CN110768314A - Rail vehicle, charging system thereof, charging control device and method - Google Patents
Rail vehicle, charging system thereof, charging control device and method Download PDFInfo
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- CN110768314A CN110768314A CN201810837324.9A CN201810837324A CN110768314A CN 110768314 A CN110768314 A CN 110768314A CN 201810837324 A CN201810837324 A CN 201810837324A CN 110768314 A CN110768314 A CN 110768314A
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- charging
- charging device
- pole
- rail vehicle
- power battery
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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
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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
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/0034—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using reverse polarity correcting or protecting 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
Abstract
The invention discloses a rail vehicle, a charging control device and method thereof, and a charging system, wherein the charging control device comprises: the current taking device is used for connecting the charging device arranged on the charging station when the rail vehicle stops at the charging station; one end of the switching circuit is connected with a power battery of the rail vehicle, the other end of the switching circuit is connected with the current taking device, and the switching circuit comprises a first switching assembly and a second switching assembly; and the controller is respectively connected with the first switch component and the second switch component and is used for controlling the first switch component or the second switch component to be closed according to the connection relation between the current taking device and the charging device so as to keep the polarity of a charging port of the charging device consistent with the positive polarity and the negative polarity of the power battery when the power battery is charged. Therefore, the phenomenon of wrong charging of the rail vehicle when the rail vehicle runs in different directions can be avoided, and the charging reliability of the rail vehicle is improved.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a charging control device of a railway vehicle, the railway vehicle, a charging system of the railway vehicle and a charging control method of the railway vehicle.
Background
In general, when a vehicle, such as a rail vehicle, which requires energy supplied by a power battery runs on a road, if the power battery needs to be charged, the vehicle needs to be controlled to run to a charging station for charging. However, since the direction of the vehicle arriving at the charging station is not fixed, for example, for a charging station in the east-west direction, when the vehicle arrives at the charging station, the traveling direction may be from west to east, and may also be from east to west, so that the situation that the charging positive and negative electrodes are connected reversely may occur during charging, which may cause damage to the power battery, and affect the safety of the vehicle.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first object of the present invention is to provide a charging control device for a rail vehicle, which can prevent the rail vehicle from being charged incorrectly when the rail vehicle is driven in different directions, and improve the reliability of the rail vehicle charging.
A second object of the invention is to propose a rail vehicle.
A third object of the invention is to propose a charging system for a rail vehicle.
A fourth object of the present invention is to propose a method for controlling the charging of a rail vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a rail vehicle, including: the flow taking device is arranged on a railway vehicle and used for connecting a charging device arranged at the charging station when the railway vehicle stops at the charging station, wherein when the running directions of the railway vehicle are different, the connection relationship between the flow taking device and the charging device is different; one end of the switching circuit is connected with a power battery of the railway vehicle, the other end of the switching circuit is connected with the current taking device, and the switching circuit comprises a first switching component and a second switching component; the controller is respectively connected with the first switch assembly and the second switch assembly, and is used for determining the connection relation between the current taking device and the charging device and controlling the first switch assembly to be closed or the second switch assembly to be closed according to the connection relation so as to enable the polarity of the power battery to be consistent with the polarity of the charging device.
According to the charging control device of the railway vehicle, when the railway vehicle is charged through the charging device of the charging station, the polarity of the charging port of the charging device can be consistent with the positive polarity and the negative polarity of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the railway vehicle runs in different directions is avoided, and the charging reliability of the railway vehicle is improved.
In order to achieve the above object, an embodiment of a second aspect of the present invention provides a rail vehicle, including: the power battery is used for supplying power to the electric system of the whole vehicle; in the charging control device for the rail vehicle according to the above embodiment, when the current drawing device is connected to a charging device provided in a charging station, the polarity of the power battery is made to be the same as the polarity of the charging device.
According to the rail vehicle provided by the embodiment of the invention, by adopting the charging control device of the rail vehicle provided by the embodiment, when the rail vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be kept consistent with the positive and negative polarities of the power battery without changing the structure of the current taking device and/or the charging device, so that the phenomenon of wrong charging when the rail vehicle runs in different directions is avoided, and the charging reliability of the rail vehicle is improved.
In order to achieve the above object, a third embodiment of the present invention provides a charging system for a rail vehicle, including: the rail vehicle of the above embodiment; the charging device is arranged at a charging station and is used for charging the rail vehicle.
According to the charging system of the railway vehicle, when the railway vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be consistent with the positive and negative polarities of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the railway vehicle runs in different directions is avoided, and the charging reliability of the railway vehicle is improved.
