Charging control method and device thereof, and multiple unit rail vehicle

Abstract

The application discloses a charging control method and device and a multiple-unit rail vehicle. The charging control method comprises the following steps: obtaining battery state information fed back by each carriage during charging of the multiple-unit rail vehicle; and controlling a charging device connected to a first part of the carriages to supply power to loads of a second part of the carriages according to the battery state information. In this way, the charging rate of each carriage is controlled by controlling the charging device connected to a part of the carriages to supply power to loads of another part of the carriages, so that the size of the charging current does not need to be adjusted, and the control difficulty is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly to a charging control method and device thereof, and a multiple-unit rail vehicle. BACKGROUND

[0002] For a multiple-unit rail vehicle, in a charging process, a related technology adjusts a charging current by calculating a remaining charging duration of each car, so as to control a charging rate between batteries of each car. However, it is difficult to control the charging rate between the batteries of each car by adjusting the charging current. SUMMARY

[0003] The present application is proposed to solve at least one of the above problems. According to a first aspect of the present application, a charging control method of a multiple-unit rail vehicle is provided, the charging control method comprising: obtaining battery state information fed back by each car during a charging process of the multiple-unit rail vehicle; and controlling a charging device connected to a first part of cars in the multiple-unit rail vehicle to supply power to a load of a second part of cars according to the battery state information.

[0004] In an embodiment of the present application, the controlling the charging device connected to the first part of cars in the multiple-unit rail vehicle to supply power to the load of the second part of cars according to the battery state comprises: dividing each car of the multiple-unit rail vehicle into the first part of cars and the second part of cars according to the battery state.

[0005] In an embodiment of the present application, the battery state comprises a full battery state and a non-full battery state; and the dividing each car of the multiple-unit rail vehicle into the first part of cars and the second part of cars comprises: dividing a car in the full battery state into the second part of cars.

[0006] In an embodiment of the present application, the battery state further comprises a remaining charging duration when the battery is in the non-full battery state; and the dividing each car of the multiple-unit rail vehicle into the first part of cars and the second part of cars comprises: dividing a car with the shortest remaining charging duration among all cars in the non-full battery state into the first part of cars, and dividing a car with a remaining charging duration other than the shortest into the second part of cars.

[0007] In an embodiment of the present application, the step of dividing the carriages in the battery-uncharged state into the first part of carriages and the second part of carriages includes: sorting all the carriages in the battery-uncharged state according to the remaining charging time; wherein the remaining charging time of a carriage sorted in the front is shorter than the remaining charging time of a carriage sorted in the back; and dividing the carriage sorted in the first into the first part of carriages and dividing the carriages sorted in the second into the second part of carriages.

[0008] In an embodiment of the present application, the battery state information further includes: the state of charge in the battery-uncharged state; and the step of dividing the carriages of the multi-formation railway vehicle into the first part of carriages and the second part of carriages includes: dividing the carriage in the battery-uncharged state with the highest state of charge into the first part of carriages and dividing the carriages in the battery-uncharged state with the state of charge other than the highest into the second part of carriages.

[0009] In an embodiment of the present application, the step of dividing the carriages in the battery-uncharged state into the first part of carriages and the second part of carriages includes: sorting all the carriages in the battery-uncharged state according to the state of charge; wherein the state of charge of a carriage sorted in the front is higher than the state of charge of a carriage sorted in the back; and dividing the carriage sorted in the first into the first part of carriages and dividing the carriages sorted in the second into the second part of carriages.

[0010] In an embodiment of the present application, the load includes at least one of a battery thermal management system, a direct-current-direct-current converter assembly, an air conditioning system, and a fan system.

[0011] According to the second aspect of the present application, a charging control device of a multi-formation railway vehicle is further provided, which includes a storage medium and a processor, and the storage medium stores a computer program run by the processor, and the computer program, when run by the processor, causes the processor to execute any of the charging control methods of the multi-formation railway vehicle.

[0012] According to the third aspect of the present application, a multi-formation railway vehicle is further provided, which includes a plurality of carriages and any of the charging control devices of the multi-formation railway vehicle; wherein each carriage includes a battery, a load, and a charging interface for connecting a charging device, and the charging interface of each carriage is electrically connected to the load of the carriage or other carriages in an on-off manner.

