CN112440747A - Drive control method and device for rail vehicle, storage medium, and electronic device - Google Patents
Drive control method and device for rail vehicle, storage medium, and electronic device Download PDFInfo
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- CN112440747A CN112440747A CN201910810501.9A CN201910810501A CN112440747A CN 112440747 A CN112440747 A CN 112440747A CN 201910810501 A CN201910810501 A CN 201910810501A CN 112440747 A CN112440747 A CN 112440747A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
Abstract
The disclosure relates to a drive control method and device for a rail vehicle, a storage medium and an electronic device. The drive control method is applied to a drive system, and the drive system comprises: the N power batteries are arranged in N marshalling groups of the railway vehicle in a one-to-one correspondence mode and are connected in parallel; n motor controllers arranged in N groups in a one-to-one correspondence; n driving motors arranged in the N groups in a one-to-one correspondence manner; the N first switches are arranged on the anodes of the N power batteries in a one-to-one correspondence mode. The method comprises the following steps: acquiring a fault detection result of each power battery in the N power batteries; and if the fault detection result indicates that the power battery has a fault, controlling the corresponding first switch to be opened and closed, so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located. The power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, so that the running reliability of the rail vehicle is enhanced.
Description
Technical Field
The present disclosure relates to the field of electric rail vehicles, and in particular, to a method and an apparatus for controlling driving of a rail vehicle, a storage medium, and an electronic device.
Background
Rail transit refers to a type of vehicle or transportation system in which operating vehicles need to travel on a particular rail. The most typical rail transit is a railway system consisting of conventional trains and standard railways. With the diversified development of train and railway technologies, rail transit is more and more types, and is not only distributed in long-distance land transportation, but also widely applied to medium-short distance urban public transportation.
The common rail transit comprises a traditional railway, a subway, a light rail and a tramcar, and the novel rail transit comprises a magnetic suspension rail system, a monorail system (a straddle type rail system and a suspension type rail system), a passenger automatic rapid transit system and the like.
At present, most of rail vehicles run by adopting electric traction, and some vehicles are also provided with power batteries on each carriage, and each carriage can be separated from a power supply wire and independently run on a rail, so that the laying of cables can be greatly saved. The power battery and the power driving system of each carriage are mutually independent, so that each carriage can independently run.
Disclosure of Invention
The purpose of the present disclosure is to provide an efficient and reliable drive control method and apparatus for a rail vehicle, a storage medium, and an electronic device.
In order to achieve the above object, the present disclosure provides a driving control method of a rail vehicle, applied to a driving system including:
n power batteries arranged in N groups of the rail vehicle in a one-to-one correspondence, the N power batteries being connected in parallel;
n motor controllers arranged in the N groups in a one-to-one correspondence;
n driving motors arranged in the N groups in a one-to-one correspondence manner;
and the N first switches are arranged on the anodes of the N power batteries in a one-to-one correspondence manner.
The method comprises the following steps:
acquiring a fault detection result of each power battery in the N power batteries;
and if the fault detection result indicates that the power battery has a fault, controlling the corresponding first switch to be opened and closed, so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located.
Optionally, if the fault detection result indicates that the power battery has a fault, controlling the opening and closing of the corresponding first switch includes: and if the fault detection result indicates that the ith power battery has a fault, controlling a first switch connected to the positive pole of the ith power battery to be switched off.
Optionally, the drive system further comprises: and the N second switches are arranged at the positive pole input ends of the N motor controllers in a one-to-one correspondence manner.
The method further comprises the following steps:
acquiring a fault detection result of each motor controller in the N motor controllers;
and if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to be switched on and off, so that the power battery in the grouping where the fault motor controller is located supplies power for the non-fault motor controller.
Optionally, if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to open or close includes: and if the fault detection result indicates that the ith motor controller has a fault, controlling a second switch connected to the positive input end of the ith motor controller to be switched off.
Optionally, if the fault detection result indicates that the power battery has a fault, controlling the opening and closing of the corresponding first switch includes: if the fault detection result indicates that the power battery has a fault and the fault level is greater than the preset level, controlling the corresponding first switch to be switched off;
if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to be opened and closed, including: and if the fault detection result indicates that the motor controller has a fault and the fault level is greater than the preset level, controlling the corresponding second switch to be switched off.