In order to achieve the above object, a fourth aspect of the present invention provides a method for controlling charging of a rail vehicle, where the rail vehicle is the rail vehicle according to the second aspect, and the method includes: when the rail vehicle stops at a charging station, determining the connection relation between the current taking device and a charging device arranged at the charging station; and controlling the first switch component to be closed or controlling the second switch component to be closed according to the connection relation between the current taking device and the charging device, so that the polarity of the power battery is consistent with that of the charging device.
According to the charging control method of the railway vehicle, when the railway vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be kept consistent with the positive polarity and the negative polarity of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the railway vehicle runs in different directions is avoided, and the charging reliability of the railway vehicle is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a block schematic diagram of a charge control device of a rail vehicle according to one embodiment of the invention;
fig. 2 is a schematic diagram of a connection relationship of a current drawing device and a charging device according to an example of the present invention;
fig. 3 is a schematic diagram of a connection relationship of a current drawing device and a charging device according to another example of the present invention;
fig. 4 is a schematic structural diagram of a charge control device of a rail vehicle according to an embodiment of the present invention;
fig. 5 is a schematic structural view of a charge control apparatus of a railway vehicle according to another embodiment of the present invention;
fig. 6 is an operational flowchart of a charge control device of a rail vehicle according to an embodiment of the present invention;
FIG. 7 is a block schematic diagram of a rail vehicle according to an embodiment of the invention;
FIG. 8 is a block schematic diagram of a charging system for a rail vehicle according to an embodiment of the invention
Fig. 9 is a flowchart of a charging control method of a rail vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A rail vehicle, a charging system thereof, and a charging control method thereof according to embodiments of the present invention are described below with reference to the accompanying drawings.
Fig. 1 is a block schematic diagram of a charge control device of a rail vehicle according to one embodiment of the invention. As shown in fig. 1, the charge control device 100 for a railway vehicle includes: a stream taking device 10, a switching circuit 20 and a controller 30.
Referring to fig. 1, the current collecting device 10 is disposed on a rail vehicle and is used for connecting a charging device disposed at a charging station when the rail vehicle stops at the charging station, wherein the connection relationship between the current collecting device 10 and the charging device is different when the rail vehicle travels in different directions. The switching circuit 20 is arranged on the railway vehicle, one end of the switching circuit 20 is connected with the power battery, the other end of the switching circuit 20 is connected with the current taking device 10, and the switching circuit 20 comprises a first switching assembly 21 and a second switching assembly 22. The controller 30 is connected to the first and second switching assemblies 21 and 22, respectively.
Alternatively, to facilitate the charging of the rail vehicle, reducing or avoiding unnecessary parking, a charging station may be provided at the parking station of the rail vehicle. It should be noted that when the rail vehicle stops at the charging station in different directions, the connection position of the current drawing device 10 and the charging device of the charging station is the same.
In this embodiment, the controller 30 is configured to determine a connection relationship between the current drawing device 10 and the charging device, and control the first switch component 21 to close or control the second switch component 22 to close according to the connection relationship, so that the polarity of the power battery is consistent with the polarity of the charging device. Specifically, a first pole of the power battery is connected with a first pole of the charging device, and a second pole of the power battery is connected with a second pole of the charging device, wherein the first pole of the power battery and the first pole of the charging device have the same polarity, such as both positive poles or negative poles, and the second pole of the power battery and the second pole of the charging device have the same polarity, such as both negative poles or positive poles.
In one embodiment of the present invention, the first current collector 11 and the second current collector 12 may be charging blades, and the charging device may include a charging slot, in which the charging blade may be inserted when the rail vehicle is parked at the charging station, i.e. a connection to the charging device is achieved.
Therefore, when the rail vehicle is charged through the charging device, the polarity of the charging port of the charging device can be kept consistent with the positive and negative polarities of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the rail vehicle runs in different directions is avoided, and the charging reliability of the rail vehicle is improved.
In one embodiment of the present invention, as shown in fig. 2 and 3, the flow taking device 10 includes a first flow taking device 11 and a second flow taking device 12. When the first current collector 11 is connected to the first pole of the charging device and the second current collector 12 is connected to the second pole of the charging device, the controller 30 controls the first switch module 21 to be closed, so that the first pole of the power battery is connected to the first current collector 11 and the second pole of the power battery is connected to the second current collector 12; and when the first current collector 11 is connected to the second pole of the charging device and the second current collector 12 is connected to the first pole of the charging device, the controller 30 controls the second switch component 22 to be closed, so that the first pole of the power battery is connected to the second current collector 12, and the second pole of the power battery is connected to the first current collector 11.
Specifically, in one example, the controller 30 may acquire the traveling direction of the rail vehicle when determining the connection relationship between the current drawing device 10 and the charging device, and determine that the first current drawing device 11 is connected to the first pole of the charging device and the second current drawing device 12 is connected to the second pole of the charging device when the rail vehicle stops at the charging station in the first direction; and when the rail vehicle 100 stops at the charging station in the second direction, determining that the first current collector 11 is connected to the second pole of the charging device, and the second current collector 12 is connected to the first pole of the charging device, wherein the second direction and the first direction are opposite to each other.