[0013] According to the charging control method and device and the multi-formation rail vehicle provided in the embodiments of the present application, during the charging process of the multi-formation rail vehicle, the battery states fed back by each vehicle compartment are continuously acquired in real time, and the charging device connected to the first part of the vehicle compartments is controlled to supply power to the load of the second part of the vehicle compartments according to the battery states. Compared with the way of controlling the charging rate between the batteries of each vehicle compartment by adjusting the charging current in the related art, the charging rate of each vehicle compartment is controlled by the way of controlling the charging device connected to a part of the vehicle compartments to supply power to the load of another part of the vehicle compartments, so that the size of the charging current does not need to be adjusted, and the control difficulty is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and all other drawings obtained by those skilled in the art without creative effort based on these drawings should fall within the protection scope of the present application.

[0015] Figure 1 The flow chart of the charging control method of the multi-formation rail vehicle according to an embodiment of the present application is shown in FIG. 1.

[0016] Figure 2 The flow chart of the charging control method of the multi-formation rail vehicle according to another embodiment of the present application is shown in FIG. 2.

[0017] Figure 3 The circuit topology diagram of one vehicle compartment according to an embodiment of the present application is shown in FIG. 3.

[0018] Figure 4 The circuit topology diagram of two vehicle compartments according to an embodiment of the present application is shown in FIG. 4.

[0019] Figure 5 The schematic block diagram of the charging control device of the multi-formation rail vehicle according to an embodiment of the present application is shown in FIG. 5. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present application more obvious, the example embodiments according to the present application will be described in detail below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application, and it should be understood that the present application is not limited to the example embodiments described herein. Based on the embodiments of the present application described in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present application.

[0021] In the following description, numerous specific details are set forth to provide a more thorough understanding of the present application. However, it will be apparent to one of skill in the art upon

[0022] It should be understood that the present application can be practiced with the elements in different order than illustrated and / or with additional elements, and / or without some of the elements, without departing from the spirit and scope of the application.

[0023] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising", when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0024] For a more complete understanding of the present application, reference is made to the following description taken in conjunction with the accompanying drawings in which:

[0025] Some embodiments of the present application will now be described in detail in connection with the accompanying drawings. From the following description, practices of the application will be appreciated by those skilled in the art. For the purpose of explanation and illustration, specific details are set forth in order to provide a thorough understanding of the present application. However, it will be appreciated that the application can be practiced without specific details.

[0026] First, the application example illustrates the application scenario of the charging control method of the multi-formation rail vehicle. The charging control method is applied to the multi-formation rail vehicle, and specifically, is applied to the charging control process of the multi-formation rail vehicle.

[0027] Referring to Figure 1 The embodiment of the present application provides a charging control method of a multi-formation rail vehicle. The charging control method comprises:

[0028] Step one: obtaining the battery state fed back by each car during the charging process of the multi-formation rail vehicle;

[0029] Step two: according to the battery state, controlling the charging device connected to the first part of the cars in the multi-formation rail vehicle to supply power to the load of the second part of the cars.

[0030] In the above scheme, by constantly obtaining the battery status fed back by each carriage in real time during charging of the multi-formation railway vehicle, and according to the battery status, the charging device connected to the first part of the carriages is controlled to supply power to the load of the second part of the carriages. Compared with the way of controlling the charging rate between the batteries of each carriage by adjusting the charging current in the related art, the charging rate of each carriage is controlled by the way of controlling the charging device connected to a part of the carriages to supply power to the load of another part of the carriages in the present application, so that the size of the charging current does not need to be adjusted, and the control difficulty is reduced. The above steps will be described in detail below with reference to the accompanying drawings.

[0031] First, refer to Figure 1 During charging of the multi-formation railway vehicle, the battery status fed back by each carriage is obtained. It should be explained that the number of carriages in the multi-formation railway vehicle can be any number not less than two, such as two, three, four, ten, etc. Refer to Figure 3 and Figure 4 Each carriage can include a battery, a load, and a charging interface for connecting a charging device. Among them, the battery can be a power battery assembly as shown in Figure 3 , but also other battery systems on the carriage. The charging interface of each carriage is in an on-off electrical connection with the load of the carriage or other carriages. For example, Figure 3 and Figure 4 The charging device is a direct current charger, of course, in other embodiments, other types of chargers can also be used as charging devices.