Optionally, the method further comprises:
if the fault detection result indicates that the power battery has a fault and the fault level is less than the preset level, controlling to reduce the discharge power of the N power batteries;
and if the fault detection result indicates that the motor controllers have faults and the fault level is less than the preset level, controlling to reduce the power output power of the N motor controllers.
Optionally, the method further comprises:
if the driving power of the rail vehicle does not reach a preset power threshold value after the discharging power of the N power batteries is reduced, controlling the rail vehicle to reduce the driving power to operate;
and if the driving power of the railway vehicle does not reach the preset power threshold value after the power output power of the N motor controllers is reduced, controlling the railway vehicle to reduce the driving power to operate.
The present disclosure also provides a driving control device of a rail vehicle, which is applied to a driving system. The drive system includes:
n power batteries arranged in N groups of the rail vehicle in a one-to-one correspondence, the N power batteries being connected in parallel;
n motor controllers arranged in the N groups in a one-to-one correspondence;
n driving motors arranged in the N groups in a one-to-one correspondence manner;
and the N first switches are arranged on the anodes of the N power batteries in a one-to-one correspondence manner.
The device comprises:
the first acquisition module is used for acquiring a fault detection result of each power battery in the N power batteries;
and the first control module is used for controlling the opening and closing of the corresponding first switch if the fault detection result indicates that the power battery has a fault, so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located.
The present disclosure also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the above-described method provided by the present disclosure.
The present disclosure also provides an electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the above-described method provided by the present disclosure.
Through the technical scheme, the N power batteries arranged in the N marshalling groups of the railway vehicle are connected in parallel, and the connection and disconnection of the corresponding power batteries or the corresponding motor controllers are controlled by controlling the first switch, so that the power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, and the running reliability of the railway vehicle is enhanced.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic block diagram of a drive control system for a rail vehicle according to an exemplary embodiment;
fig. 2 is a schematic configuration diagram of a drive system in the related art;
FIG. 3 is a schematic block diagram of a drive control system for a rail vehicle according to another exemplary embodiment;
FIG. 4 is a flow chart of a method of drive control of a rail vehicle provided in an exemplary embodiment;
FIG. 5 is a flow chart of a method of drive control of a rail vehicle provided in another exemplary embodiment;
fig. 6 is a block diagram of a drive control apparatus of a rail vehicle provided in an exemplary embodiment;
FIG. 7 is a block diagram of an electronic device, shown in an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
As mentioned above, some vehicles are equipped with a power battery on each of their cars, which can run independently on the track, off the power supply lines. The inventors have found that although each power car can be operated independently, the redundancy measure for the power battery is not strong enough. If the power battery of one car fails, the power of that car may be cut off and not applied, or if the motor controller of one car fails, the power battery of that car may not be applied by other cars. The inventor therefore thinks that a plurality of power batteries can be connected in parallel to supply power jointly, and a switch is arranged for switching off each power battery or the motor controller, so that the power batteries can be mutually used as power redundancy backup.
In the present disclosure, a rail vehicle may include N consist, and a consist may include one or more cars. Fig. 1 is a schematic structural diagram of a drive control system of a rail vehicle according to an exemplary embodiment. As shown in fig. 1, the drive control system may include N power batteries (E1 to EN), N motor controllers (first to nth motor controllers), N drive motors (first to nth drive motors), and N first switches (K12 to KN 2).
The N power batteries E1-EN are connected in parallel, the N power batteries are correspondingly arranged in N groups (a first group to an Nth group) one by one, and the N power batteries are connected in parallel; the N motor controllers are arranged in the N groups in a one-to-one correspondence manner; the N driving motors are arranged in the N groups in a one-to-one correspondence manner; the N first switches (comprising K12-KN 2 in figure 1) are arranged on the positive electrodes of the N power batteries in a one-to-one correspondence mode.
That is, in each of the groups, a power battery, and a motor controller and a drive motor connected to the power battery are provided. Each driving motor is used for generating driving force for the marshalling in which the driving motor is arranged. Each motor controller is used for controlling the driving motor in the grouping in which the motor controller is positioned. And a plurality of power batteries connected in parallel can simultaneously supply power to all the motor controllers and the driving motors.
The first switch described above and the second switch hereinafter may be a parallel contactor or other commonly used switches.
