivalent circuit diagram between two branch batteries;
fig. 6 is a circuit diagram of charge equalization between batteries;
fig. 7 is a diagram of a three-branch charge equalization circuit;
fig. 8 is a third charge equalization circuit diagram;
reference numerals: VT 1-VT 6 are gate electrode driving units, GB 1-GB 3 are power batteries, L1-L3 are smoothing reactors, KM 1-KM 7 are contactors, VD 1-VD 9 are diodes, C1-C3 are capacitors, R0-R3 are resistors, and K1-K3 are switches.
Detailed Description
For a clearer understanding of technical features, objects, and effects of the present invention, a specific embodiment of the present invention will be described with reference to the accompanying drawings. It should be understood that the particular embodiments described herein are illustrative only and are not intended to limit the invention, i.e., the embodiments described are merely some, but not all, of the embodiments of the invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.
1 hardware circuit
The battery system of the oil-electricity hybrid power locomotive adopts a mode that single batteries are connected in parallel and then connected in series to form a battery pack, a plurality of battery packs are connected in series to form a power supply branch, and a plurality of branches are connected in parallel to a middle direct current loop through anti-parallel diodes of IGBT (insulated gate bipolar transistor) to supply power for loads. The precharge resistor is shared by a plurality of branches to charge the intermediate direct current loop capacitor. The anti-parallel diode of the IGBT can prevent the circulation of power batteries when the power batteries are supplied in parallel, but because of the large number of series-parallel batteries, the inconsistency of the single batteries will cause the characteristic of each branch to be different, and the voltage and the State of Charge (SOC) of the batteries will be different. When each branch is applied in parallel, reasonable control strategies must be considered, so that the discharge current of each branch is balanced as much as possible, and the residual capacity of the battery is kept as consistent as possible. The multi-branch parallel power supply schematic diagram is shown in fig. 1.
2 charging control method
In order to make the voltage and the remaining capacity of the battery basically consistent during discharging, the battery performance is exerted as much as possible, the service life of the battery is ensured, and the balance of each branch circuit needs to be considered during charging. Each branch is controlled by an independent IGBT, so that the charging current of each branch can be accurately controlled, the residual capacity of the battery of each branch is consistent, and the voltage is balanced. The control system can automatically control the charging current of each branch according to the state of each group of batteries without considering the voltage difference of each branch in the initial charging stage.
2.1 external Power charging
As shown in fig. 2, the charging circuit diagram of the external power supply is shown, when the external power supply is charged, each branch strictly controls the voltage of the single body to be not more than 3.7V, the total voltage to be not more than 3.65x440 knots, the residual capacity of the storage battery to be not more than 95%, and the maximum charging current to be within 1C. If an alarm occurs to a certain branch, the charging of the branch is stopped independently, and a circuit diagram of stopping the charging of the fault branch is shown in fig. 3.
Selecting charging current of each branch: the remaining capacities of the battery before charging of each branch are respectively SOC1, SOC2 and SOC3, SOC0 when the battery is finally full, and the charging time is h, and the charging current of each branch is as follows.
Assuming that the remaining battery capacity of the first branch is the lowest, to catch up with the remaining battery capacity values of the remaining branches at the end of charging, the charging current of the other branches needs to be reduced proportionally with reference to the charging current of the first branch, and the calculation formula is as follows.
The microcomputer control system controls the residual capacity of each branch battery to be kept at 95%. And standing for 10min after the charging is finished, and supplementing electricity to the branch circuit with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the battery is finally achieved.
If the calculated charging current according to equations 3-4 and 3-5 is greater than the maximum charging current allowed by each of the branch management systems, assuming the maximum charging current allowed by the second branch management system Im2< I2, the remaining branches proportionally reduce the charging current.
Assuming that the calculated values of the two branches are larger than the allowable value of the management system, the lowest current is taken as a proportion reference value, and the calculation modes are as shown in the formulas 3-6 and 3-7.
If a certain branch is protected in a related mode, the charging of the branch is automatically stopped, and the rest branches continue to be charged until the branches are full. And (3) resetting the fault after standing the branch which is stopped in advance, if the fault is eliminated, continuously charging to be full, standing for 10min, and then supplementing electricity to the branch with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the batteries is finally achieved. If the fault is not eliminated, the branch circuit can be used after checking.
