Battery for traction assistance integrated application, related design method and metro train

Abstract

The application provides a traction auxiliary integrated application battery, a related design method and a subway train. In an area where a contact net cannot be arranged, an area where the contact net and a pantograph of the subway train are not in contact or an area where the contact net is powered off, the subway train is tractioned by power provided by a battery pack, so that the defect that the subway train cannot run because the power provided by the external contact net cannot be obtained is avoided, and normal operation of the subway train is ensured. Moreover, the capacity of the battery pack can be designed by using the highest working condition level of adjacent interval stations in a line, the maximum traction distance and the traction working condition corresponding to the maximum traction distance, so that the power supply demand of the big slope battery traction and the auxiliary emergency 45 minutes can be met.

Description

Technical Field

[0001] The present application relates to the field of rail vehicle technology, and in particular to a battery for traction-assisted integrated applications, a related design method, and a subway train. Background Art

[0002] Currently, the traction system of subway trains relies on power provided by an external catenary to pull the trains and keep them running. However, in areas where a catenary cannot be installed, where contact between the catenary and the train's pantograph is poor, or where the catenary is out of power, the trains will be unable to operate due to lack of power provided by the catenary, which will affect the normal operation of the subway trains. Summary of the Invention

[0003] To solve the above problems, the embodiment of the present application aims to provide a battery for traction-assisted integrated applications, a related design method, and a subway train.

[0004] In a first aspect, an embodiment of the present application provides a battery pack for integrated traction assistance applications, which is charged by a charger installed in a subway train. The battery pack includes: a plurality of single cells, a battery traction switch box, and a traction converter;

[0005] Each of the plurality of single cells is connected to the charger and the battery traction switch box respectively; the battery traction switch box is also connected to the traction converter;

[0006] When the subway train needs power provided by the battery pack for traction, the power generated by each of the single cells in the battery pack is transmitted to the traction converter through the battery traction switch box to supply power to the traction converter.

[0007] In a second aspect, an embodiment of the present application further provides a method for designing the capacity of a battery pack, for designing the capacity of the battery pack for the traction assist integrated application described in the first aspect. The method comprises:

[0008] Obtaining the auxiliary load power of the subway vehicle, the maximum traction time, the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance during the operation of the subway vehicle between two adjacent interval stations;

[0009] Processing the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance using a traction simulation calculation model to obtain a maximum traction energy consumption of the subway vehicle;

[0010] The capacity of the battery pack for traction auxiliary integrated application is calculated using the auxiliary load power, the maximum traction time, and the obtained maximum traction energy consumption of the subway vehicle, thereby completing the design of the battery pack capacity.

[0011] In a third aspect, an embodiment of the present application further provides a subway train, comprising: a battery pack for integrated traction assistance application as described in the first aspect above.

[0012] In the solutions provided in the first and third aspects of the embodiments of the present application, a battery traction switch box and a traction converter are provided in the battery pack, and each cell in the battery pack is connected to a charger and a battery traction switch box, respectively, and the battery traction switch box is further connected to the traction converter. When a subway train requires power from the battery pack for traction, power from each cell in the battery pack is transmitted to the traction converter via the battery traction switch box to power the traction converter, thereby controlling the traction converter to pull the subway train. Compared to the related art method of preventing the subway train from operating due to a lack of power from the catenary in areas where a catenary cannot be installed, where contact between the catenary and the pantograph of the subway train is poor, or where a catenary power outage has occurred, the subway train can be pulled by power from the battery pack in areas where a catenary cannot be installed, where contact between the catenary and the pantograph of the subway train is poor, or where a catenary power outage has occurred, thereby avoiding the defect of the subway train being unable to operate due to a lack of power from the external catenary and ensuring normal operation of the subway train.