Through the connection relation, the N power batteries are connected in parallel and then jointly provide power for the N grouped driving motors. If one power battery has a fault, the power battery with the fault can be shut down, and the rest power batteries without the fault continue to provide power for the grouping corresponding to the power battery with the fault, so that the condition that the driving motor cannot work due to the fault of the power battery in the grouping is avoided.
That is, through the technical scheme, N power batteries arranged in N marshalling of the railway vehicle are connected in parallel, and the connection and disconnection of the power batteries or the motor controller are controlled by controlling the first switch, so that the power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, and the running reliability of the railway vehicle is enhanced.
Fig. 2 is a schematic configuration diagram of a drive system in the related art. As shown in fig. 2, the motor controller may include one capacitor and three legs connected in parallel. Each bridge arm comprises two groups of switching elements connected in series. Each switch element group comprises a switch tube and a diode which are connected in parallel. The driving motor is a three-phase motor, and three phases of the three-phase motor are respectively connected to the middles of the three bridge arms. The positive pole of the power battery is connected with the motor controller through a switch.
Fig. 3 is a schematic structural diagram of a drive control system of a rail vehicle according to another exemplary embodiment. The drive control system in fig. 3 is designed based on fig. 2 by using the inventive concept of the present disclosure. As shown in fig. 3, the railway vehicle includes three consists. The drive control system may include a first power battery E1, a first motor controller 4, a first drive motor 1, a first switch K12 in the first grouping, a second switch K11 in the first grouping disposed in the first grouping, a second power battery E2, a second motor controller 5, a second drive motor 2, a first switch K22 in the second grouping, a second switch K21 in the second grouping disposed in the second grouping, a third power battery E3 in the third grouping, a third motor controller 6, a third drive motor 3, a first switch K32 in the third grouping, a second switch K31 in the third grouping. In this embodiment, N is 3.
In this embodiment, the rail vehicle includes three consist, each consist having a separate power battery and electric drive system (including a motor controller and a drive motor). The three power batteries are connected in parallel to simultaneously supply power to the three power driving systems.
When one power battery is detected to have a problem and the power is required to be limited, the other two power batteries can still provide the required power supply power for the grouping where the power battery with the fault is located. Thus, the influence of the failure or invalidation of the power battery on the operation of the train is reduced.
When one of the power batteries is detected to be incapable of providing power due to faults, the power battery can be cut off, and the other two power batteries can simultaneously supply power to the three driving power systems.
Meanwhile, reasonable power distribution can be carried out on the three marshalling driving devices, each electric driving system can operate in an efficient interval as far as possible, and a high-efficiency operation mode is adopted to guarantee train operation.
The disclosure also provides a drive control method of the rail vehicle, which is applied to the drive control system provided by the disclosure. Fig. 4 is a flowchart of a driving control method of a rail vehicle according to an exemplary embodiment. As shown in fig. 4, the method may include the following steps.
And step S1, acquiring the fault detection result of each power battery in the N power batteries.
And step S2, if the fault detection result indicates that the power battery has a fault, controlling the corresponding first switch to be opened and closed so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located.
The method in the related art may be applied to detect the fault of the power battery and the fault of the motor controller in the following description, and the specific method is not a main concept of the present solution and is not described herein again.
Through the technical scheme, the power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, so that the running reliability of the rail vehicle is enhanced.
Through the technical scheme, the N power batteries arranged in the N marshalling groups of the railway vehicle are connected in parallel, and the connection and disconnection of the corresponding power batteries or the corresponding motor controllers are controlled by controlling the first switch, so that the power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, and the running reliability of the railway vehicle is enhanced.
In an embodiment, if the fault detection result indicates that the power battery has a fault, the step of controlling the opening and closing of the corresponding first switch (step S2) may include: and if the fault detection result indicates that the ith power battery has a fault, controlling a first switch connected to the positive pole of the ith power battery to be switched off.
When the control is used for disconnecting the failed power battery, the rest power batteries can continuously provide power for all the groups (including the groups with the power battery failure), and the situation that the groups lose power due to the fact that the power battery of the groups is disconnected is avoided.
In the embodiment, each power battery can be independently cut off, the influence of the fault of the power driving part is reduced, the control precision is high, and the effect is good.
