CN216659876U - Power supply system for rail vehicle - Google Patents
Power supply system for rail vehicle Download PDFInfo
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- CN216659876U CN216659876U CN202122390321.5U CN202122390321U CN216659876U CN 216659876 U CN216659876 U CN 216659876U CN 202122390321 U CN202122390321 U CN 202122390321U CN 216659876 U CN216659876 U CN 216659876U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The utility model provides a power supply system for a rail vehicle, comprising: the power battery box comprises a plurality of groups of power batteries connected in parallel and is used for controlling a contactor connected with the power batteries which do not have faults to be closed according to a received first target instruction when the faults of the single groups of power batteries are determined, or controlling the contactor connected with the target power batteries to be closed according to a received second target instruction when the faults of all the groups of power batteries are determined, so as to provide electric energy for a high-voltage circuit of the railway vehicle; and the rail vehicle network unit is connected with the power battery box and used for sending the first target instruction or the second target instruction to the power battery box. According to the utility model, a group of power batteries in the original power battery box is split into a plurality of groups of power batteries and then connected in parallel to the high-voltage circuit of the vehicle, and a power supply scheme that one group of power batteries has a fault or none of the plurality of groups of power batteries has a fault is added, so that the reliability and the availability of power supply of the power batteries are improved, and the occurrence of parking accidents is reduced.
Description
Technical Field
The utility model relates to the technical field of power supply of rail vehicles, in particular to a power supply system of a rail vehicle.
Background
With the development of cities, the number of contactless grid type rail vehicles taking power batteries as power supply sources is increasing. The power battery adopts the series connection characteristic of the battery to increase the battery supply voltage and the parallel connection characteristic to increase the battery supply current. At present, a group of power batteries are formed by connecting a plurality of groups of batteries in series and in parallel in a power battery box, and a battery management system is also a group, so that although the power batteries have higher reliability, the following defects still exist in practical application:
1. when a single battery fails, the whole battery pack cannot work normally, so that the vehicle cannot run, and a parking accident is caused.
2. Because the number of batteries connected in parallel is too large, the discharge current is too large, and the bus wire diameter and the large bus bar matched with the discharge current have to be selected, which is not favorable for the wiring of the batteries in the box body.
3. The selected bus wire diameter and the bus bar are too large, so that the weight of the power battery box is increased, and the requirement of light weight of the whole vehicle is contradicted.
4. Because the number of batteries connected in parallel is too large, the discharge current is very large, a large-current contactor matched with the large-current contactor has to be selected, and if the type selection is not suitable, the risk of burning of the device can be caused.
SUMMERY OF THE UTILITY MODEL
The power supply system of the railway vehicle is used for overcoming at least one problem in the prior art, a group of power batteries in the original power battery box are split into multiple groups (such as two groups) of power batteries and then are connected in parallel to a high-voltage circuit of the vehicle, a power supply scheme that one group of power batteries has faults or the multiple groups (such as two groups) of power batteries have no faults is added, the reliability and the usability of power supply of the power batteries are improved, and the occurrence of parking accidents is reduced.
The utility model provides a power supply system of a rail vehicle, which comprises:
the power battery box comprises a plurality of groups of power batteries connected in parallel and is used for controlling a contactor connected with the power batteries which do not have faults to be closed according to a received first target instruction when the faults of the single groups of power batteries are determined, or controlling the contactor connected with the target power batteries to be closed according to a received second target instruction when the faults of all the groups of power batteries are determined, so as to provide electric energy for a high-voltage circuit of the railway vehicle;
and the rail vehicle network unit is connected with the power battery box and used for sending the first target instruction or the second target instruction to the power battery box.
According to the power supply system of the rail vehicle provided by the utility model, the power battery box comprises:
and the battery management system is used for determining whether a single-group power battery fault exists or not according to a battery fault judgment result when the power battery fault exists, and controlling a contactor connected with the power battery which does not have the fault to be closed according to the received first target instruction sent by the rail vehicle network unit when the single-group power battery fault is determined.
According to the power supply system of the rail vehicle provided by the utility model, the battery fault judgment result is obtained by the following method:
according to a first judgment result sent by the rail vehicle network unit; or
Judging whether a single group of power batteries has faults according to the battery fault information, and acquiring a battery fault judgment result;
the first judgment result is determined according to the judgment result of whether the single-group power battery fault exists in the battery fault information;
the battery fault information is transmitted by the battery management system.