[0013] In the solution provided in the second aspect of the embodiment of the present application, the obtained traction simulation calculation model is used to process the highest operating level, the maximum traction distance and the traction operating conditions corresponding to the maximum traction distance to obtain the maximum traction energy consumption of the subway vehicle; then the auxiliary load power, the maximum traction time and the obtained maximum traction energy consumption of the subway vehicle are used to calculate the capacity of the battery pack for the traction auxiliary integrated application, and the design of the battery pack capacity is completed. Compared with the method in the related art where the battery capacity cannot meet the large-slope traction of some adjacent interval stations with higher energy consumption in the line, the highest operating level, the maximum traction distance and the traction operating conditions corresponding to the maximum traction distance of the adjacent interval stations in the line can be used to design the capacity of the battery pack, which can meet the power supply needs of battery traction on large slopes and auxiliary emergency for 45 minutes, and also has the characteristics of energy saving, economy and weight reduction.

[0014] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0016] Figure 1 A schematic structural diagram of a battery for traction assist integrated application provided in Example 1 of the present application is shown;

[0017] Figure 2 A flow chart of a method for designing battery pack capacity provided in Example 2 of the present application is shown. DETAILED DESCRIPTION

[0018] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this application.

[0019] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0020] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they can refer to fixed connection, detachable connection, or integral connection; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0021] Currently, the traction system of subway trains relies on power provided by an external catenary to pull the trains and keep them running. However, in areas where a catenary cannot be installed, where contact between the catenary and the train's pantograph is poor, or where the catenary is out of power, the trains will be unable to operate due to lack of power provided by the catenary, which will affect the normal operation of the subway trains.

[0022] Based on this, the following embodiments of the present application propose a battery for traction-assisted integrated application, a related design method, and a subway train. By setting a battery traction switch box and a traction inverter in the battery pack, each single cell in the battery pack is connected to the charger and the battery traction switch box, respectively, and the battery traction switch box is also connected to the traction inverter; when the subway train needs the power provided by the battery pack for traction, the power emitted by each single cell in the battery pack is transmitted to the traction inverter through the battery traction switch box to power the traction inverter, thereby controlling the traction inverter to pull the subway train. In this way, the subway train can be pulled by the power provided by the battery pack in areas where the contact network cannot be set up, areas where the contact network and the pantograph of the subway train have poor contact, or areas where the contact network is power-off, thereby avoiding the defect that the subway train cannot operate due to the inability to obtain the power provided by the external contact network, thereby ensuring the normal operation of the subway train.

[0023] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and embodiments.

[0024] Example 1

[0025] See also Figure 1 The figure shows a schematic structural diagram of a battery pack for traction-assisted integrated applications. This embodiment proposes a battery pack for traction-assisted integrated applications, which is charged by a charger installed in a subway train. The battery pack includes: multiple single cells, a battery traction switch box and a traction inverter.

[0026] In one embodiment, Figure 1 As shown, a subway train may be provided with two battery packs: battery pack 1 and battery pack 2. Battery pack 1 and battery pack 2 have identical structures. Battery pack 1 and battery pack 2 each have a plurality of single cells.

[0027] In one embodiment, the battery pack 1 and the battery pack 2 may each include three single cells.

[0028] Each of the plurality of single battery cells is connected to the charger 100 and the battery traction switch box BOP respectively; the battery traction switch box BOP is also connected to the traction converter VVVF.

[0029] The individual battery cells in the plurality of single battery cells are connected in parallel.

[0030] When the subway train requires power from the battery pack for traction, the power generated by each cell in the battery pack is transmitted through the battery traction switch box to the traction inverter, powering the traction inverter. This activates the subway train's traction system. If the traction system detects overcurrent during battery traction, it will block the pulse.

[0031] Furthermore, the battery pack for traction auxiliary integrated application proposed in this embodiment also includes: a DC-DC converter DC-DC, a battery management system (not shown in the figure); each of the single battery cells includes: a first fuse FU1, a second fuse FU2, a contactor KM and battery modules Battery1, Battery2, and Battery3.

[0032] One end of the first fuse FU1 is connected to the positive pole of the battery module Battery1, Battery2, or Battery3, and the other end of the first fuse FU1 is connected to one end of the contactor KM, and the other end of the contactor KM is respectively connected to the positive pole 102 of the DC-DC converter DC-DC and the DC bus.

[0033] One end of the second fuse FU2 is connected to the negative electrode of the battery module Battery1, Battery2, or Battery3, and the other end of the second fuse FU2 is connected to the negative electrode 104 of the DC-DC converter DC-DC and the DC bus, respectively.

