A train charging control method, a train, a device and a storage medium

Abstract

The application provides a train charging control method, a train, equipment and a storage medium, which can reduce the power difference of power batteries of each carriage of the train after charging is completed. The train charging control method comprises the following steps: determining a high-power carriage and a low-power carriage in the train, the power of the power battery of the high-power carriage being higher than the power of the power battery of the low-power carriage; controlling a charger of the high-power carriage to supply power to power-consuming equipment of each carriage of the train and the power battery of the high-power carriage; and controlling a charger of the low-power carriage to stop supplying power to the power-consuming equipment of the low-power carriage and to supply power to the power battery of the low-power carriage.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a train charging control method, train, equipment and storage medium. Background Technology

[0002] Trains typically consist of multiple carriages, each powered by its own battery. When a train needs charging, the initial charge levels of the batteries in different carriages may differ, but the charging speed is roughly the same. Therefore, the time it takes for different carriages to fully charge may vary. Additionally, the batteries in carriages that are fully charged beforehand will begin discharging to supply power to the electrical equipment in those carriages. Both of these factors contribute to significant differences in the charge levels of the batteries in the different carriages after charging is complete. Summary of the Invention

[0003] This application provides a train charging control method, train, equipment, and storage medium that can reduce the difference in power battery charge among the various carriages of the train after charging is completed.

[0004] In a first aspect, this application provides a train charging control method, the method comprising: determining a high-battery carriage and a low-battery carriage in the train, wherein the power battery of the high-battery carriage has a higher charge than the power battery of the low-battery carriage; controlling the charger of the high-battery carriage to supply power to the power-consuming equipment in each carriage of the train and to the power battery of the high-battery carriage; and controlling the charger of the low-battery carriage to stop supplying power to the power-consuming equipment in the low-battery carriage and to supply power to the power battery of the low-battery carriage.

[0005] By implementing the technical solution provided in this application, multiple carriages of a train to be charged can be divided into high-battery carriages and low-battery carriages. The charger in the high-battery carriage needs to charge not only the power battery of that carriage but also power the electrical equipment in all carriages; therefore, the charging power of the power battery in the high-battery carriage is lower. The charger in the low-battery carriage only needs to charge the power battery of its own carriage; therefore, the charging power of the power battery in the low-battery carriage is higher. Thus, this method can balance the charging power of the power batteries in different carriages, reducing the charging power of high-battery batteries and increasing the charging power of low-battery batteries, thereby reducing the difference in battery charge levels among the carriages of the train after charging is complete.

[0006] In one possible implementation of the first aspect, determining the high-battery carriages and low-battery carriages in the train includes: obtaining the battery state of the power batteries in each carriage of the train, the battery state including one or more of the state of charge of the power battery and the time taken to fully charge the power battery; comparing the battery states of the power batteries in each carriage of the train; classifying the carriage with the highest state of charge of the power battery (not 1) as the high-battery carriage, or the carriage with the shortest time taken to fully charge the power battery (not 0); classifying the carriage with the lowest state of charge of the power battery (not 1) as the low-battery carriage, or the carriage with the shortest time taken to fully charge the power battery (not 0).

[0007] In one possible implementation of the first aspect, the method further includes: when the power battery of a portion of the high-power carriage is fully charged, controlling the charger of the fully charged carriage to stop supplying power to the power-consuming equipment in the fully charged carriage and the power-consuming equipment in other carriages.

[0008] In one possible implementation of the first aspect, the method further includes: controlling the power battery of the fully charged carriage not to supply power to the power-consuming equipment in the fully charged carriage, and controlling the charger of the high-charge carriage to supply power to the power-consuming equipment in the fully charged carriage.

[0009] By implementing the above methods, the pre-charged power battery will not enter a discharging state, ensuring that the power battery's charge will not be lost to power-consuming equipment, thereby reducing the difference in power battery charge among the various carriages of the train after charging is completed.

[0010] In one possible implementation of the first aspect, each carriage of the train is equipped with a discharge relay and a connection relay, wherein one end of the discharge relay is connected to the charger of the carriage and the other end is connected to the connection relay and power-consuming equipment of the carriage, and the connection relays of adjacent carriages are interconnected.

[0011] The charger controlling the high-power carriage to supply power to the power-consuming equipment in each carriage of the train includes:

[0012] Close the through relays of each carriage of the train and the discharge relays of the high-power carriage so that the charger of the high-power carriage supplies power to the power-consuming equipment of each carriage of the train.

[0013] The step of controlling the charger in the low-battery carriage to stop supplying power to the power-consuming equipment in the low-battery carriage includes:

[0014] Disconnect the discharge relay of the low-battery carriage so that the charger of the low-battery carriage stops supplying power to the power-consuming equipment of the low-battery carriage.

[0015] Secondly, this application provides a charging control device, the device comprising: a determining unit, configured to determine high-battery carriages and low-battery carriages in a train, wherein the power battery of the high-battery carriage has a higher charge than the power battery of the low-battery carriage; and a controlling unit, configured to control the charger of the high-battery carriage to supply power to the power-consuming equipment in each carriage of the train and to the power battery of the high-battery carriage; and to control the charger of the low-battery carriage to stop supplying power to the power-consuming equipment in the low-battery carriage and to supply power to the power battery of the low-battery carriage.

[0016] In one possible implementation of the second aspect, the determining unit is specifically used to: obtain the battery state of the power batteries in each carriage of the train, the battery state including one or more of the state of charge of the power battery and the time taken to fully charge the power battery; compare the battery states of the power batteries in each carriage of the train; classify the carriage with the highest state of charge of the power battery (not 1) as the high-power carriage, or the carriage with the shortest time taken to fully charge the power battery (not 0) as the high-power carriage; classify the carriage with the lowest state of charge of the power battery (not 1) as the low-power carriage, or the carriage with the shortest time taken to fully charge the power battery (not 0) as the low-power carriage.

[0017] In one possible implementation of the second aspect, the control unit is further configured to: when the power battery of a portion of the high-power compartment is fully charged, control the charger of the fully charged compartment to stop supplying power to the power-consuming equipment in the fully charged compartment and the power-consuming equipment in other compartments.

[0018] In one possible implementation of the second aspect, the control unit is further configured to: control the power battery of the fully charged compartment not to supply power to the power-consuming equipment in the fully charged compartment, and control the charger of the high-charge compartment to supply power to the power-consuming equipment in the fully charged compartment.