[0032] The load can be various load systems that consume electric energy on each carriage. For example, refer to Figure 3 The load can include at least one of a battery thermal management system, a direct current-direct current converter assembly, an air conditioning system, and a fan system. Specifically, the load can be only one of the battery thermal management system, the direct current-direct current converter assembly, the air conditioning system, and the fan system; the load can also be only any two of the battery thermal management system, the direct current-direct current converter assembly, the air conditioning system, and the fan system; the load can also be only any three of the battery thermal management system, the direct current-direct current converter assembly, the air conditioning system, and the fan system; and even, the load can be the battery thermal management system, the direct current-direct current converter assembly, the air conditioning system, and the fan system. Refer to Figure 3The load can be a low-voltage powered load, for example. The low-voltage powered load can be a 24V DC powered load, for example, although other voltage levels or types of low-voltage powered loads can also be used. The DC-DC converter assembly can be a 24V low-voltage DC-DC converter, although other voltage levels or types of DC-DC converters can also be used. The load is not limited to the examples described above, and can include other types of loads.

[0033] In obtaining the battery status information from each car, information such as, but not limited to, battery full status, battery empty status, remaining charging time, state of charge, and the like can be obtained. The charging control method can be used in a TCMS (Train Control and Management System) of a multi-formation railway vehicle, for example, although other types of controllers can also be used. In obtaining the battery status information from each car, a BMS (Battery Management System) can be provided on each car, for example, to obtain the battery status information from each car and to provide the battery status information to the TCMS of the multi-formation railway vehicle, thereby obtaining the battery status information from each car.

[0034] Next, reference is made to Figure 1According to the battery state, the charging device connected to the first part of the carriages supplies power to the load of the second part of the carriages in the multi-formation railway vehicle. The charging device connected to each of the first part of the carriages and the second part of the carriages needs to charge the battery of the own carriage. In addition, the charging device connected to the first part of the carriages, which is the power supply of the load of the multi-formation railway vehicle, needs to supply power to the load of the second part of the carriages during the charging process, thereby shunting the charging current of the battery of the own carriage of the charging device connected to the first part of the carriages, and reducing the charging rate of the battery of the first part of the carriages. The load of the second part of the carriages is no longer supplied by the charging device connected to the own carriage, but by the charging device connected to the first part of the carriages. Therefore, when the battery of the second part of the carriages is in the uncharged state, the charging current of the battery of the second part of the carriages connected to the charging device can be increased, and the charging rate of the battery of the second part of the carriages can be increased. That is, by controlling the charging device connected to a part of the carriages of the multi-formation railway vehicle to supply power to the load of another part of the carriages, the charging rate between the carriages can be controlled, thereby reducing the difficulty of control without adjusting the size of the charging current. The number of carriages included in the first part of the carriages can be one, two, three, etc., which is less than the total number of carriages in the multi-formation railway vehicle. The number of carriages included in the second part of the carriages can be one, two, three, etc., which is less than the total number of carriages in the multi-formation railway vehicle.

[0035] For example, referring to Figure 1 and Figure 2 In the process of controlling the charging device connected to the first part of the carriages to supply power to the load of the second part of the carriages in the multi-formation railway vehicle according to the battery state, the carriages of the multi-formation railway vehicle can be divided into the first part of the carriages and the second part of the carriages according to the battery state. Then the charging device connected to the first part of the carriages is controlled to supply power to the load of the second part of the carriages. The division of the first part of the carriages and the second part of the carriages can adopt various ways. For example, several ways are introduced as follows.

[0036] For example, the battery state can include a fully charged state and an uncharged state. Referring to Figure 2 The division of the carriages of the multi-formation railway vehicle into the first part of the carriages and the second part of the carriages can include: dividing the carriages in the fully charged state into the second part of the carriages.

