WO2022198913A1 - 一种城轨车辆蓄电池预防亏电控制方法及系统 - Google Patents

一种城轨车辆蓄电池预防亏电控制方法及系统 Download PDF

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Publication number
WO2022198913A1
WO2022198913A1 PCT/CN2021/114191 CN2021114191W WO2022198913A1 WO 2022198913 A1 WO2022198913 A1 WO 2022198913A1 CN 2021114191 W CN2021114191 W CN 2021114191W WO 2022198913 A1 WO2022198913 A1 WO 2022198913A1
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WIPO (PCT)
Prior art keywords
relay
command
battery
bow
vehicle
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PCT/CN2021/114191
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English (en)
French (fr)
Inventor
赵小军
聂文斌
李芃芃
尚江傲
井宇航
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中车株洲电力机车有限公司
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Publication of WO2022198913A1 publication Critical patent/WO2022198913A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • 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
    • 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
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/28—Devices for lifting and resetting the collector
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention belongs to the technical field of rail transit, and in particular relates to a control method and system for preventing power loss of a battery of an urban rail vehicle.
  • the battery power loss prevention method commonly used by fully autonomous urban rail trains at home and abroad is to set an actual undervoltage value and an undervoltage alarm value for the battery voltage.
  • the OCC Operaation Control Center
  • the train operation control center arranges professionals to board the train to wake up all systems or equipment of the train, manually operate the pantograph to raise and connect to the high-voltage power supply, start the auxiliary inverter and charger, and then charge the battery.
  • the battery is fully charged, manually operate the train to enter the sleep mode.
  • the current battery management methods have the following problems:
  • the present invention provides a The invention provides a control method and system for preventing battery power loss of urban rail vehicles. In the case of only waking up the train host equipment, it can complete the battery undervoltage warning and charging management, greatly reduce the energy consumption during the battery charging process, and no need for personnel to board the train to wake up the train. , charging batteries, dormant trains, reducing labor costs and facilitating maintenance and management of trains when they are stored for a long time.
  • an urban rail vehicle battery prevention control method for power loss comprising the following steps:
  • Step 1 Obtain the voltage state of the battery, and the on-board signal system determines whether the battery is in an under-voltage warning state according to the voltage state, and when the battery is in an under-voltage warning state, go to step 2;
  • Step 2 the on-board signal system or the OCC sends a wake-up command according to the undervoltage warning state, and remotely wakes up the vehicle host device according to the wake-up command;
  • Step 3 The on-board signal system or the OCC determines whether the pantograph raising command can be issued.
  • the first raising command is sent to the TCMS control module, and the process goes to step 4:
  • Step 4 The TCMS control module monitors and judges whether all the high-voltage isolation switches are in the pantograph position. When all the high-voltage isolation switches are in the pantograph position, the TCMS control module issues a second lift command, according to the The second ascending bow command controls the pantograph ascending bow, and the auxiliary inverter is connected to the high-voltage power supply to charge the battery;
  • Step 5 The TCMS control module judges whether the battery is fully charged. When the battery is fully charged, the TCMS control module feeds back the charging completion information to the vehicle-mounted signal system, and issues a lowering command, and controls the receiving power according to the lowering command. Bow down bow; the vehicle-mounted signal system sends out a sleep instruction according to the charging completion information, and controls the vehicle to be in a normal sleep state according to the sleep instruction.
  • step 1 a normally open contact of a first relay is added between the battery and the vehicle-mounted signal system, and the coil of the first relay is controlled by the voltage state of the battery;
  • the coil of the first relay When the voltage of the battery is lower than the under-voltage warning value, the coil of the first relay is de-energized, the normally open contact of the first relay is disconnected, and the vehicle-mounted signal system determines that the battery is in an under-voltage warning state.
  • the under-voltage early warning value is the cut-off voltage of the battery +6V.
  • step 3 the condition for the on-board signal system to determine whether the pantograph raising command can be issued is:
  • the vehicle is parked in an unmanned area, and a high-voltage catenary is installed at the parking position of the vehicle, and the high-voltage catenary has electricity.
  • the condition for the OCC to judge whether the pantograph raising command can be issued is:
  • the vehicle is parked in an unmanned area and there are no people around the vehicle, a high-voltage catenary is installed at the parking position of the vehicle, and the high-voltage catenary is powered, and no one is approaching the vehicle or a high-voltage warning sign is installed.
  • the output end of the battery is provided with a second relay, a third relay and a fourth relay; the first normally open contact of the second relay and the first normally open contact of the third relay point and the first normally closed contact of the fourth relay in series to form a first series branch, the second normally open contact of the second relay, the second normally open contact of the third relay and the second normally open contact of the fourth relay The normally closed contacts are connected in series to form a second series branch;
  • One end of the first series branch is connected to the output end of the battery, and the other end of the first series branch is connected to the coil of the third relay; one end of the second series branch is connected to the output end of the battery, and the second series branch is connected to the output end of the battery.
  • the other end of the series branch is connected with the rising bow valve;
  • the coil of the third relay and the coil of the fourth relay are controlled by the output command of the TCMS control module, and the coil of the second relay is controlled by whether the high-voltage isolation switch is in the pantograph position; the output command includes the second Bow up command and bow down command.
  • step 5 there are three ways to issue the bow lowering command:
  • the on-board signal system sends a first drop command to the TCMS control module according to the charging completion information and the undervoltage warning state, and the TCMS control module sends the first drop command according to the first drop command.
  • bow drop command
  • the on-board signal system sends the charging completion information to the OCC, and the OCC sends a second lowering bow command to the TCMS control module according to the charging completion information and the no-undervoltage warning state, and the TCMS control module then The bow lowering command is issued according to the second bow lowering command.