For example, referring to fig. 2, when the rail vehicle travels from left to right and stops at the charging station, the first current collector 11 is connected to the positive electrode of the charging device, the second current collector 12 is connected to the negative electrode of the charging device, and the controller 30 may control the first switch component 21 to be closed, so that the positive electrode of the power battery is connected to the first current collector 11, the negative electrode of the power battery is connected to the second current collector 12, so that the positive electrode of the power battery is connected to the positive electrode of the charging device, and the negative electrode of the power battery is connected to the charging device, thereby ensuring the accuracy of the charging connection.
Referring to fig. 3, when the rail vehicle travels from right to left and stops at the charging station, the first current collector 11 is connected to the negative electrode of the charging device, the second current collector 12 is connected to the positive electrode of the charging device, and the controller 30 can control the second switch component 22 to be closed at this time, so that the positive electrode of the power battery is connected to the second current collector 12, the negative electrode of the power battery is connected to the first current collector 11, thereby realizing that the positive electrode of the power battery is connected to the positive electrode of the charging device, and the negative electrode of the power battery is connected to the charging device, thereby ensuring the accuracy of the charging connection.
In one embodiment of the present invention, as shown in fig. 4, the first switch assembly 21 includes a first switch KM1 and a second switch KM 2. One end of the first switch KM1 is connected to the first pole of the power battery, and the other end of the first switch KM1 is connected to the first current collector 11, and forms a first node a, that is, the port # 1 shown in fig. 4 is connected to the first current collector 11; one end of the second switch KM2 is connected to the second pole of the power battery, and the other end of the second switch KM2 is connected to the second current collector 12, and forms a second node b, that is, the # 2 port shown in fig. 4 is connected to the second current collector 12. In this embodiment, the controller 30 is used to control the closing and opening of the first switch KM1 and the second switch KM 2.
Further, as shown in fig. 4, the second switch assembly 22 includes a third switch KM3 and a fourth switch KM 4. One end of the third switch KM3 is connected with the first node a, and the other end of the third switch KM3 is connected with the second pole of the power battery; one end of the fourth switch KM4 is connected to the first pole of the power battery, and the other end of the fourth switch KM4 is connected to the second node b. In this embodiment, the controller 30 is used to control the closing and opening of the third switch KM3 and the fourth switch KM 4.
Wherein, the first switch KM1, the second switch KM2, the third switch KM3 and the fourth switch KM4 can adopt contactors.
In another embodiment of the present invention, as shown in fig. 5, the first and second switching assemblies 21 and 22 include: a first single pole double throw switch SW1 and a second single pole double throw switch SW 2.
Referring to fig. 5, the stationary terminal of the first single-pole double-throw switch SW1 is connected to the first current collector 11, the first movable terminal of the first single-pole double-throw switch SW1 is connected to the first pole of the power battery, and the second movable terminal of the first single-pole double-throw switch SW1 is connected to the second pole of the power battery; the stationary end of the second single-pole double-throw switch SW2 is connected to the second current collector 12, the first movable end of the second single-pole double-throw switch SW2 is connected to the first pole of the power battery, and the second movable end of the second single-pole double-throw switch SW2 is connected to the second pole of the power battery. The controller 40 is used for controlling the connection between the stationary end of the first single-pole double-throw switch SW1 and the stationary end of the second single-pole double-throw switch SW2 and the first movable end and the second movable end respectively.
Specifically, in this embodiment, the first switch assembly 11 includes a stationary terminal and a first moving terminal of a first single pole double throw switch SW1, and a stationary terminal and a second moving terminal of a second single pole double throw switch SW 2; the second switch assembly 22 includes a stationary terminal and a second movable terminal of a first single pole double throw switch SW1, and a stationary terminal and a first movable terminal of a second single pole double throw switch SW 2.
Optionally, the stationary terminal of the first single-pole double-throw switch SW1 may be further connected to the first pole of the power battery, the first movable terminal of the first single-pole double-throw switch SW1 is connected to the first current collector 21, and the second movable terminal of the first single-pole double-throw switch SW1 is connected to the second current collector 22. Meanwhile, the stationary terminal of the second single-pole double-throw switch SW2 is connected to the second pole of the power battery, the first movable terminal of the second single-pole double-throw switch SW2 is connected to the first current collector 21, and the second movable terminal of the second single-pole double-throw switch SW2 is connected to the second current collector 22. In this embodiment, the first switch assembly 21 includes a stationary terminal and a first moving terminal of a first single pole double throw switch SW1, and a stationary terminal and a second moving terminal of a second single pole double throw switch SW 2; the second switch assembly 22 includes a stationary terminal and a second moving terminal of a first single pole double throw switch SW1, and a stationary terminal and a first moving terminal of a second single pole double throw switch SW 2.