[0037] For example, referring to Figure 2The second part of the carriages can include: carriages in a battery full state. Illustratively, the carriages in the battery full state can be the first type of carriages in the first part of the carriages. That is, the batteries of a part of the carriages in the second part of the carriages are in the battery full state of being fully charged, at which time the charging devices connected to these carriages that have been fully charged can stop the electrical connection between the charging devices and the carriages, that is, the charging devices no longer supply power to the carriages. In the related art, the loads of the carriages need to be supplied by the batteries that have been fully charged, and in the embodiment, the charging devices connected to the first part of the carriages supply power to the loads of the carriages that have been fully charged, which can ensure that the carriages that have been fully charged do not continue to consume the power of the carriages that are in the battery full state, so that the carriages that have been fully charged are maintained in the full state, avoiding the situation that after the charging circuit is disconnected, the loads on the carriages, such as but not limited to low-voltage circuit loads, consume the power of the batteries, resulting in the situation that after all the carriages are charged, the carriages that have been fully charged are not full, or the carriages that have been fully charged enter the charging process again to maintain the full state. Of course, the number of carriages in the battery full state can be zero, at which time, in the process of just charging the multiple-unit railway vehicle. As the multiple-unit railway vehicle is charged, the number of carriages in the battery full state gradually increases, and in this process, the number of carriages in the battery full state gradually increases. Until the number of carriages in the battery full state is equal to the total number of carriages of the multiple-unit railway vehicle, it is indicated that the batteries of all the carriages have been fully charged and are in the full state, so as to achieve the state of being fully charged synchronously.

[0038] Illustratively, referring to Figure 2 The battery state can include a battery full state and a battery not full state, that is, information about whether the battery of each carriage is in the full state can be obtained. At this time, the battery state of the first part of the carriages can be the battery not full state. That is, at this time, the first part of the carriages as the power supply for the loads of the multiple-unit railway vehicle, the batteries thereof are in the battery not full state, that is, the first part of the carriages is in the state of being charged and not being fully charged.

[0039] Illustratively, referring to Figure 2 The battery state can also include: the remaining charging duration when the battery is not full. At this time, dividing the carriages of the multiple-unit railway vehicle into the first part of the carriages and the second part of the carriages can include: dividing the carriage with the shortest remaining charging duration among all the carriages in the battery not full state into the first part of the carriages, and dividing the carriages with the remaining charging duration other than the shortest into the second part of the carriages.

[0040] Illustratively, referring to Figure 2The battery state information can further include a remaining charging duration of the battery in the battery not full state. At this time, the second part of the carriages can further include: a second type of carriage, the battery state of the second type of carriage being the battery not full state. That is, there is a part of the carriages in the second part of the carriages whose batteries are in the battery not full state. And the remaining charging duration of the battery of the second type of carriage is greater than the remaining charging duration of the battery of the first part of the carriages, that is, the remaining charging duration required for the battery of the second type of carriage to reach the battery full state is longer than the remaining charging duration required for the battery of the first part of the carriages to reach the battery full state. That is, the first part of the carriages is closer to the full state than the second type of carriage. When determining the number of the second type of carriages, the number of the second type of carriages can be multiple. When the multi-formation rail vehicle is just charged, the number of the second type of carriages is relatively large. As the multi-formation rail vehicle is charged cumulatively, the number of the first type of carriages gradually increases, and at the same time, the number of the second type of carriages gradually decreases. Until all the batteries of the carriages are in the battery full state, the number of the second type of carriages gradually becomes zero.

[0041] For example, referring to Figure 2 In the process of dividing the carriage with the shortest remaining charging duration among all the carriages in the battery not full state into the first part of the carriages and dividing the carriages with the remaining charging duration other than the shortest into the second part of the carriages, the following steps can be included. First, all the carriages in the battery not full state are sorted according to the remaining charging duration, wherein the remaining charging duration of the carriage sorted in the front is less than the remaining charging duration of the carriage sorted in the back. Then, the carriage sorted in the first is divided into the first part of the carriages, and the carriage sorted in the second is divided into the second part of the carriages.

[0042] For example, referring to Figure 2 The charging control method can further include: sorting all the carriages in the battery not full state according to the remaining charging duration of the battery of the multi-formation rail vehicle. Then, determining the first part of the carriages and the second type of carriage according to the sorting of the carriages. That is, all the carriages in the battery not full state can be sorted according to the obtained remaining charging duration of the battery of each carriage, and the carriages in the battery full state are no longer sorted.