2.2 Diesel generating set charging
2.2.1 Small operating mode
1) Idle running condition
The residual capacity of the batteries of all the branches is compared, and the charging current of the rest branches is calculated according to the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference and the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference. If the charging current calculated by the branch circuit is larger than the charging current allowed by the management system, the lowest current is taken as a proportion reference, and the same formulas 3-6 and 3-7 are calculated.
2) Traction conditions
The charging strategy is the same as the idle running condition, and the charging current is determined according to the charging current calculated after the traction power is subtracted from each gear.
3) Dynamic braking condition
If the residual capacities of all the branch batteries are basically consistent, the feedback braking is carried out according to the charging current specified by the braking characteristic curve, and the feedback performance is not weakened. If the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the insufficient part is shared by the braking resistors. A circuit diagram for the feedback braking mode is shown in fig. 4.
2.2.2 shunting mode
1) Traction conditions
After the power battery is switched into a charging working condition, the residual capacity of the battery of each branch is compared, and the charging current of the rest branches is calculated according to the allowable charging current of the branch with the minimum residual capacity of the battery as a reference and the allowable charging current of the branch with the minimum residual capacity of the battery as a reference. If the charging current calculated by the branch circuit is larger than the charging current allowed by the management system, the lowest current is taken as a proportion reference, and the same formulas 3-6 and 3-7 are calculated.
After the charging is finished, standing for 10min, and then, supplementing electricity to the branch with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the batteries is finally achieved.
If a certain branch is protected in a related mode, the charging of the branch is automatically stopped, and the rest branches continue to be charged until the value is full. And (3) resetting the fault after standing the branch which is stopped in advance, if the fault is eliminated, continuously charging to be full, standing for 10min, and then supplementing electricity to the branch with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the batteries is finally achieved. If the fault is not eliminated, the branch circuit can be used after checking.
2) Braking condition
If the residual capacities of all the branch batteries are basically consistent, the feedback braking is carried out according to the charging current specified by the braking characteristic curve, and the feedback performance is not weakened. If the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the deficiency is shared by resistance braking.
2.3 equalizing Charge between Power batteries
Because of the inherent parallel characteristics of multi-branch batteries, in order to better exert the battery performance and improve the battery life, the discharge of each branch must be balanced as much as possible during charging.
However, in the use process, the voltages of the branches are inconsistent after the discharge due to the different internal characteristics of the branches, so that automatic equalization among the storage batteries is required.
2.3.1 charging equivalent circuit between two branch batteries
In order to keep the balance of the branches, the branches with high voltage and high residual capacity of the battery need to be charged to the branches with low voltage and low residual capacity of the battery, so that the voltages of the two branches are basically consistent, and then the two branches are put into operation at the same time, and a charging equivalent circuit is shown in fig. 5.
2.3.2 two-branch charge equalization control strategy
The battery balancing of the two branches is preferably carried out by a driver according to the situation when the locomotive is stationary, and after the pressure difference exceeds a certain value, the microcomputer control system carries out balancing on the two branches, and as shown in fig. 6, charge balancing is carried out among the batteries.
When the voltage difference exceeds a threshold value, a branch circuit with high voltage is firstly put into to precharge the middle direct current capacitor. After the charging is finished, the microcomputer control system controls the duty ratio of the VT1 to control the charging current according to the condition of the residual capacity of the battery, the VT1 is completely opened after the pressure difference is gradually reduced to a certain threshold value, floating charging is carried out, the differential pressure between the two branch circuits is enabled to be minimum, when the charging current is smaller than a certain value, balanced charging is stopped, a driver is prompted to finish balanced, and locomotive loading operation is forbidden in the balanced process.
2.3.3 three-branch charge equalization control strategy
Three branches are divided into two cases, one branch is low and the other branch is high; the other is that two branches are low and one branch is high.
1) In the first case, one leg is low and two legs are high.
Under the condition that the locomotive is stationary, the residual capacity of the battery is more than 30 percent, the state of starting the diesel engine is not reached, when the pressure difference reaches a threshold value, the microcomputer display screen prompts a driver to perform manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically performs equalization operation.
When the voltage difference exceeds a threshold value, a branch circuit with high voltage is firstly put into to precharge the middle direct current capacitor. After the charging is completed, another high-voltage battery branch is put in. After the two battery branches are put into, the microcomputer controls the duty ratio of VT1 to control the charging current according to the residual capacity condition of the battery, after the pressure difference is gradually reduced to a certain threshold value, VT1 is completely opened to carry out floating charge, so that the voltage difference of the two branches is minimum, when the charging current is smaller than a certain value, balanced charging is stopped, a driver is prompted to complete balanced operation, and locomotive loading operation is forbidden in the balanced process. The charge equalization circuit is shown in fig. 7.