[0034] The DC-DC converter is connected to the battery traction switch box BOP.

[0035] When a train requires emergency traction, each battery pack is boosted to 500V via a DC-DC converter. The voltage is then connected to the traction converter (VVVF) via the battery traction switch box (BOP) to power the traction inverter. Each battery pack is equipped with a battery management system (BMS), which serves as the core control and management unit for the battery pack.

[0036] The first fuse FU1 and the second fuse FU2 in each battery cell Battery1, Battery2, and Battery3 are used to protect each battery cell from overload and short circuit.

[0037] The battery traction switch box BOP is used to switch the power supply of the traction inverter VVVF (the power supply of the traction inverter VVVF can be: 1500V contact network or battery pack). The battery traction switch box BOP also needs to be equipped with a switching contactor and an anti-reverse charging diode.

[0038] The battery management system is connected to the charger 100 and the battery modules of each single cell Battery1, Battery2, and Battery3; the battery management system is provided with a voltage sensor and a current sensor; wherein the voltage sensor is used to collect the voltage of each single cell and send the collected voltage of each single cell to the battery management system; the current sensor is used to collect the current of each single cell and send the collected current of each single cell to the battery management system.

[0039] The battery management system is used to obtain the voltage of each single cell in the battery pack through the voltage sensor after power is supplied, and control the power-on of each single cell Battery1, Battery2, and Battery3 in the battery pack based on the obtained voltage of each single cell in the battery pack.

[0040] Specifically, in order to control the power-on of each single cell Battery1, Battery2, and Battery3 in the battery pack, the battery management system is used to control the power-on of each single cell in the battery pack based on the obtained voltage of each single cell in the battery pack, including the following specific steps (1) to (3):

[0041] (1) Determine the maximum voltage and minimum voltage of each cell from the voltage of each cell;

[0042] (2) when the difference between the maximum voltage and the minimum voltage is less than or equal to a first voltage threshold, controlling each single cell in the battery pack to be powered on simultaneously;

[0043] (3) When the difference between the maximum voltage and the minimum voltage is greater than a first voltage threshold, the cell with the maximum voltage among the cell batteries is controlled to be powered on, and the voltage of each cell battery is continuously acquired by using a voltage sensor; when the total voltage difference between the cell batteries that are not powered on and the cell batteries that are powered on is less than or equal to a second voltage threshold, the cell batteries that are not powered on among the cell batteries are controlled to be powered on.

[0044] In the above step (2), in one embodiment, the first voltage threshold can be set to 0.3V.

[0045] In the above step (3), in one embodiment, the second voltage threshold can be set to 0.2V.

[0046] For example, a battery pack 1 having three single cells is used to illustrate how to power on the three single cells Battery 1, Battery 2, and Battery 3 in the battery pack 1 respectively when the difference between the maximum voltage and the minimum voltage in the three single cells is greater than the first voltage threshold:

[0047] When the voltage of single cell Battery2 in battery pack 1 is the highest, the battery management system controls single cell Battery2 to be powered on. When it is determined that the sum of the voltage difference between single cell Battery1 and single cell Battery2 and the voltage difference between single cell Battery3 and the powered single cell Battery2 is less than or equal to the second voltage threshold, that is, the total voltage difference between the unpowered single cells and the powered single cells is less than or equal to the second voltage threshold, the battery management system controls single cells Battery1 and single cell Battery3 to be powered on.

[0048] The first voltage threshold and the second voltage threshold may also be set to any other voltage values ​​according to actual working requirements, which will not be described in detail here.

[0049] The battery management system is also used to determine the charging current value and charging voltage value used by the charger to charge each single cell in the battery pack when the battery pack needs to be charged, and control the charger to charge each single cell in the battery pack according to the determined charging current value and charging voltage value.