[0043] In the specific sorting, various ways can be adopted. For example, the remaining charging duration of the carriage sorted in the front can be less than the remaining charging duration of the carriage sorted in the back, that is, the battery of the carriage sorted in the front is closer to the battery full state than the battery of the carriage sorted in the back, although both the batteries are in the battery not full state. In other embodiments, the remaining charging duration of the carriage sorted in the front can be greater than the remaining charging duration of the carriage sorted in the back, that is, the battery of the carriage sorted in the back is closer to the battery full state than the battery of the carriage sorted in the front, although both the batteries are in the battery not full state.

[0044] For example, in determining the first part of the carriages and the second part of the carriages according to the order of the carriages, if the remaining charging time of the carriages in the front of the order is less than the remaining charging time of the carriages in the rear of the order, the carriages in the front of the order can be set as the first part of the carriages, and all the carriages in the rear of the order can be set as the second part of the carriages. For example, the set number can be one. That is, the first carriage in the order can be set as the first part of the carriages, and all the carriages in the rear of the first carriage in the order can be set as the second part of the carriages. At this time, the load of the first part of the carriages and all the second part of the carriages in the battery full state is powered by the battery of the first carriage in the order.

[0045] For example, referring to Figure 2 The battery state information can further include the state of charge in the battery non-full state. At this time, the dividing the carriages of the multi-formation railway vehicle into the first part of the carriages and the second part of the carriages can include: dividing the carriage with the highest state of charge among all the carriages in the battery non-full state as the first part of the carriages, and dividing the carriages with the state of charge other than the highest state of charge as the second part of the carriages.

[0046] For example, referring to Figure 2 The battery state information can further include the state of charge in the battery non-full state. For example, the second part of the carriages can include: the second part of the carriages, the battery state of the second part of the carriages is the battery non-full state; and the state of charge of the battery of the second part of the carriages is lower than the state of charge of the battery of the first part of the carriages. That is, there are some carriages in the second part of the carriages whose batteries are in the non-full state. And the state of charge of the battery of the second part of the carriages is lower than the state of charge of the battery of the first part of the carriages, that is, the battery of the first part of the carriages is closer to the full state than the battery of the second part of the carriages. When determining the number of the second part of the carriages, the number of the second part of the carriages can be multiple, and the number of the second part of the carriages is larger when the multi-formation railway vehicle is just charged. As the charging of the multi-formation railway vehicle accumulates, the number of the first part of the carriages gradually increases, and at the same time, the number of the second part of the carriages gradually decreases. Until all the batteries of the carriages are in the full state, the number of the second part of the carriages gradually becomes zero.

[0047] For example, in the process of dividing the carriage with the longest state of charge among all the carriages in the battery non-full state as the first part of the carriages, and dividing the carriages with the state of charge other than the longest state of charge as the second part of the carriages, the following steps can be included. First, all the carriages in the battery non-full state are sorted according to the state of charge; wherein the state of charge of the carriages in the front of the order is greater than the remaining charging time of the carriages in the rear of the order. Then, the first carriage in the order is divided into the first part of the carriages, and all the carriages other than the first carriage in the order are divided into the second part of the carriages.

[0048] For example, referring to Figure 3 The charging control method can further include: according to the state of charge of the batteries of the multi-formation rail vehicle, ranking all the carriages whose batteries are in the battery not full state. Then, according to the ranking of the carriages, determining the first part of carriages and the second type of carriages. That is, according to the state of charge of the batteries of the carriages obtained, all the carriages whose batteries are in the battery not full state are ranked, and the carriages whose batteries are in the battery full state are no longer ranked.

[0049] In the specific ranking, various ways can be adopted. For example, the state of charge of the carriages ranked in the front can be greater than the state of charge of the carriages ranked in the back, that is, the batteries of the carriages ranked in the front are closer to the battery full state than the batteries of the carriages ranked in the back, although the batteries of the carriages ranked in the front are in the battery not full state. In other embodiments, the state of charge of the carriages ranked in the front can be less than the state of charge of the carriages ranked in the back, that is, the batteries of the carriages ranked in the back are closer to the battery full state than the batteries of the carriages ranked in the front, although the batteries of the carriages ranked in the back are in the battery not full state.