2) In the second case, two branches are low and one branch is high.
When the locomotive is stationary, when the differential pressure reaches a threshold value, the microcomputer display screen prompts the driver to conduct manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically conducts equalization operation.
When the voltage difference exceeds a threshold value, a branch circuit with high voltage is firstly put into to precharge the middle direct current capacitor. After the charging is completed, the high-voltage branch is normally put into. The microcomputer controls the duty ratio of VT1 and VT2 to control the charging current of two branches respectively according to the residual capacity of the battery, when the differential pressure of three branches is gradually reduced to a certain threshold value, the VT1 and VT2 are completely opened for floating charge, so that the differential pressure of the three branches is minimum, when the charging current is smaller than a certain value, the balanced charging is stopped, a driver is prompted to complete the balancing, and the loading operation of the locomotive is forbidden in the balancing process. The charge equalization circuit is shown in fig. 8.
3. Discharge control method
3.1 Shunting mode
If the voltages of all the branches are the same, the first branch is taken as a pre-charging branch, the pre-charging contactor is put into the first branch, after the intermediate direct current voltage reaches 1250V, the pre-charging is completed, the power supply contactor is closed, and the rest branch power supply contactors are closed after the branch contactors are closed.
If the residual capacity of each branch battery is more than 20%, the residual capacity of each branch battery is within 10%, and the discharging control strategy carries out traction according to the normal traction characteristic of the locomotive. If the residual capacity of any one branch battery is less than 20 percent or the residual capacities of any two branches battery differ by more than 10 percent, the diesel engine is started, each branch is charged, and the charging control strategy is carried out according to the requirements of section 2.2.2. The diesel engine needs to continuously work for 10 minutes after being started no matter the residual capacity of the battery is high or low, and after the diesel engine continuously works for 10 minutes, when the handle of the driver is below 6 bits, the diesel engine generator needs to work until the residual capacity of the battery is more than 90%, and the diesel engine can be automatically stopped. When the handle of the driver is above 6 handle positions and under the balanced working condition, if the residual capacity difference of any two branch batteries is more than 5%, the locomotive is pulled according to the traction characteristic of the 6 handle positions, and the batteries are charged in a balanced mode until the residual capacity difference of the batteries is less than 5%, and the locomotive can be pulled according to the current handle position.
3.2 Small run mode
1) Idle running condition
The idle condition does not involve discharge.
2) Traction conditions
The control strategy below the handle position 2 is balanced according to the control strategy, see 2) of 2.2.1, and the power battery is not allowed to discharge at the moment;
2, above the handle position, when the residual capacity difference of each branch battery is less than 10%, the power battery is allowed to discharge, and the locomotive traction is carried out according to the traction characteristic of the current handle position;
and 2, when the difference of the residual capacities of the batteries of the branches is more than 10%, the power battery is not allowed to discharge, the locomotive is pulled by the power supplied by the diesel generator according to the traction characteristic of the 2-handle position, the batteries are charged in an equalizing way, the control strategy is shown in the 1) of 2.2.1, until the difference of the residual capacities of the batteries is less than 5%, the power battery is allowed to discharge, and the locomotive side can pull according to the current handle position.
The foregoing is merely a preferred embodiment of the invention, and it is to be understood that the invention is not limited to the form disclosed herein but is not to be construed as excluding other embodiments, but is capable of numerous other combinations, modifications and environments and is capable of modifications within the scope of the inventive concept, either as taught or as a matter of routine skill or knowledge in the relevant art. And that modifications and variations which do not depart from the spirit and scope of the invention are intended to be within the scope of the appended claims.
In the description of the present invention, it should be noted that, directions or positional relationships indicated by terms such as "center", "upper", "lower", "left", "right", "inner", "outer", etc., are directions or positional relationships based on those shown in the drawings, or are directions or positional relationships conventionally put in use of the present invention, are merely for convenience of describing the present invention and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific direction, be constructed and operated in a specific direction, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
In the description of the present invention, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "mounted," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; either a wired connection or a wireless connection.