According to the power supply system of the rail vehicle provided by the utility model, the battery management system is further used for:
and when determining that no fault occurs in each group of power batteries, acquiring the second target instruction according to a pressure difference judgment result, and controlling a contactor connected with a target power battery to be closed according to the received second target instruction sent by the rail vehicle network unit so as to provide electric energy for a high-voltage circuit of the rail vehicle.
According to the power supply system of the rail vehicle provided by the utility model, the pressure difference judgment result is obtained by the following method:
according to a second judgment result sent by the rail vehicle network unit; or
Acquiring a pressure difference judgment result according to the magnitude relation between the pressure difference of each group of power batteries and a preset threshold value;
the second judgment result is determined according to the judgment result of the magnitude relation between the voltage difference of each group of power batteries and the preset threshold;
the voltage difference of each group of power batteries and the preset threshold are determined according to the state information of each group of power batteries sent by the battery management system.
According to the power supply system for the rail vehicle provided by the utility model, the battery management system is further used for:
if the voltage difference judgment result shows that the voltage difference of each group of power batteries does not exceed the preset threshold value, acquiring a second target instruction for starting the batteries from the rail vehicle network unit, and controlling contactors respectively connected with multiple groups of power batteries to be closed according to the second target instruction so as to provide electric energy for a high-voltage circuit of the rail vehicle;
and if the voltage difference judgment result shows that the voltage difference of each group of power batteries exceeds the preset threshold value, acquiring a second target instruction for forcibly starting the batteries from the rail vehicle network unit, and controlling a contactor connected with the power battery with higher voltage to be closed according to the second target instruction so as to provide electric energy for the high-voltage circuit of the rail vehicle.
According to the power supply system of the rail vehicle provided by the utility model, the rail vehicle network unit is used for sending the second judgment result to the battery management system after receiving the battery starting permission signal sent by the battery management system.
According to the power supply system of the railway vehicle, the number of the battery management systems is set to be multiple.
According to the power supply system of the rail vehicle, the battery fault information and the battery enable signal are both sent to the rail vehicle network unit through an on-board wireless network.
According to the power supply system of the railway vehicle, the first target instruction and the second target instruction are both sent to the power battery box through a vehicle-mounted wireless network.
According to the power supply system of the railway vehicle, the power battery in the original power battery box is split into the plurality of groups (such as two groups) of power batteries and then connected in parallel to the high-voltage circuit of the vehicle, and a power supply scheme that one group of power batteries fails or none of the plurality of groups (such as two groups) of power batteries fails is added, so that the reliability and the usability of power supply of the power batteries are improved, and the occurrence of parking accidents is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a power supply system of a rail vehicle provided by the present invention;
fig. 2 is a schematic diagram of a power supply flow of the power battery provided by the utility model.
Reference numerals:
10: a power battery box; 11: a vehicle high-voltage circuit; 12: a rail vehicle network unit;
101: a battery management system; 102: a power battery; 103: a power battery;
k101: a contactor; k102: a contactor; k103: a contactor;
k104: a contactor is provided.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a power supply system of a rail vehicle provided by the present invention, as shown in fig. 1, including:
the power battery box 10 comprises a plurality of groups of power batteries connected in parallel, and is used for controlling a contactor connected with a power battery which does not have a fault to be closed according to a received first target instruction when the fault of the single group of power batteries is determined, or controlling the contactor connected with a target power battery to be closed according to a received second target instruction when the fault of each group of power batteries is determined, so as to provide electric energy for the high-voltage circuit 11 of the railway vehicle;
and the rail vehicle network unit 12 is connected with the power battery box 10 and used for sending the first target instruction or the second target instruction to the power battery box 10.
Optionally, the power supply system of the rail vehicle provided by the utility model is described in detail by taking an example that the power battery box adopts two groups of mutually independent power batteries, and the detailed implementation is as follows:
the power battery box 10 comprises two groups of mutually independent power batteries 102 and 103, contactors K101 and K102 connected with the power batteries 102, and contactors K103 and K104 connected with the power batteries 103, wherein the power batteries 102 and 103 are connected in parallel in a vehicle high-voltage circuit 11 to supply electric energy to the vehicle.
Before supplying electric energy to the vehicle high-voltage circuit 11, the power battery box 10 needs to perform pre-power-on detection on the power batteries 102 and 103, and if it is determined that neither of the two groups of power batteries has a fault after the detection, the power battery box controls a contactor connected with a target power battery to be closed according to a second target instruction sent by the received rail vehicle network unit 12, so as to supply electric energy to the vehicle high-voltage circuit 11. The target power battery may be one of the power batteries 102 and 103 or two of the power batteries.