[0050] For example, when the first part of carriages and the second type of carriages are determined according to the ranking of the carriages, if the state of charge of the carriages ranked in the front is greater than the state of charge of the carriages ranked in the back, the carriages ranked in the front of the set number can be taken as the first part of carriages, and all the carriages ranked in the back of the set number can be taken as the second type of carriages. For example, the set number can be one. That is, the first carriage ranked can be taken as the first part of carriages, and all the carriages ranked other than the first can be taken as the second type of carriages. At this time, the load of the first type of carriages and all the second type of carriages already in the battery full state is powered by the battery of the first carriage ranked.

[0051] In the setting of the circuit topology of each carriage, for example, the circuit topology structure shown in Figure 3 can be adopted, of course, the circuit topology structure of each carriage is not limited to the structure in Figure 3 . For example, referring to Figure 4 and Figure 4 , the high-voltage systems of the multi-formation rail vehicles are independent of each other and highly similar, both containing high-voltage traction control systems, which contain, such as but not limited to, traction inverter assemblies, etc.

[0052] and in the embodiments of the present application, referring to Figure 4Each car connected charging device and the load of the car or other cars can be connected or disconnected, which can be achieved by various types of switches such as but not limited to various types of relays, contactors, etc., to realize the connection between each car connected charging device and the load of the car or other cars, so that the charging control device of the multi-formation rail vehicle controls the first part of the car connected charging device to supply power to the load of the second part of the car. For example, the 24V low-voltage system between the multi-formation rail vehicles is normally independent of each other, and during the charging control process, the extension power supply can also be expanded through the contactor. The car connected charging device can be supplied to other cars through the voltage converter. Of course, it should be noted that the circuit extension power supply circuit of the multi-formation rail vehicle is not limited to Figures 2-4 The structure in

[0053] The following will be introduced in combination with Figure 5 An exemplary charging control method.

[0054] Step 1: The TCMS system receives the battery SOC feedback from the BMS of each car;

[0055] Step 2: The TCMS system starts the charging process;

[0056] Step 3: The BMS system starts communication with the ground charging system;

[0057] Step 4: The TCMS system controls the attraction of the battery negative contactor of each car;

[0058] Step 5: The TCMS system controls the attraction of the battery positive contactor of each car;

[0059] Step 6: The TCMS system controls each car to perform auxiliary power-on and traction power-off;

[0060] Step 7: The DC-DC of each car starts, and the battery thermal management system starts;

[0061] Step 8: The BMS of each car attracts the positive and negative contactors of the charging battery, and the ground charging system starts charging the battery;

[0062] Step 9: The BMS of each car feeds back the SOC and remaining charging time of each car to the TCMS system in real time;

[0063] Step 10: The TCMS system controls the attraction of the 24V positive and negative extension power supply contactors of each car;

[0064] Step 11: The TCMS system ranks each car according to the remaining charging time, with the shortest remaining charging time being sequence 1 and the longest being sequence N. If the remaining charging time is the same, the same sequence number is recorded;

[0065] Step 12: The TCMS system controls the car DC-DC of sequence 1 to start, the car DC-DC of the remaining sequences to be closed, and the 24V low voltage of other cars to be powered by the car extension of sequence 1;

[0066] Step 13: The TCMS system controls the battery thermal management of the car of non-sequence 1 to run at full power to ensure that the battery is in the best performance state and to improve the maximum allowable charging current of the battery;

[0067] Step 14: The TCMS system determines whether the battery of any car is fully charged. If the battery of any car is fully charged, the TCMS system exits the charging sequence of the fully charged car and the remaining cars continue to be sorted. Otherwise, steps 11-14 are executed in a loop until the TCMS system determines that the battery of any car is fully charged.

[0068] Step 15: The TCMS system controls the high voltage discharge of the fully charged car, and the 24V low voltage system is powered by the current sequence 1 car extension;

[0069] Step 16: The TCMS determines whether the batteries of all cars are fully charged. If the result is yes, the charging is completed. Otherwise, steps 15-16 are executed in a loop until the batteries of all cars are fully charged.