Claims (7)
1. The utility model provides a super high power battery equalizing charge control management method for locomotive, is applied to battery equalizing charge circuit, battery equalizing charge circuit is with single battery form a battery package of establishing ties in parallel again earlier, a plurality of battery packages establish ties and are constituteed a branch circuit of supplying power, each branch circuit is parallelly connected to middle direct current return circuit through the anti-parallel diode of IGBT, supply the load electricity, a plurality of branch circuit sharing precharge resistor charges to middle direct current return circuit electric capacity, characterized by that, each branch circuit is equalizing charge through independent IGBT when charging to through controlling the duty cycle of IGBT, the battery residual capacity of each branch circuit is unanimous by controlling equalizing current's size, the voltage reaches the equalizing, wherein, the charging method when external power source charges is as follows:
s11, assuming that the residual capacities of the batteries before charging of the branches are respectively SOC 1 、SOC 2 And SOC (System on chip) 3 SOC at the final full charge 0 The charging time is h, and the charging current of each branch is as follows:
s12, assuming that the residual capacity of the battery of the first branch is the lowest, and the residual capacity value of the battery of the other branches is to be tracked when the charging is finished, the charging current of the other branches is required to be reduced in proportion by taking the charging current of the first branch as a reference, and the calculation formula is as follows:
s13, the microcomputer control system controls the residual capacity of each branch battery to be kept at 95%, the branch battery is kept stand for 10 minutes after charging is completed, and then the microcomputer control system supplements electricity to the branch battery with low voltage according to the charging current of 0.1C, so that the consistency of the residual capacities of the batteries is finally achieved.
2. The method for controlling equalizing charge of ultra-high power battery for locomotive according to claim 1, wherein if the calculated charge current according to formulas 3-4 and 3-5 is greater than each branchMaximum charging current allowed by the management system, assuming maximum charging current I allowed by the second branch management system m2 <I 2 The remaining branches reduce the charging current proportionally, and the calculation formula is as follows:
3. the method for controlling equalizing charge of ultra-high power battery for locomotive according to claim 2, wherein if the calculated charge current of two branches is greater than the allowable value of the branch management system, the lowest current is taken as the proportional reference value, and the calculation modes are as shown in formulas 3-6 and 3-7.
4. The method for controlling the balanced charging of an ultra-high power battery for a locomotive according to claim 1, wherein if a certain branch is protected by correlation, the charging of the branch is automatically stopped, and the rest branches continue to be charged until the branches are full; resetting the fault after the branch which is stopped in advance is kept still, if the fault is eliminated, continuously charging to be full, keeping still for 10 minutes, and then supplementing electricity to the branch with low voltage according to the charging current of 0.1C by a microcomputer control system, so that the consistency of the residual capacity of the batteries is finally achieved; if the fault is not eliminated, the branch circuit can be used after checking.
5. The method for controlling equalizing charge of a super-power battery for a locomotive according to claim 1, wherein in the small operation mode, the method for charging the diesel generator set comprises the following steps:
s21, idle working condition: firstly, comparing the residual capacity of the batteries of each branch, and calculating the charging current of the rest branches according to 3-4 and 3-5 by taking the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference; if the charging current calculated by a branch is larger than the maximum charging current allowed by a branch management system, taking the lowest current as a proportion reference, and calculating the same formulas 3-6 and 3-7;
s22, traction working conditions: the charging strategy is the same as the idle running working condition, and the charging current is determined according to the charging current calculated after the traction power is subtracted from each gear;
s23, dynamic braking working conditions: if the residual capacities of all the branch batteries are basically consistent, performing feedback braking according to the charging current specified by the braking characteristic curve, wherein the feedback performance is not weakened; if the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the insufficient part is shared by the braking resistors.