  • the present invention also provides an urban rail vehicle battery power loss prevention control system, which includes an on-board signal system, an OCC and a TCMS control module, and is characterized in that it also includes a first relay, a second relay, a third relay and a fourth relay;
  • the coil of the first relay is controlled by the voltage state of the battery, and the normally open contact of the first relay is arranged between the battery and the vehicle-mounted signal system;
  • the first normally open contact of the second relay, the first normally open contact of the third relay, and the first normally closed contact of the fourth relay are connected in series to form a first series branch, and the second relay of the second relay is connected in series.
  • the normally open contact, the second normally open contact of the third relay and the second normally closed contact of the fourth relay are connected in series to form a second series branch; one end of the first series branch is connected to the output end of the battery, The other end of the first series branch is connected to the coil of the third relay; one end of the second series branch is connected to the output end of the battery, and the other end of the second series branch is connected to the bow valve;
  • the coil of the third relay and the coil of the fourth relay are controlled by the output command of the TCMS control module, and the coil of the second relay is controlled by whether the high-voltage isolation switch is in the pantograph position; the output command includes the second Bow up command and bow down command;
  • the in-vehicle signal system is used to determine whether the battery is in an under-voltage warning state according to the voltage state of the battery; when the battery is in an under-voltage warning state, a wake-up command is issued to wake up the vehicle host equipment, and the under-voltage warning is issued.
  • the status information is sent to the OCC; it is used to judge whether the pantograph lifting command can be issued, and when the pantograph lifting command can be issued, the first lifting command is sent to the TCMS control module; and it is used according to the TCMS control module.
  • the charging completion information, and the dormancy command is issued to control the vehicle to be in a normal dormant state;
  • the OCC is used to issue a wake-up command according to the undervoltage warning state information sent by the vehicle-mounted signal system to wake up the host equipment of the vehicle; it is used to determine whether the pantograph raising command can be issued, and when the pantograph raising command can be issued , send the first bow raising command to the TCMS control module;
  • the TCMS control module is used for monitoring and judging whether all high-voltage isolating switches are in the pantograph position; when all high-voltage isolating switches are in the pantograph position, and when the first ascending bow command is received, the second ascending bow is issued. instruction; used to issue the second bow-raising instruction; used to send the charging completion information to the vehicle-mounted signal system when the battery is charged, and issue the bow-lowering instruction.
  • the on-board signal system is also used for charging completion information and no undervoltage warning state to issue a first bow-down command to the TCMS control module; and for sending charging completion information to OCC;
  • the OCC is also used to send a second bow-down command to the TCMS control module according to the charging completion information sent by the on-board signal system and the undervoltage warning state;
  • the TCMS control module is further configured to issue the bow-lowering instruction according to the first bow-lowering instruction or the second bow-lowering instruction.
  • the battery charging management can be completed through the on-board signal system, TCMS control module, etc. without waking up the host device remotely, without waking up the high-power power-consuming equipment, which greatly reduces the energy consumption during the battery charging process and solves the problem.
  • the battery charging management problem of the fully automatic driving train in the dormant state avoids the problem of power loss caused by the long-term discharge of the battery;
  • the wake-up and sleep control of the host equipment is carried out through the on-board signal system, which realizes the remote wake-up and sleep control of the train, without the need for personnel to board the train, which reduces labor costs and facilitates the maintenance and management of long-term storage of the train;
  • the OCC or vehicle-mounted signal system can accurately understand the parking position of the vehicle and the surrounding environment of the vehicle through the ground monitoring and other systems, and send the bow-raising command through the OCC or the vehicle-mounted signal system to realize the remote control of the pantograph, which can ensure that the vehicle is raised and bowed.
  • the pantograph After entering the high voltage power supply (DC1500V/DC750V), no safety accident will be caused, and the pantograph will automatically lower the bow after the battery is charged through the TCMS control module or the on-board signal system or OCC. the security of time storage;
  • Fig. 1 is the flow chart of the control method for preventing the power loss of the battery of the urban rail vehicle in the embodiment of the present invention
  • FIG. 2 is a schematic diagram of the battery voltage state monitoring principle in an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of the transmission of the bow command transmission in the embodiment of the present invention.
  • Fig. 4 is the monitoring principle diagram of the high-voltage isolation switch in the embodiment of the present invention.
  • FIG. 5 is a schematic diagram of pantograph control and battery charging control in an embodiment of the present invention.
  • FIG. 6 is a schematic diagram of the transmission principle of the bow drop command in the embodiment of the present invention.
  • a method for preventing power loss of a battery of an urban rail vehicle includes the following steps:
  • the normally open contact 12 of the first relay KM1 is added between the permanent load of the battery and the on-board signal system, and the coil of the first relay KM1 is controlled by the voltage state of the battery; when the voltage of the battery is lower than the undervoltage At the warning value, the coil of the first relay KM1 is de-energized, the normally open contact 12 of the first relay KM1 is disconnected, and the vehicle signal system judges that the battery is in an under-voltage warning state; The normally open contact 12 of the relay KM1 is closed and disconnected, so as to monitor the voltage state of the battery and determine whether it is in an undervoltage warning state.
  • the undervoltage warning value is the cut-off voltage of the battery +6V.
  • the permanent load of the battery is the output of the battery. The permanent load is uninterrupted and uncontrolled. As long as the battery does not lose power, the permanent load can be output.
  • the on-board signal system sends the undervoltage warning status information to the OCC and alarms, and the on-board signal system or OCC sends a wake-up command to remotely wake up the host device of the vehicle through the wake-up command.
  • Subsequent pantograph raising control, lowering control and battery charging control are all performed when only the host device is awake, and high-power power-consuming devices such as lighting systems and air conditioning systems are in a dormant state, which greatly reduces battery life.
  • the energy consumption during the charging process in the case of low power consumption, the battery charging management problem of the fully automatic driving train in the dormant state is solved, and the problem of power loss caused by the long-term discharge of the battery is avoided.
  • the wake-up of the train host equipment and the sleep of the train are controlled according to the instructions issued by the on-board signal system or OCC, which realizes the remote wake-up and sleep control of the train, does not require personnel to board the train, reduces labor costs, and facilitates long-term storage of the train. Maintenance management.