[0050] Specifically, in order to control the charging voltage and charging current used when charging the battery pack, the battery management system is used to determine the charging current and charging voltage used by the charger to charge each of the single cells in the battery pack when the battery pack needs to be charged, including the following specific steps (1) to (2):

[0051] (1) obtaining the voltage of each single cell in the battery pack through the voltage controller to determine the minimum voltage value of each single cell, and obtaining the current of each single cell in the battery pack through the current controller to determine the minimum current value of each single cell;

[0052] (2) The minimum voltage value of each single cell in the battery pack is determined as the charging voltage value, and the minimum current value of each single cell in the battery pack is determined as the charging current value.

[0053] In order to provide overvoltage and overcurrent protection for the charger, in a battery pack for traction auxiliary integrated application proposed in this embodiment, the charger is configured to perform the following specific steps (1) to (4):

[0054] (1) receiving the charging current value and charging voltage value sent by the battery management system;

[0055] (2) when the charging voltage value is less than or equal to a charging voltage threshold and the charging current value is less than or equal to a charging current threshold, charging each of the single cells in the battery pack according to the charging current value and the charging voltage value;

[0056] (3) When the charging voltage value is greater than the charging voltage threshold, the charging operation of each of the single cells in the battery pack is stopped, and overvoltage protection is performed;

[0057] (4) When the charging current value is greater than the charging current threshold, the charging operation of each of the single cells in the battery pack is stopped, and overcurrent protection is performed.

[0058] In the above step (2), the charging voltage threshold and the charging current value are pre-cached in the charger.

[0059] The battery pack also features a communication interface with Ethernet and MVB capabilities. This interface allows the battery pack to communicate with the vehicle's TCMS for data exchange. Ethernet is used for battery pack diagnostics.

[0060] This embodiment also provides a subway train, including: the above-mentioned battery pack for integrated traction assistance application.

[0061] The subway train can be equipped with one debugging interface for each of the battery pack 1 and the battery pack 2.

[0062] A debugging interface may be provided on the subway train for the DC-DC converters in the battery pack 1 and the battery pack 2 , respectively.

[0063] In summary, this embodiment proposes a battery and a subway train for integrated traction assistance applications. A battery traction switch box and a traction converter are provided in a battery pack. Each cell in the battery pack is connected to a charger and a battery traction switch box, respectively, and the battery traction switch box is further connected to the traction converter. When the subway train requires power from the battery pack for traction, power from each cell in the battery pack is transmitted through the battery traction switch box to the traction converter, powering the converter and thereby controlling the converter to pull the subway train. This embodiment, unlike the related art method of preventing the subway train from operating due to a lack of power from the catenary in areas where a catenary cannot be installed, where contact between the catenary and the subway train's pantograph is poor, or where a catenary power outage has occurred, allows the subway train to be pulled by power from the battery pack in areas where a catenary cannot be installed, where contact between the catenary and the subway train's pantograph is poor, or where a catenary power outage has occurred. This avoids the problem of the subway train being unable to operate due to a lack of power from the external catenary, thereby ensuring normal operation of the subway train.

[0064] Example 2

[0065] The execution entity of the method for designing the capacity of a battery pack proposed in this embodiment is a server.

[0066] In the related art, there are large slopes of 29‰ at certain interval stations on the line. Since it is impossible to set up a contact network near the slope to provide power to the subway train, a battery pack is needed that can tow the train to the nearest station. If traditional alkaline / acid batteries are used, they are large in size and heavy in weight, and cannot meet the battery traction requirements of large slopes.

[0067] In order to solve the above technical problems, see Figure 2 FIG. 1 is a flow chart of a method for designing battery pack capacity. This embodiment provides a method for designing battery pack capacity, which is used to design the capacity of the battery pack for the traction assist integrated application described in Example 1 above. The method includes the following specific steps:

[0068] Step 100: Obtain the auxiliary load power of the subway vehicle, the maximum traction time, the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance during the operation of the subway vehicle between two adjacent interval stations.

[0069] In the above step 100, the auxiliary load power is obtained by precalculating the total capacity of the auxiliary load.

[0070] The maximum traction time, the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance during the operation of a subway vehicle between two adjacent interval stations on the line are obtained based on the actual conditions of the two adjacent interval stations on the line and stored in the server.

[0071] For example, it is assumed that there are three interval stations A, B, and C in the line, then A and B in the line are two adjacent interval stations, and B and C are two adjacent interval stations.