In yet another embodiment, the drive system may further include N second switches. In the switch shown in fig. 1, N second switches K11 to KN1 provided in one-to-one correspondence at positive input terminals of the N motor controllers are included. Therefore, each power battery and each motor controller can be cut off independently, the control precision is high, and the effect is good.
If one motor controller fails, the motor controller can be shut down, the power battery in the grouping corresponding to the failed motor controller can continue to provide power for other groupings, and the situation that the power battery cannot work due to the failure of the motor controller in the grouping is avoided.
The scheme considers the characteristics of the multi-group distributed power arrangement of the railway vehicle, fully applies a whole vehicle power battery and an electric drive power system, and distributes power through a power distribution device. And multiple groups of power batteries and power electric drive systems in the whole train of railway vehicles are mutually redundantly used. The functions of each power device can be satisfied, and meanwhile, the power devices can be mutually used as power redundancy backup.
In another embodiment, if the fault detection result indicates that the motor controller has a fault, the step of controlling the opening and closing of the corresponding second switch may include: and if the fault detection result indicates that the ith motor controller has a fault, controlling a second switch connected to the positive input end of the ith motor controller to be switched off.
In the embodiment, each motor controller can be independently cut off, the influence of the fault of the power driving part is reduced, the control precision is high, and the effect is good.
In another embodiment, if the fault detection result indicates that the power battery has a fault, the step of controlling the opening and closing of the corresponding first switch (step S2) may include: if the fault detection result indicates that the power battery has a fault and the fault level is greater than the preset level, controlling the corresponding first switch to be switched off; if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to be opened and closed, including: and if the fault detection result indicates that the motor controller has a fault and the fault level is greater than the preset level, controlling the corresponding second switch to be switched off.
Wherein the predetermined level may be set as: when the fault level is greater than the preset level, the power battery or the motor controller is considered to have substantial major faults and can not continue to work, and the power battery or the motor controller needs to be shut down; when the fault level is less than or equal to the preset level, the fault of the power battery or the motor controller is considered to be slight, and the power battery or the motor controller can also be switched into a mode or continuously operated after reducing power without being switched off.
In this embodiment, a further consideration of the fault level is used to determine whether to shut down the power battery or the motor controller to achieve a greater degree of resource utilization in the rail vehicle.
In yet another embodiment, the method may further comprise: if the fault detection result indicates that the power battery has a fault and the fault level is less than the preset level, controlling to reduce the discharge power of the N power batteries; and if the fault detection result indicates that the motor controllers have faults and the fault level is less than the preset level, controlling to reduce the power output power of the N motor controllers.
In this embodiment, the power battery may be provided with a plurality of predetermined discharge powers, and the motor controller may be provided with a plurality of predetermined output powers. When the fault level is less than the preset level, the influence of the fault is reduced by reducing the discharge power or the output power, and the running of the rail vehicle is ensured to a greater extent.
In yet another embodiment, the method may further comprise: if the driving power of the rail vehicle does not reach a preset power threshold value after the discharging power of the N power batteries is reduced, controlling the rail vehicle to reduce the driving power to operate; and if the driving power of the rail vehicle does not reach the preset power threshold value after the power output powers of the N motor controllers are reduced, controlling the rail vehicle to reduce the driving power to operate.
Wherein controlling the rail vehicle to operate with reduced driving power may be performed in various ways. For example, the current driving power may be determined according to the reduced discharge power of the power battery, or the current driving power may be determined according to the reduced power output power of the motor controller.
In the embodiment, the influence of faults is reduced by controlling the rail vehicle to reduce the driving power, so that the operation of the rail vehicle is ensured to a greater extent.
Fig. 5 is a flowchart of a driving control method of a rail vehicle according to another exemplary embodiment. As shown in fig. 5, the rail vehicle is powered on at low voltage, the system performs self-check, and if the self-check is passed, the rail vehicle enters a normal driving state.
The drive control device of the rail vehicle may be connected with the drive motor controller MCU, the battery manager BMS. When the MCU detects that one motor controller has a fault, the MCU judges whether the fault level is greater than a preset level, if so, the motor controller is closed, and if not, the power output power of the motor controller is reduced.
And further judging whether the driving power of the vehicle meets the requirement of the train (for example, whether a preset power threshold value is reached), if so, normally driving the driving system, normally running the train, and if not, performing degraded running on the train.
When the BMS detects that a power battery has a fault, judging whether the fault level is greater than a preset level, if so, closing the power battery, and if not, reducing the discharge power of the power battery.