  • the on-board signal system communicates with the OCC through the wake-up module of the on-board signal system.
  • the wake-up module is powered by a permanent battery power supply to ensure uninterrupted power supply.
  • the on-board signal system or OCC After the on-board signal system or OCC detects that the battery is in an under-voltage warning state, it will then determine whether the pantograph raising command can be issued. As shown in Figure 3, the on-board signal system or OCC issues the first bow command.
  • the first lift command of the OCC is first sent to the wake-up module of the on-board signal system, and then sent to the TCMS control module; the first lift command of the on-board signal system is directly sent to the TCMS control module.
  • pantograph raising command can be issued, the on-board signal system or OCC needs to meet certain conditions.
  • the conditions for the on-board signal system to judge whether the pantograph raising command can be issued are:
  • the vehicle is parked in an unmanned area; according to the positioning of the vehicle, it can be judged whether the vehicle is parked in an unmanned area, and the safety issue is fully considered to ensure the safety of personnel during the entire process of preventing power loss control.
  • the vehicle is parked in an unmanned area and there are no people around the vehicle;
  • a second relay KM2, a third relay KM3 and a fourth relay KM4 are provided on the permanent load of the battery; the first normally open contact 12 of the second relay KM2 and the first normally open contact of the third relay KM3
  • the open contact 12 and the first normally closed contact 12 of the fourth relay KM4 are connected in series to form a first series branch, the second normally open contact 34 of the second relay KM2 and the second normally open contact 34 of the third relay KM3
  • the second normally closed contact 34 of the fourth relay KM4 is connected in series to form a second series branch; one end of the first series branch is connected to the permanent load of the battery, and the other end of the first series branch is connected to the coil of the third relay KM3 ;
  • One end of the second series branch is connected to the battery permanent load, and the other end of the second series branch is connected to the bow valve; the coil of the third relay KM3 and the coil of the fourth relay KM4 are controlled by the output command of the TCMS control module , the
  • the pantograph When the high-voltage isolating switch is in the pantograph position, the pantograph is allowed to rise, and the coil of the second relay KM2 (ie, the riser-allowing relay) is energized, and the first normally open contact 12 of the second relay KM2 and the second normally open contact
  • the open contact 34 is closed, when the TCMS control module sends the second ascending bow command, the third relay KM3 coil (namely the ascending bow holding relay) is energized, the fourth relay KM4 coil (the descending bow control relay) is de-energized, and the third relay
  • the first normally open contact 12 and the second normally open contact 34 of KM3 are closed, and the first normally closed contact 12 and the second normally closed contact 34 of the fourth relay KM4 are closed, so that the first series branch and the second normally closed contact are closed.
  • the series branch is connected, the lift valve (ie lift control solenoid valve) is energized, and the pantograph is controlled by air pressure to rise.
  • the auxiliary inverter is connected to the high-voltage power supply, and the auxiliary inverter The charger and charger start automatically to charge the battery.
  • the TCMS control module sends out the bow drop command, the coil of the fourth relay KM4 is energized, and the first normally closed contact 12 and the second normally closed contact 34 of the fourth relay KM4 are disconnected, so that the first series branch and the second normally closed contact are disconnected.
  • the series branch is disconnected, the rising bow valve (ie the rising bow control solenoid valve) is de-energized, the pantograph lowering bow is controlled, and the battery charging is completed, the first relay KM1 is energized, and the first normally open contact of the first relay KM1 is energized. 12 is closed, and the train enters the normal sleep state.
  • the rising bow valve ie the rising bow control solenoid valve
  • the TCMS control module sends out the second ascending bow command according to the first ascending bow command and all high-voltage isolating switches are in the pantograph position, the first series branch and the second series branch are connected, the ascending bow valve is energized, and the remote control
  • the pantograph is raised to charge the battery, and the TCMS control module monitors the entire charging process of the battery.
  • the TCMS control module issues a bow-lowering command.
  • the preset charging time is 8 hours.
  • the TCMS control module feeds back the charging completion information to the on-board signal system, and issues a bow drop command, and controls the pantograph to drop the bow according to the bow drop command; the on-board signal system sends a sleep command according to the charging completion information, and according to the sleep command Control the vehicle in a normal sleep state.
  • the on-board signal system sends the first drop bow command to the TCMS control module according to the charging completion information and the no undervoltage warning state (the no undervoltage warning state is monitored by the first relay KM1), and the TCMS control module then according to the first drop command.
  • Bow command issues bow command;
  • the on-board signal system sends the charging completion information to the OCC through the wake-up module, and the OCC sends the second lowering command to the TCMS control module according to the charging completion information and no undervoltage warning state, and the TCMS control module then according to the second lowering command
  • the command issues a bow drop command.
  • the TCMS control module controls the coil of the fourth relay KM4 to be energized, and the first normally closed contact 12 and the second normally closed contact 34 of the fourth relay KM4 are disconnected, so that the first The series branch and the second series branch are disconnected, so that the lifting bow valve is de-energized, and the pantograph lowering bow is controlled.
  • the train completes battery charging, the coil of the first relay KM1 is energized, the normally open contact 12 of the first relay KM1 is closed, the on-board signal system judges that the battery is not in an undervoltage warning state, and issues a sleep command, and the train enters a normal sleep state.
  • the normally open contact 12 of the first relay KM1 is closed, and the on-board signal system receives the battery undervoltage warning state information, and then issues the first bow-down command according to the charging completion information fed back by the TCMS control module.
  • this embodiment also provides a battery power loss prevention control system for urban rail vehicles, including an on-board signal system, an OCC, and a TCMS control module, a first relay KM1, a second relay KM2, and a third relay. KM3 and the fourth relay KM4.
  • the coil of the first relay KM1 is controlled by the voltage state of the battery, and the normally open contact 12 of the first relay KM1 is set between the battery and the vehicle-mounted signal system, as shown in FIG. 2 .
  • the first normally open contact 12 of the second relay KM2, the first normally open contact 12 of the third relay KM3 and the first normally closed contact 12 of the fourth relay KM4 are connected in series to form a first series branch.