[0072] Step 102: Using a traction simulation calculation model, the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance are processed to obtain the maximum traction energy consumption of the subway vehicle.

[0073] In the above step 102, the specific process of using the traction simulation calculation model to process the highest operating condition level, the maximum traction distance and the traction operating condition corresponding to the maximum traction distance to obtain the maximum traction energy consumption of the subway vehicle is existing technology and will not be repeated here.

[0074] Step 104 : Calculate the capacity of the battery pack for the traction auxiliary integrated application using the auxiliary load power, the maximum traction time, and the obtained maximum traction energy consumption of the subway vehicle, and complete the design of the battery pack capacity.

[0075] Specifically, in order to calculate the capacity of the battery pack for the traction assist integrated application, the above step 104 may perform the following steps (1) to (3):

[0076] (1) calculating the auxiliary energy consumption using the auxiliary load power and the maximum traction time;

[0077] (2) obtaining the charging efficiency, aging coefficient, and temperature coefficient of the battery pack;

[0078] (3) Calculate the capacity of the battery pack for traction assist integrated applications using the following formula:

[0079] Battery pack capacity = (auxiliary energy consumption + maximum traction energy consumption) / (charging efficiency * aging coefficient * temperature coefficient) / battery discharge voltage.

[0080] In the above step (1), the auxiliary energy consumption is calculated by the following formula:

[0081] Auxiliary energy consumption = auxiliary load power * maximum traction time / 3600 seconds.

[0082] In the above step (2), the charging efficiency, aging coefficient and temperature coefficient of the battery pack are cached in the server respectively.

[0083] In the above step (3), in one embodiment, the battery discharge voltage is 112V.

[0084] In summary, this embodiment proposes a method for designing the capacity of a battery pack. The method uses the obtained traction simulation calculation model to process the highest operating level, maximum traction distance, and traction operating conditions corresponding to the maximum traction distance to obtain the maximum traction energy consumption of the subway vehicle. Then, the auxiliary load power, maximum traction time, and the obtained maximum traction energy consumption of the subway vehicle are used to calculate the capacity of the battery pack for traction auxiliary integrated application, thereby completing the design of the battery pack capacity. Compared with the related art method in which the battery capacity cannot meet the requirements of large-slope traction at some adjacent interval stations with high energy consumption on the line, the method can use the highest operating level, maximum traction distance, and traction operating conditions corresponding to the maximum traction distance at adjacent interval stations on the line to design the battery pack capacity. This method can meet the power supply requirements of battery traction on large slopes and auxiliary emergency for 45 minutes, and also has the characteristics of energy saving, economy, and weight reduction.

[0085] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A battery pack for traction auxiliary integrated application, which is charged by a charger installed in a subway train, characterized in that: The battery pack includes: a plurality of single cells, a battery traction switch box and a traction converter; Each of the plurality of single cells is connected to the charger and the battery traction switch box respectively; the battery traction switch box is also connected to the traction converter; When the subway train needs the power provided by the battery pack for traction, the power generated by each single cell in the battery pack is transmitted to the traction converter through the battery traction switch box to supply power to the traction converter; The battery pack further includes a DC-DC converter and a battery management system; each of the single cells includes: a first fuse, a second fuse, a contactor and a battery module; One end of the first fuse is connected to the positive electrode of the battery module, the other end of the first fuse is connected to one end of the contactor, and the other end of the contactor is connected to the positive electrode of the DC-DC converter and the DC bus respectively; One end of the second fuse is connected to the negative electrode of the battery module, and the other end of the second fuse is connected to the negative electrode of the DC-DC converter and the DC bus respectively; The DC-DC converter is connected to the battery traction switch box; The battery management system is connected to the charger and the battery module of each single cell; the battery management system is provided with a voltage sensor and a current sensor; wherein the voltage sensor is used to collect the voltage of each single cell and send the collected voltage of each single cell to the battery management system; the current sensor is used to collect the current of each single cell and send the collected current of each single cell to the battery management system; The battery management system is used to obtain the voltage of each single cell in the battery pack through the voltage sensor after power is supplied, and control the power-on of each single cell in the battery pack based on the obtained voltage of each single cell in the battery pack.