Further, as shown in fig. 4 and 5, the charging control apparatus 100 for a railway vehicle further includes a voltage detector 40. The voltage detector 40 is arranged on the rail vehicle, one end of the voltage detector 40 is connected with the first node a, the other end of the voltage detector 40 is connected with the second node b, and the voltage detector 40 is used for detecting the polarity of the output voltage on the direct current side of the charging device when the rail vehicle stops at the charging station and the controller 30 does not acquire the driving direction within the preset time. It should be understood that the charging device is used for providing the rail vehicle with the direct current required for charging the rail vehicle, and the direct current side of the charging device is the side which is connected with the current taking device 10 and can output the direct current.
Specifically, a contactor may be connected between the charging slot of the charging device and the charger, and the contactor may be a normally open contactor. When the rail vehicle stops at the charging station and the charging blade of the rail vehicle is connected with the charging slot, if the controller 30 does not acquire the driving direction within a certain time, the controller 30 may send driving direction signal abnormal information to the charging device, so that the charging device attracts the contactor. At this time, the controller 30 is further configured to obtain a polarity of an output voltage at a dc side of the charging device, determine that the first current collector 11 is connected to a first pole of the charging device and the second current collector 12 is connected to a second pole of the charging device when the polarity of the output voltage is the first polarity, and determine that the first current collector 11 is connected to the second pole of the charging device and the second current collector 12 is connected to the first pole of the charging device when the polarity of the output voltage is the second polarity.
In one example, the voltage detector 40 may employ a voltage hall sensor.
Further, after the first switch assembly 21 or the second switch assembly 22 is closed, the voltage detector 40 further obtains the voltage polarity of the power battery, and the controller 30 is further configured to control the first switch assembly 21 or the second switch assembly 22 according to the voltage polarity of the power battery, so as to provide double guarantees for accurate connection of the power battery and the charging device.
Specifically, in one example, if the controller 30 receives the voltage polarity of the power battery acquired by the voltage detector 40 after controlling the first switch assembly 21 to be closed according to the driving direction, and the voltage polarity of the power battery is inconsistent with the driving direction, the controller 30 controls the first switch assembly 21 to be opened, and the charging is finished; similarly, if the controller 30 receives the voltage polarity of the power battery acquired by the voltage detector 40 after controlling the second switch assembly 22 to be closed according to the driving direction, and the voltage polarity is inconsistent with the driving direction, the controller 30 controls the second switch assembly 22 to be opened, and the charging is finished.
It is understood that if the voltage polarity does not contradict the driving direction, the controller 30 may transmit a charging permission command to the charging device so that the charging device engages the contactor to start charging.
In another example, after the controller 30 controls the first switch assembly 21 to be closed according to the polarity of the output voltage on the dc side of the charging device, the charging device may open the contactor between the charging slot and the charger, and if the controller 30 receives the voltage polarity of the power battery acquired by the voltage detector 40 and the voltage polarity of the power battery is not consistent with the polarity of the output voltage on the dc side of the charging device, the controller 30 controls the first switch assembly 21 to be opened, and the charging is finished; similarly, if the controller 30 controls the second switch component 22 to be closed according to the output voltage polarity at the dc side of the charging device, the charging device may open the contactor between the charging slot and the charger, and if the controller 30 receives the voltage polarity of the power battery acquired by the voltage detector 40 and the voltage polarity is not consistent with the output voltage polarity at the dc side of the charging device, the controller 30 controls the second switch component 22 to be opened, and the charging is finished.
In an embodiment of the present invention, referring to fig. 4 and 5, a fuse may be further connected between the switching circuit 20 and the current drawing device 10 to protect the charging control device 100.
The operation principle of the charge control device 100 for a railway vehicle according to the embodiment of the present invention will be described with reference to fig. 2 to 6.
As shown in fig. 2, when the rail vehicle travels to the right, the traveling direction signal is defined as 01, and when the rail vehicle is charged in the charging station, the first current collector 11 is connected to the positive pole of the charging device of the charging station, and the second current collector 12 is connected to the negative pole of the charging device. As shown in fig. 3, when the rail vehicle travels to the left, the traveling direction signal is defined as 02, and when the rail vehicle is charged at the charging station, the second current collector 12 is connected to the positive pole of the charging device of the charging station, and the first current collector 11 is connected to the negative pole of the charging device.
It can be seen that when the traveling direction of the rail vehicle changes, the positive and negative electrodes of the charging device of the charging station are not changed, but the polarities of the currents flowing to the first current collector 11 and the second current collector 12 on the rail vehicle are changed, so that the current change is required to be performed on the rail vehicle to ensure that the polarity of the charging device is consistent with the positive and negative polarities of the power battery.