[0019] In one possible implementation of the second aspect, each carriage of the train is equipped with a discharge relay and a connection relay, wherein one end of the discharge relay is connected to the charger of the carriage and the other end is connected to the connection relay and power-consuming equipment of the carriage, and the connection relays of adjacent carriages are interconnected.

[0020] The control unit is specifically used for:

[0021] Close the through relays of each carriage of the train and the discharge relays of the high-power carriage so that the charger of the high-power carriage supplies power to the power-consuming equipment of each carriage of the train.

[0022] The step of controlling the charger of the low-battery carriage to stop supplying power to the power-consuming equipment in the low-battery carriage includes: disconnecting the discharge relay of the low-battery carriage so that the charger of the low-battery carriage stops supplying power to the power-consuming equipment in the low-battery carriage.

[0023] Thirdly, this application provides a train comprising multiple carriages, each carriage including a charger, a power battery, and power-consuming equipment. During the charging process of the multiple carriages, the charger of the high-power carriage supplies power to the power-consuming equipment of each carriage and the power battery of the high-power carriage, while the charger of the low-power carriage stops supplying power to the power-consuming equipment of the low-power carriage and supplies power to the power battery of the low-power carriage.

[0024] In one possible implementation of the third aspect, each carriage of the train is equipped with a discharge relay and a connection relay, wherein one end of the discharge relay is connected to the charger of the carriage, and the other end is connected to the connection relay and power-consuming equipment of the carriage, and the connection relays of adjacent carriages are interconnected; during the charging process of the multiple carriages, the connection relays of each carriage are closed, the discharge relay of the high-power carriage is closed, and the discharge relay of the low-power carriage is open.

[0025] Fourthly, this application provides a computing device including a memory and a processor, the memory storing computer program instructions, and the processor executing the computer program instructions to implement the method as described in the first aspect and any possible implementation of the first aspect.

[0026] Fifthly, this application provides a computer-readable storage medium including computer instructions that, when executed by a processor, implement the method described in the first aspect and any possible implementation of the first aspect. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a structural schematic diagram of a train provided in this application;

[0029] Figure 2 This is a schematic diagram of a train charging control method provided in this application;

[0030] Figure 3This is a structural schematic diagram of a train provided in this application;

[0031] Figure 4A This is a schematic diagram of a vehicle compartment charging status provided in this application;

[0032] Figure 4B This is a schematic diagram of the charging status of a vehicle compartment provided in this application;

[0033] Figure 4C This is a schematic diagram of the charging status of a vehicle compartment provided in this application;

[0034] Figure 4D This is a schematic diagram of the charging status of a vehicle compartment provided in this application;

[0035] Figure 4E This is a schematic diagram of the charging status of a vehicle compartment provided in this application;

[0036] Figure 5 This is a schematic diagram of a charging control device provided in this application;

[0037] Figure 6 This is a schematic diagram of the structure of a computing device provided in this application. Detailed Implementation

[0038] The technical solutions involved in this application will be clearly and completely described below with reference to the accompanying drawings. The embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0039] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the term "comprising," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such processes, methods, products, or apparatus.

[0040] It should be noted that the terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms "a," "the," and "the" in this application are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0041] To address the problems that arise after charging trains, this application provides a train charging control method. This method can identify high-battery and low-battery carriages and control the chargers in the high-battery carriages to supply power to the electrical-consuming equipment in each carriage and to the power batteries in the high-battery carriages. Conversely, it controls the chargers in the low-battery carriages to stop supplying power to the electrical-consuming equipment in the low-battery carriages and instead supply power to the power batteries in the low-battery carriages. It should be understood that because the chargers in the high-battery carriages need to charge not only the power batteries in those carriages but also supply power to the electrical-consuming equipment in all carriages, the charging power of the power batteries in the high-battery carriages will decrease. Conversely, the chargers in the low-battery carriages only need to charge the power batteries in their respective carriages, thus increasing the charging power of the power batteries in the low-battery carriages. Therefore, the technical solution provided in this application can balance the charging power of the power batteries in different carriages of the train, reducing the difference in battery capacity among the power batteries in each carriage after charging is complete.

[0042] The train charging control method provided in this application will be described in detail below, taking into account the structure of the train.

[0043] Please see Figure 1 , Figure 1 This is a structural schematic diagram of a train provided in this application. For example... Figure 1 As shown, the train 100 includes N (N is a positive integer greater than 1) carriages 110 and a charging control device 120, wherein each carriage 110 includes a discharge relay 111, a through relay 112, a power-consuming device 113, a charger 114 and a power battery 115.

[0044] The charger 114 in the carriage 110 is connected to the power battery 115. The charger 114 is connected to the power-consuming device 113 through the discharge relay 111. The discharge relays 111 in two adjacent carriages 110 are connected through the through relay 112 in one of the carriages. The charging control device 120 is connected to the discharge relays 111 and the through relay 112 in the carriage 110.

[0045] Both discharge relay 111 and through relay 112 are relays used to control the flow of current. Both discharge relay 111 and through relay 112 are controlled to close or open by charging control device 120. When charging control device 120 controls discharge relay 111 and through relay 112 to close, current is allowed to flow through them. When charging control device 120 controls discharge relay 111 and through relay 112 to open, current is prohibited from flowing through them.

[0046] Electrical equipment 113 refers to the equipment in carriage 110 that consumes electrical energy, including air conditioners, televisions, lights, etc.

[0047] Charger 114 is used to charge power battery 115 and supply power to electrical equipment 113. Charger 114 is controlled to open or close by charging control device 120. When charger 114 is charging power battery 115, since the electrical equipment 113 in N carriages 110 may not necessarily stop working, that is, when charging train 100, charger 114 not only charges power battery 115 but also supplies power to electrical equipment 113.

[0048] In one possible embodiment, when the charging method of the train 100 is temporary charging at a stop, since a large amount of power needs to be replenished to the power batteries 115 in N carriages 110 in a short period of time, the charging control device 120 turns on the chargers 114 of the N carriages 110, and the chargers 114 of the N carriages 110 charge the power batteries 115 at the maximum power.

[0049] In another possible embodiment, when the train 100 is charged for an extended period after it has ceased operation, in order to increase the lifespan of the power battery 115, the charging control device 120 activates the chargers 114 of N carriages 110, and each of the N carriages' chargers 114 charges the power battery 115 at an appropriate power. The appropriate power can be determined based on factors such as the duration of the train 100's cessation of operation and the service life of the power battery 115.