2. The battery pack for traction auxiliary integrated application according to claim 1, characterized in that: The battery management system is used to control the power-on of each single cell in the battery pack based on the obtained voltage of each single cell in the battery pack, including: Determine the maximum voltage and the minimum voltage of each battery cell from the voltage of each battery cell; When the difference between the maximum voltage and the minimum voltage is less than or equal to a first voltage threshold, controlling each single cell in the battery pack to be powered on simultaneously; When the difference between the maximum voltage and the minimum voltage is greater than a first voltage threshold, the single cell with the maximum voltage among the single cells is controlled to be powered on, and the voltage of each single cell is continued to be obtained using the voltage sensor. When the total voltage difference between the single cell that is not powered on and the single cell that is powered on is less than or equal to a second voltage threshold, the single cell that is not powered on among the single cells is controlled to be powered on.

3. The battery pack for traction auxiliary integrated application according to claim 1, characterized in that: The battery management system is also used to determine the charging current value and charging voltage value used by the charger to charge each single cell in the battery pack when the battery pack needs to be charged, and control the charger to charge each single cell in the battery pack according to the determined charging current value and charging voltage value.

4. The battery pack for traction auxiliary integrated application according to claim 3, characterized in that: The battery management system is used to determine the charging current and charging voltage used by the charger to charge each of the single cells in the battery pack when the battery pack needs to be charged, including: The voltage controller is used to obtain the voltage of each single cell in the battery pack to determine the minimum voltage value of each single cell, and the current controller is used to obtain the current of each single cell in the battery pack to determine the minimum current value of each single cell; The minimum voltage value of each single cell in the battery pack is determined as the charging voltage value, and the minimum current value of each single cell in the battery pack is determined as the charging current value.

5. The battery pack for traction auxiliary integrated application according to claim 3, characterized in that: The charger is used for: Receiving the charging current value and charging voltage value sent by the battery management system; When the charging voltage value is less than or equal to a charging voltage threshold and the charging current value is less than or equal to a charging current threshold, charging each of the single cells in the battery pack according to the charging current value and the charging voltage value; When the charging voltage value is greater than the charging voltage threshold, stopping the charging operation of each of the single cells in the battery pack and performing overvoltage protection; When the charging current value is greater than the charging current threshold, the charging operation of each of the single cells in the battery pack is stopped, and overcurrent protection is performed.

6. A method for designing the capacity of a battery pack, for designing the capacity of a battery pack for traction assist integrated application according to any one of claims 1 to 5, characterized in that: The method comprises: Obtaining the auxiliary load power of the subway vehicle, the maximum traction time, the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance during the operation of the subway vehicle between two adjacent interval stations; Processing the highest operating condition level, the maximum traction distance, and the traction operating condition corresponding to the maximum traction distance using a traction simulation calculation model to obtain a maximum traction energy consumption of the subway vehicle; The capacity of the battery pack for traction auxiliary integrated application is calculated using the auxiliary load power, the maximum traction time, and the obtained maximum traction energy consumption of the subway vehicle, thereby completing the design of the battery pack capacity.

7. The method according to claim 6, characterized in that The calculating the capacity of the battery pack for the traction auxiliary integrated application by using the auxiliary load power, the maximum traction time, and the obtained maximum traction energy consumption of the subway vehicle includes: Calculating auxiliary energy consumption using the auxiliary load power and the maximum traction time; Obtaining the charging efficiency, aging coefficient and temperature coefficient of the battery pack; The capacity of the battery pack for traction assist integrated applications is calculated using the following formula: The capacity of the battery pack = (auxiliary energy consumption + maximum traction energy consumption) / (charging efficiency * aging coefficient * temperature coefficient) / battery discharge voltage.

8. The method according to claim 7, characterized in that The calculating of the auxiliary energy consumption by using the auxiliary load power and the maximum traction time includes: The auxiliary energy consumption is calculated by the following formula: Auxiliary energy consumption = auxiliary load power * maximum traction time / 3600 seconds.

9. A subway train, characterized in that: include: The battery pack for integrated traction assistance application as described in any one of claims 1 to 5 above.

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