A charging protection system, a rail vehicle and a charging system

Abstract

A charging protection system, a rail vehicle, and a charging system are disclosed. The charging protection system includes: a vehicle control unit for sending charging commands; a first battery management controller for receiving, forwarding, and responding to the charging commands to control the engagement of a positive charging contactor and a negative charging contactor; and a second battery management controller for receiving and responding to the charging commands forwarded by the first battery management controller to control the engagement of the battery contactors. The first battery management controller is further configured to: control the engagement of the positive charging contactor and the negative charging contactor after determining that the battery has reached a full charge condition; and / or, the second battery management controller is further configured to: control the engagement of the battery contactors after determining that the battery has reached a full charge condition. This system avoids overcharging of the battery due to the failure of a single battery management controller or contactor to disconnect, thus improving the safety redundancy of the system.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and more specifically to a charging protection system, a rail vehicle, and a charging system. Background Technology

[0002] With the rapid development of electric vehicles, rail vehicles, as an environmentally friendly and efficient mode of transportation, are gradually being widely used. To meet the power demands of rail vehicles, battery packs, as a crucial component of electric vehicles, require regular charging to ensure their normal operation. However, improper management and protection measures during charging can lead to problems such as overcharging, over-discharging, and abnormal temperature, thereby affecting battery life and vehicle safety.

[0003] Existing charging protection systems rely on a single battery management controller for protection. When this controller fails, the battery charging protection function also fails, leading to battery overcharging. Summary of the Invention

[0004] This application is made to address at least one of the aforementioned problems. According to one aspect of this application, a charging protection system is provided, the system comprising: a vehicle control unit for sending a charging command; a first battery management controller for receiving, forwarding, and responding to the charging command to control the engagement of a positive charging contactor and a negative charging contactor; a second battery management controller for receiving and responding to the charging command forwarded by the first battery management controller to control the engagement of the battery contactors; the first battery management controller is further configured to: after determining that battery full-charge information has been collected, control the disengagement of the positive charging contactor and the negative charging contactor; and / or, the second battery management controller is further configured to: after determining that battery full-charge information has been collected, control the disengagement of the battery contactors.

[0005] For example, the vehicle control unit is further configured to: determine whether a charging request has been received, and send a ready-to-charge command to the first battery management controller based on the charging request; the first battery management controller determines whether it has received the ready-to-charge command sent by the vehicle control unit, and receives battery power information sent by the second battery management controller and sends the battery power information to the vehicle control unit based on the ready-to-charge command; the vehicle control unit is further configured to: determine whether it has received the battery power information sent by the first battery management controller, and send the charging command to the first battery management controller based on the battery power information.

[0006] For example, the first battery management controller is further configured to: send a charging instruction to the DC charger based on the charging command, determine whether it receives the first charging ready information sent by the DC charger, and control the charging negative contactor and the charging positive contactor to engage based on the first charging ready information.

[0007] For example, the first battery management controller is further configured to: determine whether it has received a second charging ready information sent by the second battery management controller, and control the charging negative contactor and the charging positive contactor to engage based on the second charging ready information.

[0008] For example, the first battery management controller is further configured to: after controlling the positive charging contactor and the negative charging contactor to disconnect, send a charging end information to the DC charger, so that the DC charger stops outputting power to the charging circuit based on the charging end information.

[0009] For example, the first battery management controller is further configured to: after sending charging end information to the DC charger, receive charger disconnect information from the DC charger, and send the charger disconnect information to the second battery management controller;

[0010] The second battery management controller is further configured to: determine whether it has received charging end information from the first battery management controller, and control the battery contactor to disconnect based on the charging end information.

[0011] For example, the first battery management controller is further configured to: receive charger disconnection information from the DC charger after sending charging end information to the DC charger, and send the charger disconnection information to the vehicle control unit; the vehicle control unit is further configured to: determine whether it has received the charging end information sent by the first battery management controller, and send charging end information to the vehicle based on the charging end information.

[0012] For example, the battery full charge information includes the battery state of charge reaching a first preset threshold and / or the highest single cell voltage reaching a second preset threshold.

[0013] For example, the first preset threshold is 100%, and the second preset threshold is 3.6V.

[0014] This application also provides a rail vehicle including the aforementioned charging protection system.