[0050] The power battery 115 is used to supply power to the power-consuming equipment 113. The charging and discharging of the power battery 115 are mutually exclusive and cannot be carried out simultaneously. The power batteries 115 between the N compartments 110 are physically isolated to ensure the safety of the power battery 115 during high-voltage discharge. However, when charging the power battery 115, the power batteries 115 or power-consuming equipment 113 in adjacent compartments can be connected. The power battery 115 also includes a battery management system (BMS), which is used to monitor and control the power battery 115 to ensure the performance and safety of the power battery 115.

[0051] The charging control device 120 can acquire and control the closing and opening of the discharge relay 111 and the connection relay 112, as well as the opening and closing of the charger 114, based on the battery status of the power batteries 115 in each carriage 110. As an example, the charging control device 120 can be a Train Control and Management System (TCMS), an integrated control system for modern trains that ensures efficient and safe train operation by integrating and coordinating various aspects of the train. The functions of the TCMS include train control, monitoring and diagnostics, door control, and power battery management. Through the TCMS, the power batteries 115 can be controlled, including whether to charge them and whether to discharge them.

[0052] This explains that, Figure 1 The train structure shown is merely an example provided in the embodiments of this application. By adjusting the number or position of the through relays 112 or the discharge relays 111, other similar structures can be obtained. Figure 1 The train structure shown.

[0053] The following is based on Figure 1 The structure of the train 100 shown is combined with... Figure 2 The train charging control method provided in this application is described. Please refer to [link / reference]. Figure 2 , Figure 2 This is a schematic diagram of a train charging control method provided in this application, such as... Figure 2 As shown, the method includes:

[0054] S201: The charging control device 120 obtains the battery status of the power batteries 115 of the N carriages 110.

[0055] Here, the battery state of the power battery 115 can be described by the power capacity of the power battery 115 or the charging time of the power battery 115.

[0056] As mentioned above, the power battery 115 also includes a BMS, which can collect the power information of the power battery 115. Therefore, the charging control device 120 can obtain the power information of the power batteries 115 in the N compartments 110 through the BMS on the power batteries 115 in the N compartments.

[0057] Specifically, taking one of the carriages 110 as an example, this describes the process by which the charging control device 120 obtains the power battery 115 power information of the carriage 110. First, the charging control device 120 sends a command to request the BMS of the carriage 110 to upload the power battery 115 power information. After receiving the command sent by the charging control device 120, the BMS of the carriage 110 collects the power battery 115 power information of the carriage and sends the power information to the charging control device 120.

[0058] S202: The charging control device 120 divides the N carriages 110 according to the battery status of the power batteries 115 of the N carriages 110.

[0059] Since the battery state of the power battery 115 can be described by the power battery 115's charge or charging time, the charging control device 120 can divide the N compartments 110 according to the power battery 115's charge or charging time.

[0060] In one possible embodiment, after the charging control device 120 divides the N compartments 110 according to the battery status of the power batteries 115 of the N compartments 110, the following two situations may occur:

[0061] (1) N carriages 110 are divided into three types of carriages: carriages with full power, carriages with high power and carriages with low power.

[0062] (2) N carriages 110 are divided into two types of carriages: high-power carriages and low-power carriages.

[0063] When the charging control device 120 divides the N compartments 110 according to the power battery 115's charge, a fully charged compartment is one where the power battery 115's state of charge (SOC) value is 1; a high-charge compartment is one where the power battery 115's SOC value is not 1, but is closest to 1; and a low-charge compartment is one where the power battery 115's SOC value is less than 1 and also less than the high-charge compartment's SOC value.

[0064] The aforementioned SOC can be used to describe the charge of the power battery 115, which ranges from 0 to 1. The SOC is calculated by dividing the current charge of the power battery 115 by the charge when the power battery 115 is fully charged. Therefore, the higher the current charge of the power battery 115, the larger its corresponding SOC value.

[0065] When the charging control device 120 divides the N carriages 110 according to the charging time of the power battery 115, the fully charged carriage refers to the carriage where the charging time of the power battery 115 is 0; the high-charge carriage refers to the carriage where the charging time of the power battery 115 is not 0, but is closest to 0; and the low-charge carriage refers to the carriage where the charging time of the power battery 115 is not 0, but is higher than the charging time of the high-charge carriage.

[0066] It should be understood here that when train 100 includes multiple carriages 110, the number of carriages with full power can be multiple, the number of carriages with high power can be multiple (that is, the power batteries in multiple carriages 110 are simultaneously not fully charged and at their highest level), and the number of carriages with low power can be multiple.

[0067] S203: The charging control device 120 controls the charger 114 of the high-power carriage to supply power to the power-consuming equipment 113 of the N carriages 110 and the power battery 115 of the high-power carriage.

[0068] Depend on Figure 1 It is known that the charger 114 inside the carriage 110 is connected to the power battery 115. Therefore, by opening the charger 114 in the high-capacity carriage, the charging control device 120 can enable the charger 114 in the high-capacity carriage to charge the power battery 115 in the high-capacity carriage. The charger 114 inside the carriage 110 is connected to the power-consuming device 113 through the discharge relay 111. Therefore, by closing the discharge relay 111, the charging control device 120 can enable the charger 114 in the high-capacity carriage to supply power to the power-consuming device 113 in the high-capacity carriage through the discharge relay 111. The charger 114 inside the carriage 110 is connected to the power-consuming equipment 113 of other carriages 110 through the discharge relay 111 and the through relays 112 of N carriages 110. Therefore, by closing the discharge relay 111 and the through relays 112 of N carriages 110, the charging control device 120 can enable the charger 114 in the high-power carriage to supply power to the power-consuming equipment 113 of other carriages through the discharge relay 111 and the through relays 112 of N carriages 110.

[0069] It should be understood that since the power battery 115 of the high-capacity carriage has a higher capacity, the charging time of the power battery 115 of the high-capacity carriage is theoretically shorter when the chargers 114 of the N carriages 110 are charging at the same power. The charging control device 120 closes the discharge relay 111 of the high-capacity carriage and the through relays 112 of the N carriages 110, so that the charger 114 of the high-capacity carriage not only needs to supply power to the power battery 115 and power-consuming equipment of the high-capacity carriage, but also needs to supply power to the power-consuming equipment 113 of the other carriages. Therefore, the charging power of the power battery 115 of the high-capacity carriage will decrease, and correspondingly, the charging time of the power battery 115 of the high-capacity carriage will increase. For ease of understanding, the following is a more detailed description using formula (1).