[0070] The method of the related art for achieving synchronous full charging by controlling the charging current is relatively complex, is subject to various conditions, is difficult to implement accurately, and has low accuracy. In some embodiments of the present application, the charging speed of the battery of each car is controlled by controlling the power supply mode of the load of each car, and the charging speed difference between each car is reduced by adjusting the power supply mode of the load of each car during charging. Both the stability of the low voltage power supply during charging and the charging synchronization degree can be improved. In some embodiments, even if there is a car that is fully charged first, the power consumption of the fully charged car can be prevented from continuing, and the fully charged state can be maintained, thereby avoiding the situation that after the charging circuit is disconnected, the low voltage circuit load consumes the battery power, resulting in that after all cars are charged, the power of the car that is fully charged first is not sufficient, or the car that is fully charged first enters the charging process again to maintain the full charge. Even if the battery of one or more cars is fully charged first, the power supply mode of the load of each car can be adjusted to prevent the power consumption of the fully charged car from causing the battery power to decrease again, thereby achieving that all batteries of the cars are fully charged at the end of charging.

[0071] In the various embodiments shown above, by continuously obtaining the battery state information fed back by each car in real time during charging of the multi-formation railway vehicle, and according to the battery state information, the battery of the first part of cars in the multi-formation railway vehicle is controlled to supply power to the load of the second part of cars. Compared with the way of controlling the charging rate between the batteries of each car by adjusting the charging current in the related art, the present application controls the charging rate between each car by controlling the battery of the first part of cars in the multi-formation railway vehicle to supply power to the load of the second part of cars, that is, by controlling the charging device connected to a part of cars to supply power to the load of another part of cars, so that the size of the charging current does not need to be adjusted, and the control difficulty is reduced.

[0072] In addition, the embodiment of the present application also provides a charging control device of a multi-formation railway vehicle, which comprises a storage medium and a processor, the storage medium stores a computer program run by the processor, and the computer program, when run by the processor, causes the processor to execute any one of the charging control methods of the multi-formation railway vehicle.

[0073] Figure 5 A schematic block diagram of the charging control device 100 of the multi-formation railway vehicle according to the embodiment of the present application is shown. As shown in the figure, the charging control device 100 of the multi-formation railway vehicle according to the embodiment of the present application can comprise a storage medium 110 and a processor 120, the storage medium 110 stores a computer program run by the processor 120, and the computer program, when run by the processor 120, causes the processor 120 to execute the charging control method of the multi-formation railway vehicle according to the embodiment of the present application in the foregoing. Those skilled in the art can understand the specific operation of the deployment device of the charging control device 100 of the multi-formation railway vehicle according to the embodiment of the present application in combination with the foregoing content, and for the sake of brevity, will not be repeated here. Figure 3

[0074] The storage medium 110 may, for example, include a storage card of a smart phone, a storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer-readable storage medium can be any combination of one or more computer-readable storage media.

[0075] In addition, the embodiment of the present application also provides a multi-formation railway vehicle, which comprises a plurality of cars and any one of the charging control devices of the multi-formation railway vehicle, wherein each car comprises a battery, a load and a charging interface for connecting a charging device, and the battery of each car is in an on-off electrical connection with the load of the car or other cars. ​

[0076] In setting the circuit topology of each car, exemplary, the circuit topology structure as shown in Figure 3 may be adopted, of course, the circuit topology structure of each car is not limited to Figure 3 structure. Exemplary, referring to Figure 4 and Figure 4 , the high-voltage systems between the multi-formation railway vehicles are independent and highly similar, both containing high-voltage traction control systems, which contain such as but not limited to traction inverter assembly, etc.

[0077] and in the embodiments of the present application, referring to Figure 4 , the battery of each car is connected to the load of the car or other cars in an on-off manner, which can be achieved by various types of switches such as but not limited to various types of relays, contactors, etc., to realize the on-off connection between the battery of each car and the load of the car or other cars, so that the charging control device of the multi-formation railway vehicle controls the charging equipment connected by the first part of the car to supply power to the load of the second part of the car. Exemplary, the 24V low-voltage system between the multi-formation railway vehicles is independent under normal circumstances, and during the charging control process, the extension power supply can also be realized through the contactor, and the charging equipment connected by the car can be supplied to other cars through the voltage converter. Of course, it should be noted that the circuit extension power supply circuit of the multi-formation railway vehicle is not limited to ​ structure.