6. The method for controlling equalizing charge of a super-power battery for a locomotive according to claim 1, wherein in a shunting mode, the method for charging a diesel generator set is as follows:
s31, traction working conditions: after the power battery is switched into a charging working condition, the residual capacity of the batteries of all the branches is compared, and the charging current of the rest branches is calculated according to 3-4 and 3-5 by taking the allowable charging current of the branch with the minimum residual capacity of the batteries as a reference; if the charging current calculated by a branch is larger than the maximum charging current allowed by a branch management system, taking the lowest current as a proportion reference, and calculating the same formulas 3-6 and 3-7; after the charging is finished, standing for 10 minutes, and then, supplementing electricity to a branch with low voltage according to the charging current of 0.1C by the microcomputer control system, so that the consistency of the residual capacity of the battery is finally achieved; if a certain branch is protected by correlation, the charging of the branch is automatically stopped, the rest branches continue to be charged until the value is full, the branches stopped in advance are kept still, then the fault is reset, if the fault is eliminated, the charging is continued to be full, the rest is carried out for 10 minutes, then the microcomputer control system supplements the power to the branch with low voltage according to the charging current of 0.1C, and finally the consistency of the residual capacity of the battery is achieved; if the fault is not eliminated, the branch circuit can be used after the fault is checked;
s32, dynamic braking working conditions: if the residual capacities of all the branch batteries are basically consistent, performing feedback braking according to the charging current specified by the braking characteristic curve, wherein the feedback performance is not weakened; if the residual capacity of the batteries is inconsistent, the power braking charging strategy still takes the charging current with the minimum residual capacity of the batteries as a reference, the charging current of the rest branch circuits is calculated according to the formulas 3-4 and 3-5, the energy recovery capability is weakened, and the deficiency is shared by resistance braking.
7. The method for controlling the equalizing charge of the ultra-high power battery for the locomotive according to claim 1, wherein the equalizing charge method between the power batteries is as follows:
s41, two-branch charge balance control strategy: when the voltage difference of the two branches exceeds a threshold value, firstly, a branch with high voltage is put into to precharge the middle direct-current capacitor; after the charging is finished, the microcomputer control system controls the charging current according to the residual capacity condition of the battery, and after the voltage difference is gradually reduced to a certain threshold value, floating charging is carried out to enable the voltage difference to be minimum; when the charging current is smaller than a certain value, stopping equalizing charging, prompting a driver to complete equalizing, and prohibiting locomotive loading operation in the equalizing process;
s42, three-branch charge balance control strategy: the three branches are divided into two cases, one is low and the other is high; the second case is that two branches are low and one branch is high, specifically as follows:
s421. first case: when the locomotive is stationary, the residual capacity of the battery is more than 30 percent and the state of starting the diesel engine is not reached, when the voltage difference reaches a threshold value, the microcomputer control system prompts a driver to perform manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically performs equalization operation; when the voltage difference exceeds a threshold value, firstly, a branch circuit with high voltage is put into to precharge the middle direct current capacitor, and after the charging is completed, another battery branch circuit with high voltage is put into; after the two battery branches are put into, the microcomputer control system controls the charging current according to the residual capacity condition of the battery, and after the voltage difference is gradually reduced to a certain threshold value, floating charging is carried out, so that the voltage difference is minimized; when the charging current is smaller than a certain value, stopping equalizing charging, prompting a driver to complete equalizing, and prohibiting locomotive loading operation in the equalizing process;
s422. second case: when the locomotive is stationary, when the voltage difference reaches a threshold value, the microcomputer control system prompts a driver to perform manual equalization, and after the driver sends an equalization instruction to the microcomputer, the microcomputer automatically performs equalization operation; when the voltage difference exceeds a threshold value, firstly, a branch circuit with high voltage is put into to precharge the middle direct current capacitor, and after the charging is completed, the branch circuit with high voltage is normally put into; the microcomputer control system controls the charging currents of the two branches respectively according to the residual capacity condition of the battery, floating charging is carried out after the voltage difference of the three branches is gradually reduced to a certain threshold value, so that the voltage difference of the three branches is minimum, and balanced charging is stopped after the charging current is smaller than a certain value, a driver is prompted to complete balanced operation, and locomotive loading operation is forbidden in the balanced process.
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| CN114172221B (en) * | 2020-09-11 | 2024-03-26 | 郑州深澜动力科技有限公司 | Overcharge-preventing control system of multi-branch battery system |
| CN112140890B (en) * | 2020-09-28 | 2022-03-29 | 中车资阳机车有限公司 | Control method for multi-branch power battery system of hybrid power locomotive |
| CN112994156A (en) * | 2021-03-01 | 2021-06-18 | 株洲中车时代电气股份有限公司 | Multi-branch storage battery pack quick charging control method and system |
| CN113595180B (en) * | 2021-07-16 | 2024-03-19 | 风帆有限责任公司 | Power battery device |
| CN114274841B (en) * | 2021-08-09 | 2023-05-23 | 中车资阳机车有限公司 | Parallel direct-hanging control method for multi-branch power battery system |
| CN117477721B (en) * | 2023-11-02 | 2024-04-02 | 上海勘测设计研究院有限公司 | Battery cluster circulation control system and control method |
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