[0070] After the charging control device 120 controls the charger 114 of the high-capacity carriage to supply power to the power-consuming devices 113 of N carriages 110 and the power battery 115 of the high-capacity carriage, the charging power of the power battery 115 of the high-capacity carriage satisfies the following formula (1):

[0071]

[0072] Among them, Q 高 The amount of electricity required to fully charge the power battery 115 of the high-capacity vehicle, where P is the power of the charger 114 of the high-capacity vehicle, and H1 + H2 + ... + H N Let T be the sum of the power consumption of the electrical equipment 113 on the N carriages 110, where m (m≤N) is the number of carriages with high power consumption, and T is the sum of the power consumption of the electrical equipment 113 on the N carriages 110. 高 The time required to fully charge the power battery 115 of this high-capacity carriage.

[0073] It should be understood that when the charger 114 of the high-capacity carriage supplies power to the power battery 115 and the power-consuming equipment 113 of the high-capacity carriage, the charging power of the power battery 115 of the carriage is (PH), that is, the power (P) of the charger 114 of the carriage minus the power (H) of the power-consuming equipment 113 of the carriage. From formula (1), it can be seen that after performing this step, the charging power of the power battery 115 of the high-capacity carriage is... Since the value of m is less than or equal to N, therefore, In other words, by performing this step, the charging power of the power battery 115 in the high-capacity compartment can be reduced, thereby increasing the time required for the power battery 115 in the high-capacity compartment to be fully charged.

[0074] S204: The charging control device 120 controls the charger 114 of the low-battery compartment to stop supplying power to the power-consuming equipment 113 of the low-battery compartment and to supply power to the power battery 115 of the low-battery compartment.

[0075] Depend on Figure 1 It is known that the charger 114 inside the carriage 110 is connected to the power battery 115. Therefore, after the charging control device 120 turns on the charger 114 in the low-battery carriage, the charger 114 in the low-battery carriage charges the power battery 115 in the low-battery carriage. Since the charger 114 inside the carriage 110 is connected to the power-consuming device 113 through the discharge relay 111, the charging control device 120 can stop the charger 114 in the low-battery carriage from supplying power to the power-consuming device 113 in the low-battery carriage by disconnecting the discharge relay 111.

[0076] It should be understood that, since the power battery 115 of the low-power compartment has a lower charge, the charging time of the power battery 115 of the low-power compartment will theoretically be longer when the chargers 114 of the N compartments 110 are charging with the same power. The charging control device 120 disconnects the discharge relay 111 of the low-power compartment, so that the charger 114 of the low-power compartment only needs to supply power to the power battery 115 of that low-power compartment. Therefore, the charging power of the power battery 115 of the low-power compartment will increase, and correspondingly, the charging time of the power battery 115 of the low-power compartment will also decrease. For ease of understanding, the following is a more detailed description using formula (2).

[0077] After the charging control device 120 controls the charger 114 of the low-battery compartment to stop supplying power to the power-consuming equipment 113 of the low-battery compartment and to supply power to the power battery 115 of the low-battery compartment, the charging power of the power battery 115 of the low-battery compartment satisfies the following formula (2):

[0078] Q 低 =(P)*T 低 (2)

[0079] Among them, Q 低 T represents the amount of electricity required to fully charge the power battery 115 of the low-battery compartment, P represents the charging power of the charger 114 of the low-battery compartment, and T represents the charging capacity of the charger 114 of the low-battery compartment. 低 The time required to fully charge the power battery 115 of the low-battery compartment.

[0080] It should be understood that when the charger 114 of the low-battery compartment supplies power to the power battery 115 and the power-consuming equipment 113 of the low-battery compartment, the charging power of the power battery 115 is (PH), that is, the power (P) of the charger 114 of the low-battery compartment minus the power (H) of the power-consuming equipment 113 of the low-battery compartment. As can be seen from formula (2), after performing this step, the charging power of the power battery 115 of the low-battery compartment is equal to the power of the charger 114 of the compartment. Therefore, by performing this step, the charging power of the power battery 115 of the low-battery compartment can be increased, thereby reducing the time required to fully charge the power battery 115 of the low-battery compartment.

[0081] In summary, in the method provided in this application, the charging control device 120 balances the charging time of the power batteries 115 in each car by increasing the charging power of the power batteries 115 in the low-power car and decreasing the charging power of the power batteries 115 in the high-power car, thereby reducing the difference in the power capacity of the power batteries 115 in each car of the train 100 after charging is completed.

[0082] It should be noted that since the power battery 115 of the fully charged compartment is fully charged and does not need to be charged, in order to prevent the power of the power battery 115 from being lost to the power-consuming device 113, the charging control device 120 will open the through relay 112 of the fully charged compartment, and close the charger 114 of the fully charged compartment and disconnect the discharge relay 111 of the fully charged compartment.

[0083] S205: The charging control device 120 monitors the changes in the battery status of the power batteries 115 of the N carriages 110. If it is determined that all N carriages 110 are fully charged carriages, S206 is executed; otherwise, S201 to S204 are executed.

[0084] After the charging control device 120 adjusts the charging methods for the high-battery and low-battery carriages among the N carriages 110, the power batteries 115 of the high-battery and low-battery carriages are charged at the adjusted charging power for a period of time. During charging in the high-battery and low-battery carriages, the following two situations may occur.

[0085] In case (1), although the power battery 115 of the high-power compartment has a larger capacity, the charging power of the power battery 115 of the high-power compartment is smaller. Although the power battery 115 of the low-power compartment has a smaller capacity, the charging power of the power battery 115 of the low-power compartment is larger. Therefore, there is a situation where the power battery 115 of the low-power compartment and the power battery 115 of the high-power compartment are not fully charged, but the same situation exists.

[0086] When the power battery 115 of a low-power compartment has the same power battery 115 as that of a high-power compartment, the charging control device 120 detects the change in the power battery 115 of the low-power compartment, classifies the low-power compartment as a high-power compartment, and controls the charger 114 of the high-power compartment to supply power to the power-consuming devices 113 of N compartments 110 and the power battery 115 of the high-power compartment.

[0087] After the charging control device 120 detects that the power battery 115 of a certain low-power compartment has the same power battery 115 as that of a high-power compartment, it controls the discharge relay 111 of the low-power compartment to close. Since the discharge relay 111 of the low-power compartment is closed, the charger 114 of the low-power compartment not only needs to charge the power battery 115 of the low-power compartment, but also needs to supply power to the power-consuming equipment 113 of N compartments 110.