[0015] This application also provides a charging system, including a DC charger, a battery, and the aforementioned charging protection system, wherein a first battery management controller in the charging protection system is connected to a positive charging contactor, a negative charging contactor, and the DC charger; a second battery management controller in the charging protection system is connected to the first battery management controller and a battery contactor; the DC charger is connected to the positive terminal of the battery via the positive charging contactor and the battery contactor, and the DC charger is connected to the negative terminal of the battery via the negative charging contactor.

[0016] The charging protection system of this application includes a first battery management controller and a second battery management controller, both of which have the function of independently determining the battery full charge process and disconnecting the contactor. This system avoids overcharging of the battery due to the failure of a single battery management controller or contactor to disconnect, thereby improving the safety redundancy of the system. Attached Figure Description

[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 A schematic diagram of the vehicle's network communication interaction is shown;

[0019] Figure 2 A schematic diagram of the vehicle's high-voltage power distribution system is shown.

[0020] Figure 3 A schematic diagram of the charging control logic flow of the vehicle controller is shown;

[0021] Figure 4 A schematic diagram of the charging control logic flow of the first charging controller is shown.

[0022] Figure 5 A schematic diagram of the charging control logic flow of the second charging controller is shown;

[0023] Figure 6 A schematic diagram of the charging control logic flow of a DC charger is shown. Detailed Implementation

[0024] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0025] It should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of this application to those skilled in the art. In the drawings, for clarity, the dimensions and relative dimensions of layers and regions may be exaggerated. The same reference numerals denote the same elements throughout.

[0026] It should be understood that when an element or layer is referred to as "on," "adjacent to," "connected to," or "coupled to" other elements or layers, it may be directly on, adjacent to, connected to, or coupled to other elements or layers, or there may be intervening elements or layers. Conversely, when an element is referred to as "directly on," "directly adjacent to," "directly connected to," or "directly coupled to" other elements or layers, there are no intervening elements or layers. It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or portions, these elements, components, areas, layers, and / or portions should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or portion from another element, component, area, layer, or portion. Therefore, without departing from the teachings of this application, the first element, component, area, layer, or portion discussed below may be referred to as the second element, component, area, layer, or portion.

[0027] Spatial relation terms such as “below,” “under,” “below,” “under,” “above,” “above,” etc., are used herein for convenience of description to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms are intended to also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, then the element or feature described as “below” or “under” the other element or feature will be oriented “above” the other element or feature. Therefore, the exemplary terms “below” and “under” can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or otherwise) and the spatial descriptive terms used herein will be interpreted accordingly.

[0028] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “compose” and / or “comprising,” when used in this specification, identify the presence of the stated features, integers, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0029] To fully understand this application, a detailed structure will be presented in the following description to illustrate the technical solutions proposed in this application. Preferred embodiments of this application are described in detail below; however, in addition to these detailed descriptions, this application may have other implementation methods.

[0030] In some embodiments, such as Figure 1 As shown, the charging protection system 100 provided in this application includes a first battery management controller (BMC) 110, a vehicle control unit (VCU) 101, and a second battery management controller 120. The first battery management controller 110 communicates with the vehicle control unit 101 and the second battery management controller 120 via a network. For example, the charging protection system 100 provided in this application communicates with a DC charger 102 via a network.

[0031] In some embodiments, such as Figure 2 As shown, the vehicle control unit 101 is used to send a charging command; the first battery management controller 110 is used to receive, forward, and respond to the charging command to control the charging positive contactor and the charging negative contactor to engage; the second battery management controller 120 is used to receive and respond to the charging command forwarded by the first battery management controller 110 to control the battery contactor to engage; the first battery management controller 110 is also used to: after determining that the battery is fully charged, control the charging positive contactor and the charging negative contactor to disengage; and / or, the second battery management controller 120 is also used to: after determining that the battery is fully charged, control the battery contactor to disengage.

[0032] For example, the battery full charge information includes the battery state of charge (SOC) reaching a first preset threshold and / or the highest single cell voltage reaching a second preset threshold, wherein the first preset threshold is 100% and the second preset threshold is 3.6V.