If the fault of the single power battery group exists in the two groups of power batteries after the detection, a first target instruction is sent by the rail vehicle network unit 12 to control a contactor connected with the power battery without the fault to be closed so as to provide electric energy for the vehicle high-voltage circuit 11.
For example, if it is determined that the power battery 102 has a fault and the power battery 103 has no fault after the detection, the contactors K103 and K104 connected with the power battery 104 are controlled to be closed according to the first target instruction to supply electric energy to the vehicle high-voltage circuit 11.
It should be noted that, by splitting an original group of power batteries into two groups of power batteries, the discharge current of a single group of power batteries can be reduced, and in this way, the original 1/2 bus bars, bus bars and contactors with current-carrying capacity can be selected.
According to the power supply system of the railway vehicle, the power battery in the original power battery box is split into the plurality of groups (such as two groups) of power batteries and then connected in parallel to the high-voltage circuit of the vehicle, and a power supply scheme that one group of power batteries fails or none of the plurality of groups (such as two groups) of power batteries fails is added, so that the reliability and the usability of power supply of the power batteries are improved, and the occurrence of parking accidents is reduced.
Further, in one embodiment, the power battery box 10 includes:
and the battery management system 101 is used for determining whether a single group of power batteries has faults or not according to the judgment result of the battery faults when the faults of the power batteries exist, and controlling the contactors connected with the power batteries which do not have faults to be closed according to the received first target instruction sent by the rail vehicle network unit 12 when the faults of the single group of power batteries are determined. Further, in one embodiment, the battery failure determination result is obtained by:
according to the first judgment result sent by the rail vehicle network unit 12; or
Judging whether a single group of power batteries has faults according to the battery fault information, and acquiring a battery fault judgment result;
the first judgment result is determined according to the judgment result of whether the single-group power battery fault exists in the battery fault information;
the battery failure information is transmitted by the battery management system 101.
Alternatively, the power battery box 10 includes two sets of power batteries for illustration: the battery management system 101 in the power battery box 10 detects the power batteries 102 and 103 before powering on, and generates battery fault information of the power batteries 102 and 103 respectively, and then the battery management system 101 determines whether one of the two sets of power batteries is faulty according to the battery fault information corresponding to the two sets of power batteries and the battery fault information corresponding to the two sets of power batteries, and generates a corresponding battery fault determination result.
The battery management system 101 determines whether a single group of power batteries has a fault according to the above battery fault determination result, and if it is determined that the single group of power batteries has the fault, controls a contactor connected to the power battery which has not failed to close according to a received first target command of "battery forced start" sent by the rail vehicle network unit 12 to provide electric energy for the vehicle high-voltage circuit 11.
Alternatively, the battery management system 101 sends the detected battery fault information corresponding to the two groups of power batteries to the rail vehicle network unit 12, the rail vehicle network unit 12 determines whether a single group of power batteries has a fault or not according to the battery fault information, and sends a corresponding determination result (i.e., a first determination result) to the battery management system 101 as a battery fault determination result. The battery management system 101 determines whether a single group of power batteries has a fault according to the received battery fault judgment result, and when the single group of power batteries has the fault, receives a first target command of 'battery forced start' from the rail vehicle network unit 12, and controls a contactor connected with the power batteries which do not have the fault to be closed according to the received 'battery forced start' command sent by the rail vehicle network unit 12 so as to provide electric energy for the vehicle high-voltage circuit 11, so that the power-on work is completed. The "battery forced start" command may be transmitted in the form of a vehicle hard-wired signal through a vehicle hard-wired line or in other forms.
It should be noted that, if the battery management system 101 determines that both the two groups of power batteries are faulty according to the battery fault determination result, the power-on operation fails.
The power supply system of the railway vehicle can avoid the condition that the vehicle cannot run due to the fault of a single group of power batteries, so that a parking accident occurs, the function of forcibly starting another group of normal power batteries when one group of power batteries is in fault is added, and the usability of the power batteries is increased.
Further, in an embodiment, the battery management system 101 may be further specifically configured to:
and when determining that no fault occurs in each group of power batteries, acquiring a second target instruction according to the pressure difference judgment result, and controlling a contactor connected with the target power battery to be closed according to the received second target instruction sent by the rail vehicle network unit 12 so as to provide electric energy for a high-voltage circuit of the rail vehicle.