[0088] Situation (2): The power battery 115 of the high-power compartment has a large amount of power. Although the charging power of the power battery 115 of the high-power compartment is small, it is still charging. Therefore, there is a situation where the power battery 115 of the high-power compartment is fully charged.

[0089] When the power battery 115 of a high-capacity carriage is fully charged, the charging control device 120 detects the change in the power battery 115 of the high-capacity carriage, classifies the high-capacity carriage as a fully charged carriage, and controls the charger 114 of the high-capacity carriage to stop supplying power to the power-consuming equipment 113 of the N carriages 110.

[0090] After detecting that the power battery 115 of a high-capacity compartment is fully charged, the charging control device 120 disconnects the discharge relay 111 of the high-capacity compartment and shuts off the charger 114 of the high-capacity compartment.

[0091] By comparing the two situations above, it can be seen that in the method provided in this application, after adjusting each carriage of the train 100, the charging control device 120 also needs to constantly monitor the changes in the power battery 115 of each carriage. When the power battery 115 of a carriage with low power is the same as the power battery 115 of a carriage with high power, the carriage with low power is redefined as a carriage with high power, and the discharge relay 111 of the carriage with low power is closed to reduce the charging power of its power battery 115. When the power battery 115 of a carriage with high power is fully charged, the carriage with high power is redefined as a carriage with full power, and the discharge relay 111 of the carriage with high power is disconnected and the charger 114 of the carriage with high power is turned off to prevent the power battery 115 of the carriage with high power from losing power.

[0092] S206: The charging control device 120 disconnects the through relay 112 between N carriages 110 and closes the discharge relay 111 between N carriages 110.

[0093] After detecting that all N carriages 110 are fully charged, the charging control device 120 disconnects the interconnection relay 112 between the N carriages 110 to ensure the isolation between the carriages during operation, and closes the discharge relay 111 of the N carriages 110 to allow the power batteries 115 of the N carriages 110 to supply power to the power-consuming equipment 113 in their respective carriages.

[0094] In one possible embodiment, when the charging method of the train 100 is temporary charging at a stop, since the discharge relay 111 of the fully charged carriage is open, when the charging control device 120 detects that all N carriages 110 are fully charged, the charging control device 120 disconnects the connection relay 112 between the N carriages 110 and closes the discharge relay 111 of the N carriages 110. In this way, the power-consuming devices 113 of the N carriages 110 are all powered by the power battery 115 of their respective carriages.

[0095] In another possible embodiment, when the charging method of the train 100 is long-term charging after it stops operating, since the N carriages 110 will not be put into use immediately after being fully charged, the charging control device 120 disconnects the interconnection relay 112 between the N carriages 110 after detecting that all N carriages 110 are fully charged.

[0096] When the charging control device 120 controls the on / off state of the discharge relay 111 and the through relay 112 in each carriage, it needs to ensure that the power-consuming equipment 113 in each carriage does not experience a brief power outage during the switching process of each relay. To this end, the charging control device 120 needs to formulate corresponding rules for controlling the on / off state of the relays. For example, the charging control device 120 may disconnect the relay that should be disconnected only after ensuring that the relay that should be closed is closed; or it may allow the relay that should be closed and the relay that should be disconnected to be closed to be closed simultaneously for a certain period of time before disconnecting the relay that should be disconnected.

[0097] pass Figure 2It is known that when a train needs to be charged in a short time and the power batteries in each carriage are required to be balanced after charging, the charging control device can first obtain the battery status of the power batteries in each carriage, and divide the carriages into high-power carriages and low-power carriages according to the battery status of the power batteries in each carriage. By controlling the opening and closing of the discharge relays and the connection relays in each carriage, the charging power of the power batteries in each carriage can be adjusted. This includes closing the discharge relays of the high-power carriages and the connection relays between the carriages, so that the chargers in the high-power carriages not only charge the power batteries in the high-power carriages, but also supply power to the power-consuming equipment in each carriage, thus reducing the charging power of the power batteries in the high-power carriages; and opening the discharge relays of the low-power carriages, so that the chargers in the low-power carriages only charge the power batteries in the low-power carriages, thus increasing the charging power of the power batteries in the low-power carriages. In this way, the power batteries in each carriage of the train are balanced after charging, thereby reducing the difference in power battery status among the power batteries in each carriage of the train after charging.

[0098] The method provided in this application is illustrated below through a specific embodiment. Assume there is a train; the specific structure of the train can be found in [reference needed]. Figure 3 , Figure 3 This is a structural schematic diagram of a train provided in this application. Figure 3 The train consists of four carriages. Carriage 1 has the highest battery capacity, followed by carriage 3, then carriage 2, and carriage 4 has the lowest. Furthermore, the batteries in carriages 1, 2, 3, and 4 are not fully charged. All four carriages' chargers have a charging power of P. Figure 2 The method described above may involve the following five stages when charging the train:

[0099] (1) First stage: Based on the above Figure 2 In S202, after obtaining the power battery charge of each carriage, the charging control device classifies carriage 1 as a high-charge carriage and carriages 3, 2, and 4 as low-charge carriages. It then closes the discharge relay of carriage 1, disconnects the discharge relays in carriages 2, 3, and 4, opens the chargers in carriages 1, 2, 3, and 4, and closes the connection relay between carriages 1, 2, 3, and 4.

[0100] During the first phase, the status of the discharge relays and connection relays in each carriage can be found in [reference needed]. Figure 4A , Figure 4A This application provides a schematic diagram of the charging status of a vehicle compartment. Figure 4AIn the description, "√" represents that a relay is closed or a charger is turned on, and "×" represents that a relay is open or a charger is turned off. Similarly, for the subsequent Figures 4B to 4E The functions of "√" and "×" can refer to the above explanation. After the charging control device adjusts the discharge relays and through-connected relays of car 1, car 2, car 3 and car 4, the charging status of the power batteries of each car can be referred to Table 1:

[0101] Table 1. Charging status of power batteries of each car in the first stage

[0102] Carriage No. 1 Q1 = (P - (H1 + H2 + H3 + H4)) × T1 Carriage No. 2 Q2=P×T2 Carriage No. 3 Q3 = P × T3 Carriage No. 4 Q4 = P × T4

[0103] In the above charging formula for power batteries, Q1 is the electric quantity required to fully charge the power battery of car 1, Q2 is the electric quantity required to fully charge the power battery of car 2, Q3 is the electric quantity required to fully charge the power battery of car 3, Q4 is the electric quantity required to fully charge the power battery of car 4, and their magnitude relationship satisfies Q1<Q3<Q2<Q4; P is the charging power of the charger of each car, H1 is the power of the power-consuming equipment of car 1, H2 is the power of the power-consuming equipment of car 2, H3 is the power of the power-consuming equipment of car 3, H4 is the power of the power-consuming equipment of car 4, T1 is the time required to fully charge the power battery of car 1, T2 is the time required to fully charge the power battery of car 2, T3 is the time required to fully charge the power battery of car 3, and T4 is the time required to fully charge the power battery of car 4.