[0078] The present application has been described by the above embodiments, but it should be understood that the above embodiments are only for the purpose of example and illustration, and are not intended to limit the present application to the scope of the described embodiments. In addition, those skilled in the art can understand that the present application is not limited to the above embodiments, and more variants and modifications can be made according to the teachings of the present application, which all fall within the scope of the present application. The protection scope of the present application is defined by the attached claims and their equivalent scope.

Claims

1. A charging control method for multi-unit rail vehicles, characterized in that, include: During the charging process of the multi-train rail vehicle, the battery status feedback from each carriage is obtained; Based on the battery status, the carriages of the multi-unit rail vehicle are divided into a first group of carriages and a second group of carriages, specifically as follows: The carriage with a fully charged battery is divided into the second carriage. For carriages with batteries that are not fully charged, they are sorted based on the remaining charging time or state of charge of the batteries: when sorting based on the remaining charging time, the shorter the remaining charging time, the higher the ranking; when sorting based on the state of charge, the higher the state of charge, the higher the ranking. At least one carriage with the highest ranking is divided into the first group of carriages, and the remaining carriages with batteries that are not fully charged are divided into the second group of carriages. Controlling the charging equipment connected to the first part of the carriages in the multi-car train: During the charging process of the battery of the first part of the carriage, the current flows to the load of the second part of the carriage through the switchable electrical connection structure between the charging interface and the load, and at the same time supplies power to the load of the first part of the carriage and the load of the second part of the carriage, and the load of the second part of the carriage is no longer powered by the charging equipment connected to this carriage, so as to divert the charging current to the battery in the first part of the carriage.

2. The charging control method as described in claim 1, characterized in that, For carriages whose batteries are not fully charged, when sorting based on the remaining charging time, The carriages with the shortest remaining charging time are assigned to the first group of carriages, and the carriages with a remaining charging time other than the shortest are assigned to the second group of carriages.

3. The charging control method as described in claim 2, characterized in that, The step of classifying all carriages with partially charged batteries into the first group of carriages (those with the shortest remaining charging time) and the carriages with remaining charging time other than the shortest into the second group of carriages includes: Sort all carriages with incomplete battery charging according to their remaining charging time; the remaining charging time of the carriages ranked first must be less than the remaining charging time of the carriages ranked second. The carriage that is ranked first is assigned to the first group of carriages, and the carriages that are not ranked first are assigned to the second group of carriages.

4. The charging control method as described in claim 1, characterized in that, For carriages with partially charged batteries, when sorting based on state of charge, The carriages with the highest state of charge are assigned to the first group of carriages, and the carriages with a lower state of charge are assigned to the second group of carriages.

5. The charging control method as described in claim 4, characterized in that, The step of classifying the carriages with the highest state of charge among all carriages with incompletely charged batteries into the first group of carriages, and the carriages with a lower state of charge into the second group of carriages, includes: Sort all carriages with incompletely charged batteries according to their state of charge; the state of charge of the carriages ranked first must be greater than that of the carriages ranked later. The carriage that is ranked first is assigned to the first group of carriages, and all carriages that are not ranked first are assigned to the second group of carriages.

6. The charging control method according to any one of claims 1 to 5, characterized in that, The load includes at least one of the following: battery thermal management system, DC-DC converter assembly, air conditioning system, and fan system.

7. A charging control device for multi-unit rail vehicles, characterized in that, include: A storage medium and a processor, wherein the storage medium stores a computer program executed by the processor, the computer program, when executed by the processor, causes the processor to perform a charging control method for a multi-unit rail vehicle as described in any one of claims 1 to 6.

8. A multi-unit rail vehicle, characterized in that, include: Multiple carriages; wherein each carriage includes a battery, a load and a charging interface for connecting charging equipment, and the charging interface of each carriage is electrically connected to the load of the carriage or other carriages in a switchable manner. The charging control device for multi-unit rail vehicles as described in claim 7.

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