Further, in one embodiment, the pressure difference determination result is obtained by:
according to the second judgment result sent by the rail vehicle network unit 12; or
Acquiring a pressure difference judgment result according to the magnitude relation between the pressure difference of each group of power batteries and a preset threshold value;
the second judgment result is determined according to the judgment result of the magnitude relation between the voltage difference of each group of power batteries and the preset threshold value;
the voltage difference between each group of power cells and the preset threshold are determined according to the state information of each group of power cells sent by the battery management system 101.
Alternatively, the power battery box 10 includes two sets of power batteries for illustration: the battery management system 101 in the power battery box 10 is further configured to obtain a voltage difference determination result according to a magnitude relationship between a voltage difference between the power battery 102 and the power battery 103 and a preset threshold when it is determined that neither of the two groups of power batteries has a fault. After obtaining the differential pressure judgment result, the battery management system 101 receives a second target instruction sent by the rail vehicle network unit 12, and controls a contactor connected with a target power battery to be closed according to the second target instruction, so as to provide electric energy for the rail vehicle high-voltage circuit 12, and complete power-on work.
Or, when determining that neither of the two groups of power batteries has failed, the battery management system 101 sends the state information of the power battery 102 and the power battery 103 to the rail vehicle network unit 12, the rail vehicle network unit 12 determines, according to the state information of each group of power batteries, a magnitude relation between a voltage difference of each group of power batteries and a preset threshold, and sends an obtained determination result (i.e., a second determination result) to the battery management system 101 as a voltage difference determination result. The battery management system 101 obtains a second target instruction from the rail vehicle network unit 12 according to the received differential pressure judgment result, and controls a contactor connected with the target power battery to be closed according to the received second target instruction, so as to provide electric energy for the rail vehicle high-voltage circuit 12 and complete power-on work.
According to the power supply system of the railway vehicle, the originally one group of power batteries in the power battery box are divided into a plurality of groups (such as two groups) of mutually independent power batteries and then are connected in parallel to the high-voltage circuit of the vehicle, so that the discharge current of the single group of power batteries is reduced, and the function of supplying power to the high-voltage circuit of the vehicle when the plurality of groups (such as two groups) of power batteries work normally is realized.
Further, in an embodiment, the battery management system 101 may be further specifically configured to:
if the voltage difference judgment result shows that the voltage difference of each group of power batteries does not exceed the preset threshold, acquiring a second target instruction for starting the batteries from the rail vehicle network unit 12, and controlling the contactors respectively connected with the multiple groups of power batteries to be closed according to the second target instruction so as to provide electric energy for the rail vehicle high-voltage circuit 11;
if the voltage difference judgment result shows that the voltage difference of each group of power batteries exceeds the preset threshold value, a second target instruction for forcibly starting the batteries is obtained from the rail vehicle network unit 12, and a contactor connected with the power battery with higher voltage is controlled to be closed according to the second target instruction, so that electric energy is provided for the rail vehicle high-voltage circuit 11.
Alternatively, the power battery box 10 includes two sets of power batteries for illustration: if the voltage difference judgment result obtained by the battery management system 101 indicates that the voltage difference between the power battery 102 and the power battery 103 does not exceed the preset threshold, the rail vehicle network unit 12 sends a second target command of "battery start" to the battery management system 101, and after receiving the command, the battery management system 101 respectively controls the contactors (K101 to K104) connected with the power battery 102 and the power battery 103 to be closed, so as to complete power-on work.
If the voltage difference judgment result obtained by the battery management system 101 indicates that the voltage difference between the power battery 102 and the power battery 103 exceeds the preset threshold, the rail vehicle network unit 12 sends a second target command of "forced battery start" to the battery management system 101, and after receiving the command, the battery management system 101 controls a contactor connected with one group of power batteries with higher voltage in the two groups of power batteries to be closed, so as to complete power-on work. Because the voltage difference between the two groups of batteries is too high, if the batteries are directly electrified to operate, the internal short circuit of the power battery is caused to be dangerous.
The power supply system of the railway vehicle provided by the utility model has the advantages that the function of forcibly starting the power battery with higher voltage when the voltage difference of the power battery exceeds the threshold value is added, and the usability of the power battery is increased.
Further, in one embodiment, the rail vehicle network unit 12 is configured to send the second determination result to the battery management system 101 after receiving the battery enable signal sent by the battery management system 101.