  • the second normally open contact 34 of the second relay KM2, the second normally open contact 34 of the third relay KM3 and the second normally closed contact 34 of the fourth relay KM4 are connected in series to form a second series branch; One end of the series branch is connected to the output end of the battery, and the other end of the first series branch is connected to the coil of the third relay KM3; one end of the second series branch is connected to the output end of the battery, and the second series branch is connected to the output end of the battery.
  • the other end of the valve is connected to the rising bow valve, as shown in Figure 5.
  • the coil of the third relay KM3 and the coil of the fourth relay KM4 are controlled by the output command of the TCMS control module, and the coil of the second relay KM2 is controlled by whether the high-voltage isolation switch is in the pantograph position; the output command Including the second bow raising command and the bow lowering command.
  • the in-vehicle signal system is used to determine whether the battery is in an under-voltage warning state according to the voltage state of the battery; when the battery is in an under-voltage warning state, a wake-up command is issued to wake up the vehicle host equipment, and the under-voltage warning is issued.
  • the status information is sent to the OCC; it is used to judge whether the pantograph lifting command can be issued, and when the pantograph lifting command can be issued, the first lifting command is sent to the TCMS control module; and it is used according to the TCMS control module.
  • the charging completion information is issued, and a sleep command is issued to control the vehicle to be in a normal sleep state.
  • the OCC is used to issue a wake-up command according to the undervoltage warning state information sent by the vehicle-mounted signal system to wake up the host equipment of the vehicle; it is used to determine whether the pantograph raising command can be issued, and when the pantograph raising command can be issued , send the first bow raising command to the TCMS control module.
  • the TCMS control module is used for monitoring and judging whether all high-voltage isolating switches are in the pantograph position; when all high-voltage isolating switches are in the pantograph position, and when the first ascending bow command is received, the second ascending bow is issued. instruction; used to issue the second bow-raising instruction; used to send the charging completion information to the vehicle-mounted signal system when the battery is charged, and issue the bow-lowering instruction.