[0104] It can be seen from Table 1 that since the charging control device closes the discharge relay of car 1 and the through-connected relays between each car, the charger of car 1 not only needs to charge the power battery of car 1, but also supply power to the power-consuming equipment of car 1, car 2, car 3 and car 4. Therefore, the charging power of the power battery of car 1 is the lowest, which is P-(H1+H2+H3+H4), and the charging power of the power batteries of other cars is all P. Since the remaining electric quantity of the power battery of car 1 is the smallest, under the condition that the power of the chargers of each car is the same, the charging time of the power battery of car 1 is theoretically the shortest. The charging control device reduces the charging power of the power battery of car 1, thereby increasing the charging time of the power battery of car 1.

[0105] (2) Second stage: according to the above Figure 2In S205 of , within a period of time after the charge control device adjusts the discharge relays of the high-electric-quantity car and the low-electric-quantity car, the power battery of car No. 1 is charged at a power of P-(H1+H2+H3+H4), and the power batteries of car No. 2, car No. 3 and car No. 4 are charged at a power of P. Since the power battery of car No. 1 has a higher electric quantity but a lower charging power, and the power battery of car No. 3 has the highest electric quantity except for car No. 1 and has a higher charging power, there is a moment when the power battery of car No. 1 is not fully charged, but the electric quantity of the power battery of car No. 3 is as high as that of the power battery of car No. 1. After the charge control device monitors that the electric quantity of the power battery of car No. 3 is as high as that of the power battery of car No. 1, it classifies car No. 3 as a high-electric-quantity car, closes the discharge relay of car No. 3, and maintains the working states of the discharge relays and through-relays of other cars.

[0106] In the second stage, the states of the discharge relays and through-relays in each car can refer to Figure 4B , Figure 4B is a schematic diagram of a car charging state provided by the present application. After the charge control device adjusts the discharge relay of car No. 3, the charging conditions of the power batteries of each car can refer to Table 2:

[0107] Table 2. Charging conditions of power batteries of each car in the second stage

[0108] Carriage No. 1 <![CDATA[Q11=(P-(H1+H2+H3+H4) / 2)×T11]]> Carriage No. 2 <![CDATA[Q21=P×T21]]> Carriage No. 3 <![CDATA[Q31=(P-(H1+H2+H3+H4) / 2)×T31]]> Carriage No. 4 <![CDATA[Q41=P×T41]]>

[0109] In the above charging formula for power batteries, Q11 is the electric quantity required for car No. 1 to be fully charged in the second stage, Q21 is the electric quantity required for car No. 2 to be fully charged in the second stage, Q31 is the electric quantity required for car No. 3 to be fully charged in the second stage, Q41 is the electric quantity required for car No. 4 to be fully charged in the second stage, and the magnitude relationship satisfies Q11=Q31<Q21<Q41; T11 is the time required for car No. 1 to be fully charged in the second stage, T21 is the time required for car No. 2 to be fully charged in the second stage, T31 is the time required for car No. 3 to be fully charged in the second stage, and T41 is the time required for car No. 4 to be fully charged in the second stage.

[0110] Table 2 shows that because the charging control device closed the discharge relay of carriage 3, the chargers in carriages 1 and 3 not only need to charge the power batteries in their respective carriages, but also need to supply power to the electrical equipment in carriages 1, 2, 3, and 4. Therefore, the charging power of the power batteries in carriages 1 and 3 is lower, P-(H1+H2+H3+H4) / 2, while the charging power of the power batteries in carriages 2 and 4 is higher, P. Since the power batteries in carriages 1 and 3 have the largest capacity, theoretically, their charging time is the shortest when the charger power in each carriage is the same. The charging control device increases the charging time of the power batteries in carriages 1 and 3 by reducing their charging power.

[0111] (3) Third stage: After the charging control device adjusts the discharge relay of carriage 3, for a period of time, the power batteries of carriages 1 and 3 are charged with power P-(H1+H2+H3+H4) / 2, and the power batteries of carriages 2 and 4 are charged with power P. Although the charging power of the power batteries of carriages 1 and 3 is the same and relatively small, because the power batteries of carriages 1 and 3 have a larger capacity, there is a certain moment when the power batteries of carriages 2 and 4 are not fully charged, while the power batteries of carriages 1 and 3 are fully charged. After the charging control device detects that the power batteries in carriages 1 and 3 are fully charged, it classifies carriages 1 and 3 as fully charged carriages; classifies carriage 2 as a low-charge carriage and closes the discharge relay of carriage 2; disconnects the discharge relays of carriages 1 and 3; shuts off the chargers in carriages 1 and 3; and maintains the working state of other discharge relays and through relays.

[0112] In the third phase, the status of the discharge relays and connection relays in each carriage can be found in [reference needed]. Figure 4C , Figure 4C This is a schematic diagram of the charging status of a car body provided in this application. After the charging control device adjusts the discharge relays of car bodies 1, 2, and 3, the charging status of the power batteries in each car body can be seen in Table 3:

[0113] Table 3. Charging status of the power batteries in each carriage during the third phase.

[0114] Carriage No. 2 <![CDATA[Q22=(P-(H1+H2+H3+H4))×T22]]> Carriage No. 4 <![CDATA[Q42=P×T42]]>

[0115] In the above charging formula for the power battery, Q22 is the amount of power required to fully charge the power battery of the No. 2 carriage in the third stage, Q42 is the amount of power required to fully charge the power battery of the No. 4 carriage in the third stage, and the magnitude relationship satisfies Q22<Q42, T22 is the time required to fully charge the power battery of the No. 2 carriage in the third stage, and T42 is the time required to fully charge the power battery of the No. 4 carriage in the third stage. It should be understood that, since the power batteries of the No. 1 carriage and the No. 3 carriage are fully charged, it is not necessary to charge the power batteries of the No. 1 carriage and the No. 3 carriage at this time, therefore, the charging formulas for the No. 1 carriage and the No. 3 carriage do not exist in and after the third stage.