Alternatively, the power battery box 10 includes two sets of power batteries for illustration: if the battery management system 101 determines that neither of the two groups of power batteries has a fault, the battery management system 101 sends a battery enable signal to the rail vehicle network unit 12, and the rail vehicle network unit 12 determines whether the differential pressure between the two groups of batteries exceeds a threshold value, and sends a corresponding second determination result as a differential pressure determination result to the battery management system 101.
According to the power supply system of the railway vehicle, provided by the utility model, after detection before power-on, the battery permission starting signal is sent, and the condition that no fault occurs in a plurality of groups (such as two groups) of power batteries is determined, so that a foundation is laid for the subsequent realization of the function of supplying power to the high-voltage circuit of the vehicle when the plurality of groups (such as two groups) of power batteries normally work.
Further, in one embodiment, the number of battery management systems is set to be plural.
Alternatively, the power battery box 10 includes two sets of power batteries for illustration: the power battery box 10 may be composed of two sets of power batteries independent of each other, two sets of contactors independent of each other, and two sets of battery management systems independent of each other. Two groups of power batteries are connected in parallel to the vehicle high-voltage circuit 11 to provide electric energy for the vehicle.
Referring to fig. 2, the normal power-on working condition is as follows: the two groups of battery management systems are respectively connected with the two groups of power batteries, detect the power batteries before power-on, respectively send the state information of the two groups of power batteries to the rail vehicle network unit 12 through the vehicle network after no fault is detected, and send a battery start permission signal through the vehicle hard wire. After receiving the battery start permitting signals of the two groups of power batteries, the rail vehicle network unit 12 judges that the voltage difference of the two groups of batteries does not exceed the threshold value, and the vehicle sends a battery start instruction to the two battery management systems. And the two groups of battery management systems respectively control the corresponding contactors to be closed to finish the electrification of the two groups of power batteries.
A first power-on working condition in a fault: the two groups of battery management systems detect the power batteries before electrifying, respectively send obtained state information (including battery voltage information) of the power batteries to the rail vehicle network unit 12 through a vehicle network, judge whether the power batteries connected with the two groups of battery management systems are in fault or not, judge whether a single group of power batteries is in fault or not if the power batteries connected with the two groups of battery management systems are in fault, if the single group of power batteries are in fault (namely, when the rail vehicle network unit 12 receives a signal that the power batteries in one group are in fault and the power batteries in the other group are normal and sent by the battery management system), the rail vehicle network unit 12 sends a battery forced starting command to start the normal power batteries, the battery management systems control corresponding contactors (contactors connected with the normal power batteries) to be closed, and the single group of power batteries are electrified.
And a second power-on working condition in fault: the two battery management systems detect the power batteries before power-on, respectively send state information (including battery voltage information) of the two power batteries to the rail vehicle network unit 12 through a vehicle network, and send a battery start permission signal after detecting that neither power battery has a fault. The rail vehicle network unit 12 receives a "battery start permission" signal of the two groups of power batteries, judges the voltage difference of the two groups of batteries, if the voltage difference exceeds a threshold value, the rail vehicle network unit 12 sends a "battery forced start" instruction to a battery management system connected with the power battery with higher voltage, the battery management system controls the corresponding contactor to be closed so as to start the power battery with higher voltage, and the single group of power batteries are electrified.
It should be noted that the two sets of battery management systems may communicate with each other through a network, and information between the two sets of battery management systems may interact with each other.
According to the power supply system of the railway vehicle, the power supply scheme that one group of power batteries has faults or a plurality of groups (such as two groups) of power batteries have no faults is completed by adopting the two groups of battery management systems, the power battery which sends the faults can be accurately positioned, and the maintenance efficiency of the power battery is improved.
Further, in one embodiment, both the battery fault information and the battery enable signal are sent to the rail vehicle network unit 12 via the on-board wireless network.
Alternatively, the battery fault information may be transmitted to the rail vehicle network unit 12 via an on-board wireless network. The battery management system 101 may also send a battery enable signal to the rail vehicle network unit 12 via the on-board wireless network.
According to the power supply system of the railway vehicle, the fault information of the power battery and the battery permission starting signal are sent to the vehicle through the vehicle-mounted wireless network, the fault information is sent without additionally arranging a vehicle hard wire, the wiring space of the power supply system is saved, and meanwhile, whether each power battery pack in the power battery box breaks down or not can be detected in real time.
Further, in one embodiment, the first target instruction and the second target instruction are both sent to the power battery box 10 through an in-vehicle wireless network.
Alternatively, the rail vehicle network unit 12 may send the first target instruction and the second target instruction to the power battery box 10 through the same on-board wireless network.