  • the on-board signal system is also used for charging completion information and no under-voltage warning state to issue a first bow drop command to the TCMS control module; for sending the charging completion information to the OCC; the OCC, It is also used to send a second lowering command to the TCMS control module according to the charging completion information sent by the on-board signal system and the undervoltage warning state; the TCMS control module is also used to send a second lowering command according to the first lowering command or the second lowering command.
  • the bow command issues the bow drop command.

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  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
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Abstract

本发明公开了一种城轨车辆蓄电池预防亏电控制方法及系统，包括车载信号系统、OCC、TCMS控制模块、第一继电器、第二继电器、第三继电器以及第四继电器，可以在仅远程唤醒主机设备，不唤醒大功率耗电设备的情况下，通过车载信号系统、TCMS控制模块等完成蓄电池充电管理，大幅度降低了蓄电池充电过程中的能耗量，解决了全自动驾驶列车在休眠状态下蓄电池充电管理问题，避免了因为蓄电池长时间放电导致亏电问题；通过车载信号系统进行主机设备的唤醒和休眠控制，实现了列车远程唤醒和休眠控制，无需人员登车处理，降低了人工成本，便于列车长时间存放的维护管理。

Description

一种城轨车辆蓄电池预防亏电控制方法及系统 技术领域
本发明属于轨道交通技术领域，尤其涉及一种城轨车辆蓄电池预防亏电控制方法及系统。
背景技术
城轨车辆，例如全自动驾驶地铁，在世界轨道交通领域发展迅速。全自动驾驶轨道交通在我国已经有了良好的开端。全自动驾驶城市轨道交通系统是我国未来轨道交通建设发展的趋势和技术制高点。
全自动驾驶地铁列车在唤醒状态下，所有系统将启动并投入工作，在休眠状态下，仍然会有车载信号系统唤醒模块、TCMS控制模块等部分系统或设备处于带电状态，消耗蓄电池电量。因此在休眠状态下，需要对蓄电池进行管理，避免因为蓄电池长时间放电导致亏电问题。
目前，国内外全自动驾驶城轨列车普遍采用的蓄电池预防亏电方法是：蓄电池电压设置一个实际欠压值和一个欠压报警值，当监控到蓄电池欠压报警时，OCC(Operation Control Center，列车运营控制中心)安排专业人员登车唤醒列车全部系统或设备，人工操作受电弓升起接入高压电源，列车启动辅助逆变器及充电机，然后对蓄电池充电。当蓄电池充电完成后，人工操作列车进入休眠模式。
目前的蓄电池管理方法存在以下问题：
第一，蓄电池发出欠压报警后，必须安排人员登车处理，增加人工成本；
第二，列车唤醒后，所有系统将通电，蓄电池充电一般需要约8小时，在蓄电池充电过程中所有车载系统均消耗电能，耗电量较大，例如在某个项目中，蓄电池充满电需要消耗的电量约为20度，但在充电过程中，车载系统消耗的电量约为120度；
第三，列车长时间在休眠模式下存放，如土耳其机场线项目休眠时间小于24小时，将导致需要人员频繁登车处理蓄电池管理问题，增加车辆运营及维护成本。
发明内容
针对现有技术中蓄电池欠压报警管理人工成本高，当欠压报警时唤醒列车全部设备后再进行充电管理耗电量大，以及长时间休眠模式下蓄电池管理成本高的 问题，本发明提供一种城轨车辆蓄电池预防亏电控制方法及系统，在仅唤醒列车主机设备的情况下，完成蓄电池欠压预警、充电管理，大幅度降低蓄电池充电过程中的能耗量，无需人员登车唤醒列车、充电蓄电池、休眠列车，降低人工成本，便于列车长时间存放时的维护管理。
本发明是通过如下的技术方案来解决上述技术问题的：一种城轨车辆蓄电池预防亏电控制方法，包括以下步骤：
步骤1：获取蓄电池的电压状态，车载信号系统根据所述电压状态判断蓄电池是否处于欠压预警状态，当蓄电池处于欠压预警状态时，转入步骤2；
步骤2：所述车载信号系统或OCC根据欠压预警状态发出唤醒指令，根据所述唤醒指令远程唤醒车辆主机设备；
步骤3：车载信号系统或OCC判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令，并转入步骤4：
步骤4：所述TCMS控制模块监测并判断所有高压隔离开关是否处于受电弓位，当所有高压隔离开关均处于受电弓位时，所述TCMS控制模块发出第二升弓指令，根据所述第二升弓指令控制受电弓升弓，辅助逆变器接入高压电源，给蓄电池充电；
步骤5：所述TCMS控制模块判断蓄电池是否充电完成，当蓄电池充电完成时，所述TCMS控制模块将充电完成信息反馈给车载信号系统，并发出降弓指令，根据所述降弓指令控制受电弓降弓；所述车载信号系统根据充电完成信息发出休眠指令，根据所述休眠指令控制车辆处于正常的休眠状态。
进一步地，所述步骤1中，在蓄电池与车载信号系统之间增设第一继电器的常开触点，所述第一继电器的线圈由蓄电池的电压状态来控制；
当所述蓄电池的电压低于欠压预警值时，第一继电器的线圈失电，第一继电器的常开触点断开，车载信号系统判断蓄电池为欠压预警状态。
优选地，所述欠压预警值为蓄电池的截止电压+6V。
进一步地，所述步骤3中，车载信号系统判断是否可发出受电弓升弓指令的条件为：
车辆停放在无人区域，以及车辆停放位置处设有高压接触网，且高压接触网有电。
进一步地，所述步骤3中，OCC判断是否可发出受电弓升弓指令的条件为：
车辆停放在无人区域且车辆周围无人员，车辆停放位置处设有高压接触网，且高压接触网有电，以及车辆无人员靠近或设有高压警示牌。
进一步地，所述步骤4中，在蓄电池的输出端设有第二继电器、第三继电器和第四继电器；所述第二继电器的第一常开触点、第三继电器的第一常开触点以及第四继电器的第一常闭触点串联构成第一串联支路，所述第二继电器的第二常开触点、第三继电器的第二常开触点以及第四继电器的第二常闭触点串联构成第二串联支路；
所述第一串联支路的一端与蓄电池的输出端连接，第一串联支路的另一端与第三继电器的线圈连接；所述第二串联支路的一端与蓄电池的输出端连接，第二串联支路的另一端与升弓阀连接；
所述第三继电器的线圈、第四继电器的线圈由TCMS控制模块的输出指令来控制，所述第二继电器的线圈由高压隔离开关是否处于受电弓位来控制；所述输出指令包括第二升弓指令和降弓指令。
进一步地，所述步骤5中，降弓指令的发出方式有三种：
第一种方式：所述TCMS控制模块根据充电完成信息直接发出所述降弓指令；