In one embodiment, as shown in fig. 4, when the rail vehicle is traveling to the right, that is, the traveling direction signal is 01, the controller 30 controls the first switch KM1 and the second switch KM2 to be closed, the voltage detector 40 collects a positive voltage, and the dc side power supply terminal of the charging device is consistent with the polarity of the power battery, so that the charging device can be charged. When the rail vehicle is moving left, that is, the driving direction signal is 02, the controller 30 controls the third switch KM3 and the fourth switch KM4 to be closed, the voltage collected by the voltage detector 40 is 0, and the dc side power supply terminal of the charging device has the same polarity as that of the power battery, so that the charging device can be charged.
Specifically, when the rail vehicle receives the arrival signal, a CCU (Central Control Unit) of the rail vehicle sends a driving direction signal to the controller 30. If the driving direction signal is 01, that is, the rail vehicle is moving to the right, the controller 30 controls the first switch KM1 and the second switch KM2 to be closed, and the voltage signal collected by the voltage detector 40 is the current voltage of the power battery. If the voltage detector 40 collects a positive voltage, the controller 30 may send a charging permission instruction to the charging device, so that the direct current output side contactor of the charging device is attracted, and the voltage is output for charging; if the voltage detected by the voltage detector 40 is 0, it indicates that the polarity of the power battery is not consistent with the polarity of the charging device, and the controller 30 controls the first switch KM1 and the second switch KM2 to be turned off, or of course, may send a charging prohibition instruction to the charging device to prohibit charging.
If the driving direction signal is 02, that is, the rail vehicle is moving left, the controller 30 controls the third switch KM3 and the fourth switch KM4 to be closed, and at this time, the voltage signal collected by the voltage detector 40 is the current voltage of the power battery. If the voltage collected by the voltage detector 40 is 0, the controller 30 may send a charging permission instruction to the charging device, so that the direct current output side contactor of the charging device is attracted, and the voltage is output for charging; if the voltage detector 40 collects a positive voltage, it indicates that the polarity of the power battery is inconsistent with the polarity of the charging device, and the controller 30 controls the third switch KM3 and the fourth switch KM4 to be turned off, but a charging prohibition instruction may be sent to the charging device to prohibit charging.
When the rail vehicle stops at the charging station and the CCU fails to send the traveling direction signal, for example, when the controller 30 does not receive the traveling direction signal within a preset time (e.g., 3s), the controller 30 temporarily does not control the first switch module 21 and the second switch module 22, the contactor on the dc side of the charging device outputs first in the closing process, the voltage detector 40 collects the voltage signal (i.e., the polarity of the output voltage on the dc side of the charging device), if the voltage signal is positive, the controller 30 controls the first switch KM1 and the second switch KM2 to be closed, and if the voltage signal is negative, the controller 30 controls the third switch KM3 and the fourth switch KM4 to be closed. Of course, after the first switch KM11 and the second switch KM2, or the third switch KM3 and the fourth switch KM4 are closed, the voltage detector 40 also detects the voltage polarity of the power battery to make a double judgment.
In another embodiment, as shown in fig. 5, when the rail vehicle is traveling to the right, that is, the traveling direction signal is 01, the controller 30 controls the stationary terminal of the first single-pole double-throw switch SW1 to be connected to the first moving terminal, the stationary terminal of the second single-pole double-throw switch SW2 to be connected to the second moving terminal, the voltage detector 40 collects a positive voltage, and the dc side power supply terminal of the charging device has the same polarity as that of the power battery, so that the charging device can charge the power battery. When the rail vehicle is moving left, that is, the driving direction signal is 02, the controller 30 controls the stationary end of the first single-pole double-throw switch SW1 to be connected with the second movable end, the stationary end of the second single-pole double-throw switch SW2 to be connected with the first movable end, the voltage collected by the voltage detector 40 is 0, and the direct-current side power supply end of the charging device is consistent with the polarity of the power battery, so that the charging device can be charged.
Specifically, when the rail vehicle receives the arrival signal, a CCU (Central Control Unit) of the rail vehicle sends a driving direction signal to the controller 30. If the driving direction signal is 01, that is, the rail vehicle is driving right, the controller 30 controls the stationary end of the first single-pole double-throw switch SW1 to be connected with the first moving end, and the stationary end of the second single-pole double-throw switch SW2 to be connected with the second moving end, at this time, the voltage signal collected by the voltage detector 40 is the current voltage of the power battery. If the voltage detector 40 collects positive voltage, the controller 30 may send a charging permission instruction to the charging device, so that the direct current output side contact of the charging device is attracted, and the voltage is output for charging; if the voltage detected by the voltage detector 40 is 0, it indicates that the polarity of the power battery is inconsistent with the polarity of the charging device, the controller 30 controls the connection between the stationary terminal and the first moving terminal of the first single-pole double-throw switch SW1 to be disconnected, the connection between the stationary terminal and the second moving terminal of the second single-pole double-throw switch SW2 to be disconnected, and then a charging prohibition instruction can be sent to the charging device to prohibit charging.