[0033] Specifically, the first battery management controller 110 receives and responds to the charging command sent by the vehicle control unit 101, and sends a charging command to the second battery management controller 120. The second battery management controller 120 controls the battery contactor in the maintenance switch to engage. The first battery management controller 110 sends a charging command to the DC charger 102 located on the ground via CAN WIFI. The DC charger responds and outputs current to the battery pack. The first battery management controller 110 controls the charging positive and charging negative contactors in the high-voltage distribution box to engage, initiating the charging process. When the first battery management controller 110 receives information that the battery is fully charged (SOC = 100% or the highest single cell voltage > 3.6V), it controls the charging positive and charging negative contactors to disengage. When the second battery management controller 120 collects information that the battery is fully charged (for example, SOC = 100%), it controls the battery contactors to disengage. When the DC charger receives a charging completion message sent by the first battery management controller 110, it stops outputting current to the battery pack and sends a charger disconnect message to the first battery management controller 110.

[0034] In some embodiments, such as Figure 2 and Figure 3 As shown, the vehicle control unit 101 is further configured to: determine whether a charging request has been received, and send a charging preparation command to the first battery management controller 110 based on the charging request; determine whether battery power information has been received from the first battery management controller 110, and send the charging command to the first battery management controller 110 based on the battery power information; determine whether charging end information has been received from the first battery management controller 110, and send charging end information to the vehicle based on the charging end information.

[0035] Specifically, such as Figure 3 As shown, in step S301, the vehicle control unit 101 determines whether a charging request has been received. If not, the process ends; if so, in step S302, the vehicle control unit 101 sends a charging preparation command to the first battery management controller 110. In step S303, the vehicle control unit 101 determines whether it has received battery power information (for example, SOC < 100%) from the first battery management controller 110. If not, the process ends; if so, in step S304, the vehicle control unit 101 sends a charging command to the first battery management controller 110. In step S305, the vehicle control unit 101 determines whether it has received charging completion information from the first battery management controller 110. If not, it returns to continue collecting charging completion information; if so, in step S306, the vehicle control unit 101 sends battery charging completion information to the vehicle.

[0036] In some embodiments, such as Figure 2 and Figure 4As shown, the first battery management controller 110 is further configured to: determine whether a charging preparation command has been received from the vehicle control unit 101, and based on the charging preparation command, receive battery power information sent by the second battery management controller 120 and send the battery power information to the vehicle control unit 101; based on the charging command, send a charging instruction to the DC charger; determine whether a first charging readiness information has been received from the DC charger 102, and based on the first charging readiness information, control the charging negative contactor and the charging positive contactor to engage; determine whether a second charging readiness information has been received from the second battery management controller 120, and based on the second charging readiness information... The system controls the charging negative contactor and the charging positive contactor to engage; after controlling the charging positive contactor and the charging negative contactor to disengage, it sends a charging end information to the DC charger 102, so that the DC charger 102 stops outputting power to the charging circuit based on the charging end information; after sending the charging end information to the DC charger 102, it receives a charger disconnect information from the DC charger 102 and sends the charger disconnect information to the second battery management controller 120; after sending the charging end information to the DC charger 102, it receives a charger disconnect information from the DC charger 102 and sends the charger disconnect information to the vehicle control unit 101.

[0037] Specifically, such as Figure 4As shown, in step S401, the first battery management controller 110 determines whether it has received a charging preparation command from the vehicle control unit 101. If not, the process ends. If so, in step S402, the first battery management controller 110 receives battery power information from the second battery management controller 120 and sends the battery power information to the vehicle control unit 101. In step S403, the first battery management controller 110 determines whether it has received a charging command from the vehicle control unit 101. If not, the process ends. If so, in step S404, the first battery management controller 110 sends a charging command to the second battery management controller 120 and the DC charger 102. In steps S405 and S406, the first battery management controller 110 determines whether it has received second charging readiness information from the second battery management controller 120 and first charging readiness information from the DC charger. If not, the process ends. If so, in step S407, the first battery management controller 110 controls the charging negative contactor and the charging positive contactor to engage. In step S408, the first battery management controller 110 determines whether it has received a battery full charge information. If not, it returns to continue collecting battery full charge information. If so, in step S409, the first battery management controller 110 controls the charging negative contactor and the charging positive contactor to disconnect and sends a charging end information to the DC charger 102. In step S410, the first battery management controller 110 determines whether it has received a charger disconnection information. If not, it returns to continue collecting charger disconnection information sent by the DC charger. If so, in step S411, the first battery management controller 110 sends a charging end information to the vehicle control unit 101, the second battery management controller 120, and the DC charger 102.