第二种方式：所述车载信号系统根据充电完成信息和不欠压预警状态向所述TCMS控制模块发出第一降弓指令，所述TCMS控制模块再根据所述第一降弓指令发出所述降弓指令；
第三种方式：所述车载信号系统将所述充电完成信息发送给OCC，OCC根据充电完成信息和不欠压预警状态向所述TCMS控制模块发出第二降弓指令，所述TCMS控制模块再根据所述第二降弓指令发出所述降弓指令。
本发明还提供一种城轨车辆蓄电池预防亏电控制系统，包括车载信号系统、OCC以及TCMS控制模块，其特征是，还包括第一继电器、第二继电器、第三继电器以及第四继电器；
所述第一继电器的线圈由蓄电池的电压状态来控制，所述第一继电器的常开触点设于所述蓄电池与车载信号系统之间；
所述第二继电器的第一常开触点、第三继电器的第一常开触点以及第四继电 器的第一常闭触点串联构成第一串联支路，所述第二继电器的第二常开触点、第三继电器的第二常开触点以及第四继电器的第二常闭触点串联构成第二串联支路；所述第一串联支路的一端与蓄电池的输出端连接，第一串联支路的另一端与第三继电器的线圈连接；所述第二串联支路的一端与蓄电池的输出端连接，第二串联支路的另一端与升弓阀连接；
所述第三继电器的线圈、第四继电器的线圈由TCMS控制模块的输出指令来控制，所述第二继电器的线圈由高压隔离开关是否处于受电弓位来控制；所述输出指令包括第二升弓指令和降弓指令；
所述车载信号系统，用于根据所述蓄电池的电压状态判断蓄电池是否处于欠压预警状态；用于当蓄电池处于欠压预警状态时，发出唤醒指令，以唤醒车辆主机设备，并将欠压预警状态信息发送给OCC；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令；以及用于根据TCMS控制模块发送的充电完成信息，发出休眠指令，以控制车辆处于正常的休眠状态；
所述OCC，用于根据车载信号系统发送的欠压预警状态信息，发出唤醒指令，以唤醒车辆主机设备；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令；
所述TCMS控制模块，用于监测并判断所有高压隔离开关是否处于受电弓位；用于所有高压隔离开关均处于受电弓位，且接收到第一升弓指令时，发出第二升弓指令；用于发出第二升弓指令；用于当蓄电池充电完成时，将充电完成信息发送给车载信号系统，并发出降弓指令。
进一步地，所述车载信号系统，还用于充电完成信息和不欠压预警状态向所述TCMS控制模块发出第一降弓指令；用于将充电完成信息发送给OCC；
所述OCC，还用于根据车载信号系统发送的充电完成信息和不欠压预警状态向所述TCMS控制模块发出第二降弓指令；
所述TCMS控制模块，还用于根据第一降弓指令或第二降弓指令发出所述降弓指令。
有益效果
与现有技术相比，本发明的优点在于：
1、可以在仅远程唤醒主机设备，不唤醒大功率耗电设备的情况下，通过车载信号系统、TCMS控制模块等完成蓄电池充电管理，大幅度降低了蓄电池充电过程中的能耗量，解决了全自动驾驶列车在休眠状态下蓄电池充电管理问题，避免了因为蓄电池长时间放电导致亏电问题；
2、通过车载信号系统进行主机设备的唤醒和休眠控制，实现了列车远程唤醒和休眠控制，无需人员登车处理，降低了人工成本，便于列车长时间存放的维护管理；
3、OCC或车载信号系统可以通过地面监控等系统准确了解车辆停放位置以及车辆周围环境，通过OCC或车载信号系统发出升弓指令，，实现受电弓远程升弓控制，能够保证车辆升弓接入高压电源(DC1500V/DC750V)后不会造成安全事故，以及通过TCMS控制模块或车载信号系统或OCC实现蓄电池充电完成后受电弓自动降弓控制，充分考虑了人员安全问题，保证了列车长时间存放的安全性；
4、能够实现蓄电池的充电过程全程控制及监控。
附图说明
为了更清楚地说明本发明的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一个实施例，对于本领域普通技术人员来说，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例中城轨车辆蓄电池预防亏电控制方法流程图；
图2是本发明实施例中蓄电池电压状态监测原理图；
图3是本发明实施例中升弓指令传输原理图；
图4是本发明实施例中高压隔离开关监控原理图；
图5是本发明实施例中受电弓控制及蓄电池充电控制原理图；
图6是本发明实施例中降弓指令传输原理图。
具体实施方式
下面结合本发明实施例中的附图，对本发明中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1所示，本实施例所提供的一种城轨车辆蓄电池预防亏电控制方法，包括以下步骤：
1、蓄电池电压状态判断
如图2所示，在蓄电池永久负载与车载信号系统之间增设第一继电器KM1的常开触点12，第一继电器KM1的线圈由蓄电池的电压状态来控制；当蓄电池的电压低于欠压预警值时，第一继电器KM1的线圈失电，第一继电器KM1的常开触点12断开，车载信号系统判断蓄电池为欠压预警状态；通过第一继电器KM1线圈的得失电来控制第一继电器KM1的常开触点12的关闭和断开，从而监测蓄电池的电压状态，并判断是否处于欠压预警状态。
本实施例中，欠压预警值为蓄电池的截止电压+6V。蓄电池永久负载即为蓄电池的输出，永久负载不断电，且不受控制，只要蓄电池不亏电就可以输出永久负载。
2、主机设备的唤醒
车载信号系统将欠压预警状态信息发送给OCC并报警，由车载信号系统或OCC发出唤醒指令，通过唤醒指令远程唤醒车辆的主机设备。后续受电弓的升弓控制、降弓控制以及蓄电池的充电控制均是在仅主机设备唤醒的状态下进行的，照明系统、空调系统等大功率耗电设备均处于休眠状态，大大降低了蓄电池充电过程中的能耗量；在低耗电量情况下解决了全自动驾驶列车在休眠状态下蓄电池充电管理问题，避免了因为蓄电池长时间放电导致亏电问题。列车主机设备的唤醒以及列车休眠均是根据车载信号系统或OCC发出的指令来进行控制的，实现了列车远程唤醒和休眠控制，无需人员登车处理，降低了人工成本，便于列车长时间存放的维护管理。
车载信号系统与OCC通过车载信号系统的唤醒模块进行通信，唤醒模块采用蓄电池永久电源供电，保证不断电。
3、第一升弓指令的发出
车载信号系统或OCC监测到蓄电池处于欠压预警状态后，再判断是否可以发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令，如图3所示，车载信号系统或OCC发出第一升弓指令。OCC的第一升弓指令先发送给车载信号系统的唤醒模块，再发送给TCMS控制模块；车 载信号系统的第一升弓指令直接发送给TCMS控制模块。
是否可以发出受电弓升弓指令，车载信号系统或OCC均需要满足一定的条件。
车载信号系统判断是否可发出受电弓升弓指令的条件为：