If the driving direction signal is 02, that is, the rail vehicle is moving left, the controller 30 controls the stationary end of the first single-pole double-throw switch SW1 to be connected with the second movable end, and the stationary end of the second single-pole double-throw switch SW2 to be connected with the first movable end, at this time, the voltage signal collected by the voltage detector 40 is the current voltage of the power battery. If the voltage detector 40 collects the voltage 0, the controller 30 may send a charging permission instruction to the charging device, so that the direct current output side contactor of the charging device is attracted, and the voltage is output for charging; if the voltage detector 40 collects a positive voltage, it indicates that the polarity of the power battery is inconsistent with the polarity of the charging device, and the controller 30 controls the connection between the stationary terminal and the second movable terminal of the first single-pole double-throw switch SW1 to be disconnected, and the connection between the stationary terminal and the first movable terminal of the second single-pole double-throw switch SW2 to be disconnected, or of course, sends a charging prohibition instruction to the charging device to prohibit charging.
When the rail vehicle stops at the charging station and the CCU fails to send the traveling direction signal, for example, the controller 30 does not receive the traveling direction signal within a preset time (e.g., 3s), the controller 30 temporarily does not control the first switch component 21 and the second switch component 22, the contactor on the dc side of the charging device performs pull-in and first output, the voltage detector 40 collects the voltage signal (i.e., the output voltage polarity on the dc side of the charging device), and if the voltage signal is positive, the controller 30 controls the stationary end of the first single-pole double-throw switch SW1 to be connected to the first movable end, the stationary end of the second single-pole double-throw switch SW2 to be connected to the second movable end, and if the voltage signal is negative, the controller 30 controls the stationary end of the first single-pole double-throw switch SW1 to be connected to the second movable end, and the stationary end of the second single-pole double-throw switch SW2 to be connected to the first movable end.
In summary, according to the charging control device for the rail vehicle in the embodiment of the invention, when the rail vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be kept consistent with the positive and negative polarities of the power battery without changing the structure of the current collecting device and/or the charging device, so that the phenomenon of wrong charging when the rail vehicle runs in different directions is avoided, and the charging reliability of the rail vehicle is improved.
FIG. 7 is a block schematic diagram of a rail vehicle according to an embodiment of the invention.
As shown in fig. 7, the railway vehicle 1000 includes the power battery 200 and the charging control device 100 of the railway vehicle of the above-described embodiment.
In this embodiment, the power battery 200 is used to supply power to the electric system of the entire vehicle. The charging control device 100 is used to match the polarity of the power battery with the polarity of the charging device when the current collector 10 is connected to the charging device installed in the charging station. Specifically, a first pole of the power battery 200 is connected to a first pole of the charging device, and a second pole of the power battery 200 is connected to a second pole of the charging device, wherein the first pole of the power battery 200 and the first pole of the charging device have the same polarity, and the second pole of the power battery 200 and the second pole of the charging device have the same polarity.
Referring to fig. 4 and 5, the electric system of the entire vehicle may include, but is not limited to, a traction control system, an auxiliary power system, a battery cooling system, an air conditioning system, and the like.
For other specific embodiments of the railway vehicle according to the embodiment of the present invention, reference may be made to specific embodiments of the charging control device of the railway vehicle according to the above-described embodiment of the present invention.
According to the rail vehicle provided by the embodiment of the invention, by adopting the charging control device of the rail vehicle provided by the embodiment, when the rail vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be kept consistent with the positive and negative polarities of the power battery without changing the structure of the current taking device and/or the charging device, so that the phenomenon of wrong charging when the rail vehicle runs in different directions is avoided, and the charging reliability of the rail vehicle is improved.
Fig. 8 is a block schematic diagram of a charging system for a rail vehicle according to an embodiment of the invention.
As shown in fig. 9, the charging system 3000 of the railway vehicle includes a charging device 2000 and a railway vehicle 1000 according to the above-described embodiment of the present invention.
The charging device 2000 is provided at a charging station, and the charging device 2000 is used to charge the rail vehicle 1000.
For other specific embodiments of the charging system for a rail vehicle according to the embodiment of the present invention, reference may be made to specific embodiments of the charging control device for a rail vehicle according to the above-described embodiment of the present invention.
According to the charging system of the railway vehicle, when the railway vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be consistent with the positive and negative polarities of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the railway vehicle runs in different directions is avoided, and the charging reliability of the railway vehicle is improved.
Fig. 9 is a flowchart of a charging control method of a rail vehicle according to an embodiment of the present invention.