And further judging whether the discharge power of the power battery meets the driving power (for example, whether a preset power threshold value is reached), if so, normally driving the driving system and normally operating the train, otherwise, driving the driving system in a power-limited mode and performing power-degraded operation on the train.
In the embodiment, the redundant application of the power battery resources and the electric drive system resources in the rail vehicle can ensure the operation of the vehicle to a greater extent, reduce the influence on the operation of the rail vehicle when the power battery or the electric drive system fails or fails, and enhance the operation time and the operation reliability of the train.
The present disclosure also provides a drive control device for a rail vehicle, which is applied to a drive system, and the drive system is the above drive system provided by the present disclosure. Fig. 6 is a block diagram of a drive control apparatus of a rail vehicle according to an exemplary embodiment. As shown in fig. 6, the driving control apparatus 10 of the railway vehicle may include a first acquisition module 11 and a first control module 12.
The first obtaining module 11 is configured to obtain a fault detection result of each power battery of the N power batteries.
The first control module 12 is configured to control opening and closing of the corresponding first switch if the fault detection result indicates that the power battery has a fault, so that the non-faulty power battery supplies power to the motor controller in the group where the faulty power battery is located.
Optionally, the first control module 11 may include a first control sub-module.
And the first control submodule is used for controlling the first switch connected with the positive pole of the ith power battery to be switched off if the fault detection result indicates that the ith power battery has a fault.
Optionally, the apparatus 10 may further include a second obtaining module and a second controlling module.
The second acquisition module is used for acquiring the fault detection result of each motor controller in the N motor controllers.
And the second control module is used for controlling the opening and closing of the corresponding second switch if the fault detection result indicates that the motor controller fails, so that the power battery in the grouping where the failed motor controller is located supplies power for the non-failed motor controller.
Optionally, the second control module may include a second control sub-module.
And the second control submodule is used for controlling the second switch connected to the positive pole input end of the ith motor controller to be switched off if the fault detection result indicates that the ith motor controller has a fault.
Optionally, the first control module may include a third control sub-module.
And the third control sub-module is used for controlling the corresponding first switch to be switched off if the fault detection result indicates that the power battery has faults and the fault level is greater than the preset level.
The second control module may include a fourth control submodule.
The fourth control submodule is used for controlling the corresponding second switch to be switched on and off if the fault detection result indicates that the motor controller has a fault, and comprises: and if the fault detection result indicates that the motor controller has a fault and the fault level is greater than the preset level, controlling the corresponding second switch to be switched off.
Optionally, the apparatus 10 may further include a third control module and a fourth control module.
And the third control module is used for controlling and reducing the discharge power of the N power batteries if the fault detection result indicates that the power batteries have faults and the fault level is less than the preset level.
And the fourth control module is used for controlling and reducing the power output power of the N motor controllers if the fault detection result indicates that the motor controllers have faults and the fault level is less than the preset level.
Optionally, the apparatus 10 may further include a fifth control module and a sixth control module.
And the fifth control module is used for controlling the rail vehicle to reduce the driving power to operate if the driving power of the rail vehicle does not reach a preset power threshold value after the discharging power of the N power batteries is reduced.
And the sixth control module is used for controlling the railway vehicle to reduce the driving power to operate if the driving power of the railway vehicle does not reach the preset power threshold value after the power output powers of the N motor controllers are reduced.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
Through the technical scheme, the N power batteries arranged in the N marshalling groups of the railway vehicle are connected in parallel, and the connection and disconnection of the corresponding power batteries or the corresponding motor controllers are controlled by controlling the first switch, so that the power batteries can be mutually used as power redundancy backup while meeting the marshalling power of the power batteries, and the running reliability of the railway vehicle is enhanced.
Fig. 7 is a block diagram of an electronic device 700, shown in an exemplary embodiment. As shown in fig. 7, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.
The processor 701 is configured to control the overall operation of the electronic device 700, so as to complete all or part of the steps in the above-mentioned driving control method for the rail vehicle. The memory 702 is used to store various types of data to support operation at the electronic device 700, such as instructions for any application or method operating on the electronic device 700 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and the like. The Memory 702 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia components 703 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 702 or transmitted through the communication component 705. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited herein. The corresponding communication component 705 may thus include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 700 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the above-described driving control method of the rail vehicle.