(1)车辆停放在无人区域；根据车辆的定位可以判断车辆是否停放在无人区域，充分考虑安全性问题，保证整个预防亏电控制过程中人员的安全。
(2)车辆停放位置处设有高压接触网，且高压接触网有电，同样根据车辆的定位判断车体停放位置处是否设有高压接触网，为后续的蓄电池充电做准备。条件(1)和(2)需要同时满足。
OCC判断是否可发出受电弓升弓指令的条件为：
(1)车辆停放在无人区域且车辆周围无人员；
(2)车辆停放位置处设有高压接触网，且高压接触网有电；
(3)车辆无人员靠近或设有高压警示牌，如果在无人区就无需设置高压警示牌。
4、受电弓远程升弓控制
如图4和5所示，在蓄电池永久负载设有第二继电器KM2、第三继电器KM3和第四继电器KM4；第二继电器KM2的第一常开触点12、第三继电器KM3的第一常开触点12以及第四继电器KM4的第一常闭触点12串联构成第一串联支路，第二继电器KM2的第二常开触点34、第三继电器KM3的第二常开触点34以及第四继电器KM4的第二常闭触点34串联构成第二串联支路；第一串联支路的一端与蓄电池永久负载连接，第一串联支路的另一端与第三继电器KM3的线圈连接；第二串联支路的一端与蓄电池永久负载连接，第二串联支路的另一端与升弓阀连接；第三继电器KM3的线圈、第四继电器KM4的线圈由TCMS控制模块的输出指令来控制，第二继电器KM2的线圈由高压隔离开关(即列车刀开关)是否处于受电弓位(即运行位)来控制；输出指令包括第二升弓指令和降弓指令。
高压隔离开关处于受电弓位时，即允许受电弓升弓，第二继电器KM2的线圈(即升弓允许继电器)得电，第二继电器KM2的第一常开触点12和第二常开触点34闭合，当TCMS控制模块发出第二升弓指令时，第三继电器KM3线圈 (即升弓保持继电器)得电，第四继电器KM4线圈(降弓控制继电器)失电，第三继电器KM3的第一常开触点12和第二常开触点34闭合，第四继电器KM4的第一常闭触点12和第二常闭触点34闭合，使得第一串联支路和第二串联支路接通，升弓阀(即升弓控制电磁阀)得电，通过空气压力控制受电弓升起，当受电弓升起后，辅助逆变器接入高压电源，辅助逆变器和充电机自动启动，给蓄电池进行充电。当TCMS控制模块发出降弓指令时，第四继电器KM4线圈得电，第四继电器KM4的第一常闭触点12和第二常闭触点34断开，使得第一串联支路和第二串联支路断开，升弓阀(即升弓控制电磁阀)失电，控制受电弓降弓，完成蓄电池的充电，第一继电器KM1得电，第一继电器KM1的第一常开触点12闭合，列车进入正常的休眠状态。
TCMS控制模块根据第一升弓指令以及所有高压隔离开关均处于受电弓位而发出第二升弓指令，第一串联支路和第二串联支路接通，升弓阀得电，远程控制受电弓升起，给蓄电池充电，并且TCMS控制模块监控蓄电池的整个充电过程，当蓄电池充满电以后，或者蓄电池的充电时间达到预设充电时间时，TCMS控制模块发出降弓指令。本实施例中，预设充电时间为8小时。
5、受电弓远程降弓控制
当蓄电池完成充电后，TCMS控制模块将充电完成信息反馈给车载信号系统，并发出降弓指令，根据降弓指令控制受电弓降弓；车载信号系统根据充电完成信息发出休眠指令，根据休眠指令控制车辆处于正常的休眠状态。
如图6所示，本实施例中，降弓指令的发出方式有三种：
第一种方式：TCMS控制模块根据充电完成信息直接发出降弓指令；
第二种方式：车载信号系统根据充电完成信息和不欠压预警状态(不欠压预警状态由第一继电器KM1监测)向TCMS控制模块发出第一降弓指令，TCMS控制模块再根据第一降弓指令发出降弓指令；
第三种方式：车载信号系统通过唤醒模块将充电完成信息发送给OCC，OCC根据充电完成信息和不欠压预警状态向TCMS控制模块发出第二降弓指令，TCMS控制模块再根据第二降弓指令发出降弓指令。
如图5所示，TCMS控制模块发出降弓指令后，控制第四继电器KM4线圈得电，第四继电器KM4的第一常闭触点12和第二常闭触点34断开，使第一串 联支路和第二串联支路断开，从而使升弓阀失电，控制受电弓降弓。列车完成蓄电池充电，第一继电器KM1线圈得电，第一继电器KM1的常开触点12闭合，车载信号系统判断蓄电池为不欠压预警状态，发出休眠指令，列车进入正常的休眠状态。
当蓄电池充电完成后，第一继电器KM1的常开触点12闭合，车载信号系统收到蓄电池不欠压预警状态信息，再根据TCMS控制模块反馈的充电完成信息发出第一降弓指令。
如图1～6所示，本实施例还提供的一种城轨车辆蓄电池预防亏电控制系统，包括车载信号系统、OCC、TCMS控制模块、第一继电器KM1、第二继电器KM2、第三继电器KM3以及第四继电器KM4。
所述第一继电器KM1的线圈由蓄电池的电压状态来控制，所述第一继电器KM1的常开触点12设于所述蓄电池与车载信号系统之间，如图2所示。
所述第二继电器KM2的第一常开触点12、第三继电器KM3的第一常开触点12以及第四继电器KM4的第一常闭触点12串联构成第一串联支路，所述第二继电器KM2的第二常开触点34、第三继电器KM3的第二常开触点34以及第四继电器KM4的第二常闭触点34串联构成第二串联支路；所述第一串联支路的一端与蓄电池的输出端连接，第一串联支路的另一端与第三继电器KM3的线圈连接；所述第二串联支路的一端与蓄电池的输出端连接，第二串联支路的另一端与升弓阀连接，如图5所示。
所述第三继电器KM3的线圈、第四继电器KM4的线圈由TCMS控制模块的输出指令来控制，所述第二继电器KM2的线圈由高压隔离开关是否处于受电弓位来控制；所述输出指令包括第二升弓指令和降弓指令。
所述车载信号系统，用于根据所述蓄电池的电压状态判断蓄电池是否处于欠压预警状态；用于当蓄电池处于欠压预警状态时，发出唤醒指令，以唤醒车辆主机设备，并将欠压预警状态信息发送给OCC；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令；以及用于根据TCMS控制模块发送的充电完成信息，发出休眠指令，以控制车辆处于正常的休眠状态。
所述OCC，用于根据车载信号系统发送的欠压预警状态信息，发出唤醒指 令，以唤醒车辆主机设备；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令。
所述TCMS控制模块，用于监测并判断所有高压隔离开关是否处于受电弓位；用于所有高压隔离开关均处于受电弓位，且接收到第一升弓指令时，发出第二升弓指令；用于发出第二升弓指令；用于当蓄电池充电完成时，将充电完成信息发送给车载信号系统，并发出降弓指令。
本实施例中，所述车载信号系统，还用于充电完成信息和不欠压预警状态向所述TCMS控制模块发出第一降弓指令；用于将充电完成信息发送给OCC；所述OCC，还用于根据车载信号系统发送的充电完成信息和不欠压预警状态向所述TCMS控制模块发出第二降弓指令；所述TCMS控制模块，还用于根据第一降弓指令或第二降弓指令发出所述降弓指令。