As shown in fig. 9, the charging control method of the rail vehicle includes the steps of:
s101, when the rail vehicle stops at the charging station, determining the connection relation between the current taking device and a charging device arranged at the charging station.
And S102, controlling the first switch component to be closed or controlling the second switch component to be closed according to the connection relation between the current taking device and the charging device, so that the polarity of the power battery is consistent with that of the charging device.
Specifically, if the first current collector is connected to the first pole of the charging device and the second current collector is connected to the second pole of the charging device, the first switch assembly is controlled to be closed, so that the first pole of the power battery is connected to the first current collector, and the second pole of the power battery is connected to the second current collector. And if the first current collector is connected with the second pole of the charging device and the second current collector is connected with the first pole of the charging device, the second switch component is controlled to be closed, so that the first pole of the power battery is connected with the second current collector, and the second pole of the power battery is connected with the first current collector.
In this embodiment, the first pole of the power battery is of the same polarity as the first pole of the charging device and the second pole of the power battery is of the same polarity as the second pole of the charging device.
In an embodiment of the invention, the running direction of the rail vehicle can also be acquired, and the connection relationship between the current taking device and the charging device is determined according to the running direction of the rail vehicle.
In another embodiment of the invention, when the rail vehicle stops at the charging station and the driving direction is not obtained within the preset time, the polarity of the output voltage on the direct current side of the charging device is also obtained, and the connection relationship between the current taking device and the charging device is determined according to the polarity of the output voltage.
Optionally, in an embodiment of the present invention, after the first switch assembly or the second switch assembly is closed, the voltage polarity of the power battery is further obtained, and the first switch assembly or the second switch assembly is controlled according to the voltage polarity of the power battery.
For other specific embodiments of the method for controlling the charging of the rail vehicle according to the embodiment of the present invention, reference may be made to specific embodiments of the charging control device for the rail vehicle according to the above-described embodiment of the present invention.
According to the charging control method of the railway vehicle, when the railway vehicle is charged by the charging device of the charging station, the polarity of the charging port of the charging device can be kept consistent with the positive polarity and the negative polarity of the power battery without changing the structure of the current taking device and/or the charging device, the phenomenon of wrong charging when the railway vehicle runs in different directions is avoided, and the charging reliability of the railway vehicle is improved.
It should be noted that in the description of the present specification, reference to the description of the term "one embodiment", "some embodiments", "an example", "a specific example", or "some examples", etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it is to be understood that the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise explicitly specified or limited, a first feature may be "on" or "under" a second feature in direct contact with the first and second features, or in indirect contact with the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (14)
1. A charge control device for a railway vehicle, characterized by comprising:
the current taking device is arranged on the railway vehicle and used for connecting the charging device arranged on the charging station when the railway vehicle stops at the charging station, wherein when the running directions of the railway vehicle are different, the connection relationship between the current taking device and the charging device is different;
one end of the switching circuit is connected with a power battery of the rail vehicle, the other end of the switching circuit is connected with the current taking device, and the switching circuit comprises a first switching assembly and a second switching assembly;
the controller is respectively connected with the first switch assembly and the second switch assembly, and is used for determining the connection relation between the current taking device and the charging device and controlling the first switch assembly to be closed or the second switch assembly to be closed according to the connection relation so as to enable the polarity of the power battery to be consistent with the polarity of the charging device.
2. The rail vehicle charge control device of claim 1, wherein the flow extraction device comprises a first flow extractor and a second flow extractor, and wherein the controller is specifically configured to:
when the first current collector is connected with a first pole of the charging device and the second current collector is connected with a second pole of the charging device, controlling the first switch assembly to be closed so that the first pole of the power battery is connected with the first current collector and the second pole of the power battery is connected with the second current collector, wherein the first pole of the power battery has the same polarity as the first pole of the charging device and the second pole of the power battery has the same polarity as the second pole of the charging device; and
and when the first current collector is connected with the second pole of the charging device and the second current collector is connected with the first pole of the charging device, the second switch component is controlled to be closed, so that the first pole of the power battery is connected with the second current collector, and the second pole of the power battery is connected with the first current collector.
3. The charging control device for a railway vehicle as claimed in claim 2, wherein the controller, when determining the connection relationship between the current drawing device and the charging device, is specifically configured to:
acquiring the running direction of the rail vehicle;
when the rail vehicle stops at the charging station in a first direction, determining that the first current collector is connected with a first pole of the charging device, and the second current collector is connected with a second pole of the charging device; and
when the rail vehicle stops at the charging station in a second direction, the first current collector is determined to be connected with a second pole of the charging device, the second current collector is determined to be connected with a first pole of the charging device, and the second direction and the first direction are opposite to each other.