[0038] In some embodiments, such as Figure 2 and Figure 5 As shown, the second battery management controller 120 is further configured to: determine whether it has received charging end information sent by the first battery management controller 110, and control the battery contactor to disconnect based on the charging end information.

[0039] Specifically, such as Figure 5As shown, in step S501, the second battery management controller 120 sends the battery power information (for example, the battery's SOC or single cell voltage) to the first battery management controller 110. In step S502, the second battery management controller 120 determines whether it has received a charging command from the first battery management controller 110. If not, it returns to continue collecting charging commands from the first battery management controller 110. If it has, in step S503, the second battery management controller 120 controls the battery contactor to engage. In step S504, the second battery management controller 120 sends a second charging ready information to the first battery management controller 110. In step S505, the second battery management controller 120 determines whether it has received a charging end command sent by the first battery management controller 110. If so, in step S507, the second battery management controller 120 controls the battery contactor to disconnect. If not, in step S506, the second battery management controller 120 determines whether it has collected battery full charge information (for example, SOC = 100%). If not, it returns to continue collecting second charging ready information sent by the first battery management controller 110. If so, in step S507, the second battery management controller 120 controls the battery contactor to disconnect.

[0040] In some embodiments, such as Figure 2 and Figure 6 As shown, in step S601, the DC charger 102 determines whether it has received a charging command from the first battery management controller 110. If not, it returns to continue collecting charging commands from the first battery management controller 110. If so, in step S602, the DC charger 102 sends a charging ready message to the first battery management controller 110. In step S603, the DC charger 102 outputs power to the charging circuit. In step S604, the DC charger 102 determines whether it has received a charging end command from the first battery management controller 110. If not, it returns to continue collecting charging end commands from the first battery management controller 110. If so, in step S605, the DC charger 102 stops outputting power to the charging circuit. In step S606, the DC charger 102 sends a charger disconnect message to the first battery management controller 110.

[0041] According to the charging protection system provided in this application, when the vehicle is charging using a DC charger from a ground-based device, the second battery management controller 120 collects battery power information (for example, single cell voltage or SOC) and sends it to the first battery management controller 110, which then forwards it to the vehicle control unit 101. The vehicle control unit 101 determines whether the battery needs to be charged. If it does, it sends a charging command to the first battery management controller 110 to initiate the charging process. In this application, the first battery management controller 110 controls the engagement or disengagement of the charging positive and negative contactors, and the second battery management controller 120 controls the engagement or disengagement of the battery contactors. Both controllers have independent battery full-charge determination processes (for example, SOC = 100% or the highest single-cell voltage > 3.6V). If either the first battery management controller 110 or the second battery management controller 120 malfunctions, preventing it from entering its own battery full-charge determination process or disconnecting its controlled contactor, the other, unmalfunctioning battery management controller can still perform the battery full-charge determination process (for example, SOC = 100% or the highest single-cell voltage > 3.6V) and disconnect its controlled contactor, thus preventing overcharging and achieving battery charging protection.

[0042] In addition, such as Figure 2 As shown, the first battery management controller 110 can also respond to a charging command by controlling the load contactor to engage so that the DC charger 102 can supply power to the load.

[0043] This application provides a charging system, including the aforementioned charging protection system, a DC charger, and a battery, such as... Figure 2 As shown in the diagram. In this charging protection system, the first battery management controller is connected to the positive charging contactor, the negative charging contactor, and the DC charger; the second battery management controller is connected to the first battery management controller and the battery contactor; the DC charger is connected to the positive terminal of the battery via the positive charging contactor and the battery contactor, and to the negative terminal of the battery via the negative charging contactor. The DC charger charges the battery under the command of the charging protection system.

[0044] This application also provides a rail vehicle including the aforementioned charging protection system. The rail vehicle provided by this application has similar beneficial effects due to the inclusion of the aforementioned charging protection system.

[0045] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0046] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0047] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device 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 device, or some features may be ignored or not executed.