In another exemplary embodiment, there is also provided a computer readable storage medium including program instructions which, when executed by a processor, implement the steps of the above-described drive control method of a railway vehicle. For example, the computer readable storage medium may be the memory 702 including the program instructions that are executable by the processor 701 of the electronic device 700 to perform the above-described driving control method of the railway vehicle.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A drive control method for a railway vehicle, characterized by being applied to a drive control system including:
n power batteries arranged in N groups of the rail vehicle in a one-to-one correspondence, the N power batteries being connected in parallel;
n motor controllers arranged in the N groups in a one-to-one correspondence;
n driving motors arranged in the N groups in a one-to-one correspondence manner;
n first switches which are arranged on the anodes of the N power batteries in a one-to-one correspondence manner,
the method comprises the following steps:
acquiring a fault detection result of each power battery in the N power batteries;
and if the fault detection result indicates that the power battery has a fault, controlling the corresponding first switch to be opened and closed, so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located.
2. The drive control method according to claim 1, wherein controlling the opening and closing of the corresponding first switch if the fault detection result indicates that the power battery is faulty, includes:
and if the fault detection result indicates that the ith power battery has a fault, controlling a first switch connected to the positive pole of the ith power battery to be switched off.
3. The drive control method according to claim 1, characterized in that the drive control system further comprises:
n second switches which are arranged on the positive pole input ends of the N motor controllers in a one-to-one correspondence manner,
the method further comprises the following steps:
acquiring a fault detection result of each motor controller in the N motor controllers;
and if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to be switched on and off, so that the power battery in the grouping where the fault motor controller is located supplies power for the non-fault motor controller.
4. The drive control method according to claim 3, wherein controlling the opening and closing of the corresponding second switch if the failure detection result indicates that the motor controller has failed comprises:
and if the fault detection result indicates that the ith motor controller has a fault, controlling a second switch connected to the positive input end of the ith motor controller to be switched off.
5. The drive control method according to claim 3, wherein controlling the opening and closing of the corresponding first switch if the fault detection result indicates that the power battery is faulty, includes: if the fault detection result indicates that the power battery has a fault and the fault level is greater than the preset level, controlling the corresponding first switch to be switched off;
if the fault detection result indicates that the motor controller has a fault, controlling the corresponding second switch to be opened and closed, including: and if the fault detection result indicates that the motor controller has a fault and the fault level is greater than the preset level, controlling the corresponding second switch to be switched off.
6. The drive control method according to claim 3, characterized by further comprising:
if the fault detection result indicates that the power battery has a fault and the fault level is less than the preset level, controlling to reduce the discharge power of the N power batteries;
and if the fault detection result indicates that the motor controllers have faults and the fault level is less than the preset level, controlling to reduce the power output power of the N motor controllers.
7. The drive control method according to claim 6, characterized by further comprising:
if the driving power of the rail vehicle does not reach a preset power threshold value after the discharging power of the N power batteries is reduced, controlling the rail vehicle to reduce the driving power to operate;
and if the driving power of the railway vehicle does not reach the preset power threshold value after the power output power of the N motor controllers is reduced, controlling the railway vehicle to reduce the driving power to operate.
8. A drive control apparatus for a railway vehicle, characterized by being applied to a drive system including:
n power batteries arranged in N groups of the rail vehicle in a one-to-one correspondence, the N power batteries being connected in parallel;
n motor controllers arranged in the N groups in a one-to-one correspondence;
n driving motors arranged in the N groups in a one-to-one correspondence manner;
n first switches which are arranged on the anodes of the N power batteries in a one-to-one correspondence manner,
the device comprises:
the first acquisition module is used for acquiring a fault detection result of each power battery in the N power batteries;
and the first control module is used for controlling the opening and closing of the corresponding first switch if the fault detection result indicates that the power battery has a fault, so that the non-fault power battery supplies power for the motor controller of the grouping where the fault power battery is located.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
10. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 7.
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| CN201910810501.9A CN112440747A (en) | 2019-08-29 | 2019-08-29 | Drive control method and device for rail vehicle, storage medium, and electronic device |
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| CN201910810501.9A CN112440747A (en) | 2019-08-29 | 2019-08-29 | Drive control method and device for rail vehicle, storage medium, and electronic device |
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