4. The charging control apparatus for a railway vehicle as claimed in claim 3, wherein the first switching assembly comprises:
one end of the first switch is connected with the first pole of the power battery, and the other end of the first switch is connected with the first current collector to form a first node;
one end of the second switch is connected with the second pole of the power battery, and the other end of the second switch is connected with the second current collector to form a second node;
wherein the controller is configured to control the first switch and the second switch to be closed and opened.
5. The charging control apparatus for a railway vehicle as claimed in claim 4, wherein the second switch assembly comprises:
one end of the third switch is connected with the first node, and the other end of the third switch is connected with the second pole of the power battery;
one end of the fourth switch is connected with the first pole of the power battery, and the other end of the fourth switch is connected with the second node;
wherein the controller is configured to control the third switch and the fourth switch to be turned on and off.
6. The charging control apparatus for a railway vehicle as claimed in claim 3 or 5, further comprising:
the voltage detector is used for detecting the polarity of output voltage at the direct current side of the charging device when the rail vehicle stops at the charging station and does not acquire the driving direction within preset time;
the controller is further configured to obtain the output voltage polarity, determine that the first current collector is connected to the first pole of the charging device and the second current collector is connected to the second pole of the charging device when the output voltage polarity is the first polarity, and determine that the first current collector is connected to the second pole of the charging device and the second current collector is connected to the first pole of the charging device when the output voltage polarity is the second polarity.
7. The rail vehicle charge control device of claim 6, wherein the voltage detector further obtains a voltage polarity of the power battery after the first switch assembly or the second switch assembly is closed, and the controller is further configured to:
and controlling the first switch assembly or the second switch assembly according to the voltage polarity of the power battery.
8. The charging control apparatus for a railway vehicle as claimed in claim 6 or 7, wherein the voltage detector employs a voltage Hall sensor.
9. A rail vehicle, comprising:
the power battery is used for supplying power to the electric system of the whole vehicle;
the charging control device for a rail vehicle according to any one of claims 1 to 8, for aligning the polarity of the power battery with the polarity of a charging device provided at a charging station when the tapping device is connected to the charging device.
10. A charging system for a rail vehicle, comprising:
the rail vehicle of claim 9;
the charging device is arranged at a charging station and is used for charging the rail vehicle.
11. A charging control method for a rail vehicle according to claim 9, comprising the steps of:
when the rail vehicle stops at a charging station, determining the connection relation between the current taking device and a charging device arranged at the charging station;
and controlling the first switch component to be closed or controlling the second switch component to be closed according to the connection relation between the current taking device and the charging device, so that the polarity of the power battery is consistent with that of the charging device.
12. The method for controlling charging of a railway vehicle according to claim 11, wherein determining the connection relationship between the current drawing device and the charging device includes:
acquiring the running direction of the rail vehicle;
and determining the connection relation between the current taking device and the charging device according to the driving direction of the railway vehicle.
13. The method according to claim 12, wherein when the rail vehicle is parked at the charging station and the traveling direction is not obtained within a preset time, the polarity of the output voltage on the dc side of the charging device is also obtained, and the connection relationship between the current drawing device and the charging device is determined according to the polarity of the output voltage.
14. The charging control method for the rail vehicle according to claim 12 or 13, wherein after the first switch assembly or the second switch assembly is closed, the voltage polarity of the power battery is acquired, and the first switch assembly or the second switch assembly is controlled according to the voltage polarity of the power battery.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810837324.9A CN110768314B (en) | 2018-07-26 | 2018-07-26 | Rail vehicle, charging system thereof, charging control device and method |
| BR112021001321-0A BR112021001321A2 (en) | 2018-07-26 | 2019-07-26 | railway vehicle and loading system, loading control device and method for the same |
| PCT/CN2019/097833 WO2020020327A1 (en) | 2018-07-26 | 2019-07-26 | Railway vehicle, and charging system and charging control device and method therefor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810837324.9A CN110768314B (en) | 2018-07-26 | 2018-07-26 | Rail vehicle, charging system thereof, charging control device and method |
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| Publication Number | Publication Date |
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| CN110768314A true CN110768314A (en) | 2020-02-07 |
| CN110768314B CN110768314B (en) | 2022-01-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810837324.9A Active CN110768314B (en) | 2018-07-26 | 2018-07-26 | Rail vehicle, charging system thereof, charging control device and method |
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| Country | Link |
|---|---|
| CN (1) | CN110768314B (en) |
| BR (1) | BR112021001321A2 (en) |
| WO (1) | WO2020020327A1 (en) |
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| CN206077017U (en) * | 2016-10-12 | 2017-04-05 | 柳杨 | A kind of battery charger of polarity automatic conversion |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2020020327A1 (en) | 2020-01-30 |
| CN110768314B (en) | 2022-01-07 |
| BR112021001321A2 (en) | 2021-04-20 |
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