[0116] It can be found from Table 3 that, since the charging control device closes the discharge relay of the No. 2 carriage, the No. 2 carriage not only needs to charge the power battery of its own carriage, but also needs to supply power to the power-consuming equipment of the No. 1 carriage, the No. 2 carriage, the No. 3 carriage and the No. 4 carriage. Therefore, the charging power of the power battery of the No. 2 carriage is relatively low, which is P-(H1+H2+H3+H4), and the charging power of the power battery of the No. 4 carriage is relatively high, which is P. Since the power battery of the No. 2 carriage has the maximum remaining power, under the condition that the chargers of each carriage have the same power, the charging time of the power battery of the No. 2 carriage is theoretically the shortest. The charging control device increases the charging time of the power battery of the No. 2 carriage by reducing the charging power of the power battery of the No. 2 carriage.

[0117] (4) The fourth stage: after the charging control device adjusts the discharge relay of the No. 2 carriage, the power battery of the No. 2 carriage is charged at the power of P-(H1+H2+H3+H4), and the power battery of the No. 4 carriage is charged at the power of P. Since the power battery of the No. 2 carriage has a large remaining power but a low charging power, and the power battery of the No. 4 carriage has a low remaining power but a high charging power, there is a moment when the power battery of the No. 2 carriage is not fully charged, but the remaining power of the power battery of the No. 4 carriage is equal to that of the power battery of the No. 2 carriage. When the charging control device detects that the remaining power of the power battery of the No. 4 carriage is equal to that of the power battery of the No. 2 carriage, it classifies the No. 4 carriage as a high-power carriage, closes the discharge relay of the No. 4 carriage, and maintains the working state of the discharge relays of other carriages.

[0118] In the fourth stage, the states of the discharge relays and through relays in each carriage can be referred to Figure 4D , Figure 4D is a schematic diagram of a carriage charging state provided by the present application. After the charging control device adjusts the discharge relay of the No. 4 carriage, the charging conditions of the power batteries of each carriage can be referred to Table 4:

[0119] Table 4. Charging conditions of power batteries of each carriage in the fourth stage

[0120] Carriage No. 2 <![CDATA[Q23=(P-(H1+H2+H3+H4) / 2)×T23]]> Carriage No. 4 <![CDATA[Q43=(P-(H1+H2+H3+H4) / 2)×T43]]>

[0121] In the charging formula for the power battery mentioned above, Q23 is the amount of electricity required to fully charge car 2 in the fourth stage, and Q43 is the amount of electricity required to fully charge car 4 in the fourth stage. The relationship between them is Q23 = Q43. T23 is the time required to fully charge car 2 in the fourth stage, and T43 is the time required to fully charge car 4 in the fourth stage.

[0122] Table 4 shows that because the charging control device closed the discharge relay of carriage 4, the chargers in carriages 2 and 4 not only need to charge the power batteries of their respective carriages, but also need to supply power to the power-consuming equipment in carriages 1, 2, 3, and 4. Therefore, the charging power of the power batteries in carriages 2 and 4 is the same, which is P-(H1+H2+H3+H4) / 2. After the fourth stage, the power batteries in carriages 2 and 4 have the same capacity, and their charging power is also the same. Therefore, the charging time of the power batteries in carriages 2 and 4 is theoretically the same.

[0123] (5) Fifth stage: After the charging control device adjusts the discharge relay of carriage 4, carriages 2 and 4 are charged at a power of P-(H1+H2+H3+H4) / 2. At a certain moment, the power batteries of carriages 2 and 4 are fully charged. After the charging control device detects that the power batteries of carriages 2 and 4 are fully charged, it classifies carriages 2 and 4 as fully charged carriages, disconnects the discharge relays of carriages 2 and 4, and shuts down the chargers of carriages 2 and 4; it also disconnects the interconnection relays between carriages to ensure the isolation of the batteries in each carriage during use.

[0124] In the fifth stage, the status of the discharge relays and connection relays in each carriage can be found in [reference needed]. Figure 4E , Figure 4E This is a schematic diagram of the charging status of a vehicle compartment provided in this application.

[0125] This explains that, Figures 4A to 4E This is merely an example provided in this application; in reality, there could be many more carriages, in which case... Figure 2 The methods introduced and Figures 4A-4EThe specific charging method can be derived, which will not be described in detail here. Furthermore, in practice, there may be slight errors. For example, in the fourth stage mentioned above, although the power batteries in carriages 2 and 4 have the same charge and the charging power of each carriage's power batteries is also the same, theoretically, the power batteries in each carriage should be fully charged simultaneously. However, in reality, due to the inability to ensure a constant charging power and the existence of heat loss in the power batteries, the actual charge variation of the power batteries in each carriage may have some deviation. In this case, it is necessary to set a tolerable deviation value based on the characteristics of the charger and the power batteries. When the difference in charge between any number of power batteries is within the tolerable deviation value, the charging control device determines that the charge of any number of power batteries is the same. This application does not limit the specific method for obtaining the deviation value.

[0126] See Figure 5 , Figure 5 This is a schematic diagram of a charging control device 500 provided in this application. The charging control device 500 includes: a determining unit 501 and a controlling unit 502. The charging control device 500 can be implemented by hardware, software, or a combination of hardware and software.

[0127] The determining unit 501 is used to determine the high-battery car and the low-battery car in the train, wherein the power battery of the high-battery car has a higher charge than the power battery of the low-battery car.

[0128] Control unit 502 is used to control the charger of the high-power car to supply power to the power-consuming equipment in each car of the train, as well as the power battery of the high-power car.

[0129] The charger in the low-battery carriage stops supplying power to the power-consuming equipment in the low-battery carriage and supplies power to the power battery of the low-battery carriage.

[0130] In one possible implementation, the determining unit 501 is specifically used for:

[0131] Obtain the battery status of the power batteries in each carriage of the train. The battery status includes one or more of the power battery's state of charge and the time it takes for the power battery to be fully charged.

[0132] The battery status of the power batteries in each carriage of the train was compared.

[0133] The highest-value compartments with a non-zero state of charge (SOC) for the power battery are classified as high-capacity compartments, or the compartments with a non-zero time to fully charge the power battery are classified as high-capacity compartments.

[0134] The carriages with a state of charge of the power battery that is not 1 and are not the highest are classified as low-battery carriages, or the carriages with a power battery that takes a time to fully charge that is not 0 and are not the shortest are classified as low-battery carriages.