[0048] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0049] Similarly, it should be understood that, in order to simplify this application and aid in understanding one or more of the various inventive aspects, features of this application are sometimes grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, the approach of this application should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with fewer features than all features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0050] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0051] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0052] The various component embodiments of this application can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules in the article analysis device according to the embodiments of this application. This application can also be implemented as an apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such an implementation of this application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0053] It should be noted that the above embodiments are illustrative of this application and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0054] The above are merely specific embodiments or descriptions of specific embodiments of this application. The scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. The scope of protection of this application shall be determined by the scope of the claims.

Claims

1. A charging protection system, characterized in that, The system includes: The vehicle control unit is used to send charging commands. The first battery management controller is used to receive, forward and respond to the charging command to control the charging positive contactor and the charging negative contactor to engage, wherein the charging positive contactor and the charging negative contactor are installed in the high-voltage distribution box. The second battery management controller is used to receive and respond to the charging command forwarded by the first battery management controller to control the battery contactor to engage, the battery contactor being disposed within the maintenance switch; The first battery management controller is further configured to: after determining that the battery is fully charged, control the positive charging contactor and the negative charging contactor to disconnect; the second battery management controller is further configured to: after determining that the battery is fully charged, control the battery contactor to disconnect. The first battery management controller's control of the disconnection of the positive and negative charging contactors and the second battery management controller's control of the disconnection of the battery contactors are independent operations.

2. The charging protection system according to claim 1, characterized in that, The vehicle control unit is also used to: determine whether a charging request has been received, and send a charge preparation command to the first battery management controller based on the charging request; The first battery management controller is further configured to: determine whether a charging preparation command has been received from the vehicle control unit, and based on the charging preparation command, receive battery power information sent by the second battery management controller and send the battery power information to the vehicle control unit; the vehicle control unit is further configured to: determine whether a charging preparation command has been received from the first battery management controller, and send the charging command to the first battery management controller based on the battery power information.

3. The charging protection system according to claim 1, characterized in that, The first battery management controller is also used for: Based on the charging command, a charging instruction is sent to the DC charger, it is determined whether the first charging ready information sent by the DC charger is received, and the charging negative contactor and the charging positive contactor are controlled to engage based on the first charging ready information.

4. The charging protection system according to claim 3, characterized in that, The first battery management controller is also used for: Determine whether a second charging ready information is received from the second battery management controller, and control the charging negative contactor and the charging positive contactor to engage based on the second charging ready information.

5. The charging protection system according to claim 3, characterized in that, The first battery management controller is also used for: After the positive and negative charging contactors are disconnected, a charging end information is sent to the DC charger so that the DC charger stops outputting power to the charging circuit based on the charging end information.

6. The charging protection system according to claim 5, characterized in that, The first battery management controller is further configured to: after sending charging completion information to the DC charger, receive charger disconnection information from the DC charger, and send the charger disconnection information to the second battery management controller; The second battery management controller is further configured to: determine whether it has received charging end information from the first battery management controller, and control the battery contactor to disconnect based on the charging end information.

7. The charging protection system according to claim 5, characterized in that, The first battery management controller is further configured to: after sending charging completion information to the DC charger, receive charger disconnection information from the DC charger, and send the charger disconnection information to the vehicle control unit; The vehicle control unit is further configured to: determine whether it has received charging end information sent by the first battery management controller, and send charging end information to the vehicle based on the charging end information.

8. The charging protection system according to any one of claims 1-7, characterized in that, The battery full charge information includes the battery state of charge reaching a first preset threshold and / or the highest single cell voltage reaching a second preset threshold.

9. The charging protection system according to claim 8, characterized in that, The first preset threshold is 100%, and the second preset threshold is 3.6V.

10. A rail vehicle, characterized in that, Includes the charging protection system as described in any one of claims 1-9.

11. A charging system, characterized in that, The charging system includes a DC charger, a battery, and a charging protection system as described in any one of claims 1-9, wherein: The first battery management controller in the charging protection system is connected to the charging positive contactor, the charging negative contactor, and the DC charger. The second battery management controller in the charging protection system is connected to the first battery management controller and the battery contactor; The DC charger is connected to the positive terminal of the battery via the positive charging contactor and the battery contactor, and the DC charger is connected to the negative terminal of the battery via the negative charging contactor.

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