The power supply system of the railway vehicle can send the corresponding target instruction to the power battery box in time through the vehicle-mounted wireless network, so that the battery management system in the power battery box can control the corresponding contactor to be closed in time according to the received target instruction, and the reliability of power-on work is improved.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A power supply system for a rail vehicle, comprising:
the power battery box comprises a plurality of groups of power batteries connected in parallel and is used for controlling a contactor connected with the power batteries which do not have faults to be closed according to a received first target instruction when the faults of the single groups of power batteries are determined, or controlling the contactor connected with the target power batteries to be closed according to a received second target instruction when the faults of all the groups of power batteries are determined, so as to provide electric energy for a high-voltage circuit of the railway vehicle;
and the rail vehicle network unit is connected with the power battery box and used for sending the first target instruction or the second target instruction to the power battery box.
2. The rail vehicle power supply system according to claim 1, wherein the power battery box includes:
and the battery management system is used for determining whether a single-group power battery fault exists or not according to a battery fault judgment result when the power battery fault exists, and controlling a contactor connected with the power battery which does not have the fault to be closed according to the received first target instruction sent by the rail vehicle network unit when the single-group power battery fault is determined.
3. The power supply system for a railway vehicle according to claim 2, wherein the battery failure determination result is obtained by:
according to a first judgment result sent by the rail vehicle network unit; or
Judging whether a single group of power batteries has faults according to the battery fault information, and acquiring a battery fault judgment result;
the first judgment result is determined according to the judgment result of whether the single-group power battery fault exists in the battery fault information;
the battery fault information is transmitted by the battery management system.
4. The rail vehicle power supply system of claim 3, wherein the battery management system is further configured to:
and when determining that no fault occurs in each group of power batteries, acquiring the second target instruction according to a pressure difference judgment result, and controlling a contactor connected with a target power battery to be closed according to the received second target instruction sent by the rail vehicle network unit so as to provide electric energy for a high-voltage circuit of the rail vehicle.
5. The power supply system for a railway vehicle according to claim 4, wherein the pressure difference judgment result is obtained by:
according to a second judgment result sent by the rail vehicle network unit; or
Acquiring a pressure difference judgment result according to the magnitude relation between the pressure difference of each group of power batteries and a preset threshold value;
the second judgment result is determined according to the judgment result of the magnitude relation between the voltage difference of each group of power batteries and the preset threshold value;
the voltage difference of each group of power batteries and the preset threshold are determined according to the state information of each group of power batteries sent by the battery management system.
6. The rail vehicle power supply system of claim 5, wherein the battery management system is further configured to:
if the voltage difference judgment result shows that the voltage difference of each group of power batteries does not exceed the preset threshold value, acquiring a second target instruction for starting the batteries from the rail vehicle network unit, and controlling contactors respectively connected with multiple groups of power batteries to be closed according to the second target instruction so as to provide electric energy for a high-voltage circuit of the rail vehicle;
and if the voltage difference judgment result shows that the voltage difference of each group of power batteries exceeds the preset threshold value, acquiring a second target instruction for forcibly starting the batteries from the rail vehicle network unit, and controlling a contactor connected with the power battery with higher voltage to be closed according to the second target instruction so as to provide electric energy for the high-voltage circuit of the rail vehicle.
7. Power supply system for a rail vehicle according to claim 5,
the rail vehicle network unit is used for sending the second judgment result to the battery management system after receiving a battery starting permission signal sent by the battery management system.
8. The rail vehicle power supply system according to any one of claims 2 to 7, wherein the number of the battery management systems is set to be plural.
9. The rail vehicle power supply system according to claim 7, wherein the battery fault information and the battery enable signal are both transmitted to the rail vehicle network unit via an on-board wireless network.
10. The rail vehicle power supply system according to any one of claims 1 to 7, wherein the first target command and the second target command are both transmitted to the power battery box through an on-board wireless network.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122390321.5U CN216659876U (en) | 2021-09-29 | 2021-09-29 | Power supply system for rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122390321.5U CN216659876U (en) | 2021-09-29 | 2021-09-29 | Power supply system for rail vehicle |
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| Publication Number | Publication Date |
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| CN216659876U true CN216659876U (en) | 2022-06-03 |
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| CN202122390321.5U Active CN216659876U (en) | 2021-09-29 | 2021-09-29 | Power supply system for rail vehicle |
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2021
- 2021-09-29 CN CN202122390321.5U patent/CN216659876U/en active Active
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