以上所揭露的仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或变型，都应涵盖在本发明的保护范围之内。

Claims (9)

  1. 一种城轨车辆蓄电池预防亏电控制方法，其特征在于，包括以下步骤：
    步骤1：获取蓄电池的电压状态，车载信号系统根据所述电压状态判断蓄电池是否处于欠压预警状态，当蓄电池处于欠压预警状态时，转入步骤2；
    步骤2：所述车载信号系统或OCC根据欠压预警状态发出唤醒指令，根据所述唤醒指令远程唤醒车辆主机设备；
    步骤3：车载信号系统或OCC判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令，并转入步骤4：
    步骤4：所述TCMS控制模块监测并判断所有高压隔离开关是否处于受电弓位，当所有高压隔离开关均处于受电弓位时，所述TCMS控制模块发出第二升弓指令，根据所述第二升弓指令控制受电弓升弓，辅助逆变器接入高压电源，给蓄电池充电；
    步骤5：所述TCMS控制模块判断蓄电池是否充电完成，当蓄电池充电完成时，所述TCMS控制模块将充电完成信息反馈给车载信号系统，并发出降弓指令，根据所述降弓指令控制受电弓降弓；所述车载信号系统根据充电完成信息发出休眠指令，根据所述休眠指令控制车辆处于正常的休眠状态。
  2. 如权利要求1所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述步骤1中，在蓄电池与车载信号系统之间增设第一继电器的常开触点，所述第一继电器的线圈由蓄电池的电压状态来控制；
    当所述蓄电池的电压低于欠压预警值时，第一继电器的线圈失电，第一继电器的常开触点断开，车载信号系统判断蓄电池为欠压预警状态。
  3. 如权利要求2所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述欠压预警值为蓄电池的截止电压+6V。
  4. 如权利要求1所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述步骤3中，车载信号系统判断是否可发出受电弓升弓指令的条件为：
    车辆停放在无人区域，以及车辆停放位置处设有高压接触网，且高压接触网有电。
  5. 如权利要求1所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述步骤3中，OCC判断是否可发出受电弓升弓指令的条件为：
    车辆停放在无人区域且车辆周围无人员，车辆停放位置处设有高压接触网，且高压接触网有电，以及车辆无人员靠近或设有高压警示牌。
  6. 如权利要求1～5中任一项所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述步骤4中，在蓄电池的输出端设有第二继电器、第三继电器和第四继电器；所述第二继电器的第一常开触点、第三继电器的第一常开触点以及第四继电器的第一常闭触点串联构成第一串联支路，所述第二继电器的第二常开触点、第三继电器的第二常开触点以及第四继电器的第二常闭触点串联构成第二串联支路；
    所述第一串联支路的一端与蓄电池的输出端连接，第一串联支路的另一端与第三继电器的线圈连接；所述第二串联支路的一端与蓄电池的输出端连接，第二串联支路的另一端与升弓阀连接；
    所述第三继电器的线圈、第四继电器的线圈由TCMS控制模块的输出指令来控制，所述第二继电器的线圈由高压隔离开关是否处于受电弓位来控制；所述输出指令包括第二升弓指令和降弓指令。
  7. 如权利要求1～5中任一项所述的一种城轨车辆蓄电池预防亏电控制方法，其特征在于，所述步骤5中，降弓指令的发出方式有三种：
    第一种方式：所述TCMS控制模块根据充电完成信息直接发出所述降弓指令；
    第二种方式：所述车载信号系统根据充电完成信息和不欠压预警状态向所述TCMS控制模块发出第一降弓指令，所述TCMS控制模块再根据所述第一降弓指令发出所述降弓指令；
    第三种方式：所述车载信号系统将所述充电完成信息发送给OCC，OCC根据充电完成信息和不欠压预警状态向所述TCMS控制模块发出第二降弓指令，所述TCMS控制模块再根据所述第二降弓指令发出所述降弓指令。
  8. 一种城轨车辆蓄电池预防亏电控制系统，包括车载信号系统、OCC以及TCMS控制模块，其特征在于，还包括第一继电器、第二继电器、第三继电器以及第四继电器；
    所述第一继电器的线圈由蓄电池的电压状态来控制，所述第一继电器的常开触点设于所述蓄电池与车载信号系统之间；
    所述第二继电器的第一常开触点、第三继电器的第一常开触点以及第四继电器的第一常闭触点串联构成第一串联支路，所述第二继电器的第二常开触点、第三继电器的第二常开触点以及第四继电器的第二常闭触点串联构成第二串联支路；所述第一串联支路的一端与蓄电池的输出端连接，第一串联支路的另一端与第三继电器的线圈连接；所述第二串联支路的一端与蓄电池的输出端连接，第二串联支路的另一端与升弓阀连接；
    所述第三继电器的线圈、第四继电器的线圈由TCMS控制模块的输出指令来控制，所述第二继电器的线圈由高压隔离开关是否处于受电弓位来控制；所述输出指令包括第二升弓指令和降弓指令；
    所述车载信号系统，用于根据所述蓄电池的电压状态判断蓄电池是否处于欠压预警状态；用于当蓄电池处于欠压预警状态时，发出唤醒指令，以唤醒车辆主机设备，并将欠压预警状态信息发送给OCC；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令；以及用于根据TCMS控制模块发送的充电完成信息，发出休眠指令，以控制车辆处于正常的休眠状态；
    所述OCC，用于根据车载信号系统发送的欠压预警状态信息，发出唤醒指令，以唤醒车辆主机设备；用于判断是否可发出受电弓升弓指令，当可发出受电弓升弓指令时，向TCMS控制模块发出第一升弓指令；
    所述TCMS控制模块，用于监测并判断所有高压隔离开关是否处于受电弓位；用于所有高压隔离开关均处于受电弓位，且接收到第一升弓指令时，发出第二升弓指令；用于发出第二升弓指令；用于当蓄电池充电完成时，将充电完成信息发送给车载信号系统，并发出降弓指令。
  9. 如权利要求8所述的一种城轨车辆蓄电池预防亏电控制系统，其特征在于，所述车载信号系统，还用于充电完成信息和不欠压预警状态向所述TCMS控制模块发出第一降弓指令；用于将充电完成信息发送给OCC；
    所述OCC，还用于根据车载信号系统发送的充电完成信息和不欠压预警状态向所述TCMS控制模块发出第二降弓指令；
    所述TCMS控制模块，还用于根据第一降弓指令或第二降弓指令发出所述降弓指令。
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