[0135] In one possible implementation, the control unit 502 is also used for:

[0136] When the power batteries in some high-charge carriages are fully charged, the chargers in the fully charged carriages stop supplying power to electrical-consuming devices in the fully charged carriages and other carriages.

[0137] In one possible implementation, the control unit 502 is also used to: control the power battery of the fully charged compartment not to supply power to the power-consuming equipment in the fully charged compartment, and control the charger of the high-charge compartment to supply power to the power-consuming equipment in the fully charged compartment.

[0138] In one possible implementation, each carriage of the train is equipped with a discharge relay and a connection relay, wherein one end of the discharge relay is connected to the charger of the carriage, and the other end is connected to the connection relay of the carriage, the power-consuming equipment, and the connection relay of the adjacent carriage.

[0139] Controlling the chargers in the high-power carriages to supply power to the electrical-consuming equipment in each carriage of the train includes: closing the through relays in each carriage of the train and the discharge relays in the high-power carriages, so that the chargers in the high-power carriages can supply power to the electrical-consuming equipment in each carriage of the train.

[0140] Controlling the charger of the low-battery carriage to stop supplying power to the power-consuming equipment in the low-battery carriage includes: disconnecting the discharge relay of the low-battery carriage so that the charger of the low-battery carriage stops supplying power to the power-consuming equipment in the low-battery carriage.

[0141] The functional units of the charging control device 500 can be used to implement Figure 2 The method executed by the charging control device 120. Figure 2 For example, the determination unit 501 can be used to execute Figure 2 In steps S201 and S202, the control unit 502 can be used to perform... Figure 2 Steps S203, S204, and S205 in the process.

[0142] See Figure 6 , Figure 6 This is a schematic diagram of the structure of a computing device provided in this application. The computing device 600 includes a processor 601, a memory 602, a communication interface 603, and a bus 604. The processor 601, memory 602, and communication interface 603 can be interconnected through the internal bus 604, or they can communicate through wireless transmission or other means.

[0143] Processor 601 may consist of at least one general-purpose processor, such as a central processing unit (CPU), or a combination of a CPU and hardware chips. The hardware chips may be application-specific integrated circuits (ASICs), programmable logic devices (PLDs), or combinations thereof. The PLDs may be complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), generic array logic (GALs), or any combination thereof. Processor 601 is used to execute various types of digital storage instructions. By executing the corresponding instructions, the processor can implement, for example... Figure 2 The method shown.

[0144] Memory 602 can be volatile memory, such as random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR), cache, etc., and memory 602 can also include combinations of the above types. Memory 602 can include programs and data, and processor 601 can execute programs by executing program code. Figure 2 The method shown.

[0145] The communication interface 603 can be used for data interaction between the computing device 600 and the BMS. For example, after the BMS obtains the battery status information of the power battery, it can send the information to the computing device 600 through the communication interface 603. The specific communication process is not specifically limited in this application.

[0146] It needs to be explained that, Figure 6 This is merely one possible implementation of an embodiment of this application. In actual applications, the computing device 600 may include more or fewer components, which is not limited here.

[0147] This application also provides a computer storage medium that stores a computer program for electronic data interchange, which causes a microcontroller to perform some or all of the steps of any of the methods described in the above method embodiments.

[0148] This application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program operable to cause a computer to perform some or all of the steps of any of the methods described in the above method embodiments. The computer program product may be a software installation package, and the computer may include an electronic device.

[0149] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0150] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0151] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0152] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0153] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a device (which may be a personal computer, server, network device, robot, microcontroller, chip, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, random access memory, magnetic disks, or optical disks.

[0154] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A train charging control method, characterized in that, Each carriage of the train is equipped with a discharge relay and a connection relay. One end of the discharge relay is connected to the charger of the carriage, and the other end is connected to the connection relay and power-consuming equipment of the carriage. The connection relays of adjacent carriages are interconnected. The method includes: Identify high-battery carriages and low-battery carriages in the train, wherein the power battery of the high-battery carriage has a higher charge than the power battery of the low-battery carriage. Close the through relays of each carriage of the train and the discharge relay of the high-power carriage so that the charger of the high-power carriage supplies power to the power-consuming equipment of each carriage of the train, and supplies power to the power battery of the high-power carriage. Disconnect the discharge relay of the low-battery compartment so that the charger of the low-battery compartment stops supplying power to the power-consuming equipment of the low-battery compartment and supplies power to the power battery of the low-battery compartment.

2. The method according to claim 1, characterized in that, The process of determining the high-power and low-power carriages in the train includes: Obtain the battery status of the power batteries in each carriage of the train, wherein the battery status includes one or more of the power battery's state of charge and the time it takes for the power battery to be fully charged; The battery status of the power batteries in each carriage of the train is compared. The highest-value carriage with a non-1 state of charge of the power battery is classified as the high-capacity carriage, or the carriage with a non-0-time to fully charge the power battery is classified as the high-capacity carriage. The low-battery carriages are those whose state of charge of the power battery is not 1 and is not the highest, or those whose power battery takes a time to fully charge and is not the shortest.

3. The method according to claim 1 or 2, characterized in that, The method further includes: When the power batteries of some high-charge carriages are fully charged, the chargers of the fully charged carriages stop supplying power to the power-consuming equipment in those carriages and to the power-consuming equipment in other carriages.

4. The method according to claim 3, characterized in that, The method further includes: controlling the power battery of the fully charged carriage to not supply power to the power-consuming equipment in the fully charged carriage, and controlling the charger of the high-charge carriage to supply power to the power-consuming equipment in the fully charged carriage.

5. A train, characterized in that, The train comprises multiple carriages, each carriage including a charger, a power battery, and power-consuming equipment. Each carriage is equipped with a discharge relay and a connection relay. One end of the discharge relay is connected to the charger of that carriage, and the other end is connected to the connection relay and power-consuming equipment of that carriage. The connection relays of adjacent carriages are interconnected. During the charging process of the multiple carriages, all connection relays of each carriage are closed, the discharge relay of the high-battery carriage is closed, and the discharge relay of the low-battery carriage is open. The charger of the high-battery carriage supplies power to the power-consuming equipment of each carriage and the power battery of the high-battery carriage. The charger of the low-battery carriage stops supplying power to the power-consuming equipment of the low-battery carriage and supplies power to the power battery of the low-battery carriage.

6. A computing device, characterized in that, The computing device includes a memory and a processor, the memory storing computer program instructions, and the processor executing the computer program instructions to implement the method as described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, Includes computer instructions that, when executed by a processor, implement the method as described in any one of claims 1-4.

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