A rechargeable battery energy storage method and control device for pure electric trains

Abstract

The present invention relates to the field of battery energy storage control technology, and specifically discloses a rechargeable battery energy storage method and control device applied to a pure electric train. The method comprises: battery energy storage integrity judgment, battery power consumption monitoring and system power supply control early warning. First, a three-in-one system senses the self-check control state of each group of locomotive batteries, and determines the energy storage integrity of each group of locomotive batteries, which can provide data basis for subsequent screening of power-supply batteries. By monitoring the power consumption of each power-supply battery through the three-in-one system, the cumulative power supply cycle of the battery can be obtained, and the three-in-one system obtains the battery power supply control parameters within the cumulative power supply cycle of the battery, and can give early warning for the battery power supply control of the three-in-one system, which is conducive to accurately controlling and managing the energy storage power supply of the locomotive battery, and finally the electric train can be efficiently controlled and managed, thereby reducing the noise of the electric train and improving the full utilization of the battery by the electric train.

Description

Technical Field

[0001] The present invention relates to the technical field of battery energy storage control, and in particular to a rechargeable battery energy storage method and a control device applied to a pure electric train. Background Art

[0002] As electrified products are becoming more and more popular among users, and they have low noise and low operating costs, electrification is now being considered for larger systems, such as electric trains. However, as electric trains have large and complex management and control systems, they cannot be applied to the market without efficient control and management, which results in the inability to improve the comprehensive utilization of electric products, and the inability to further improve environmental protection and reduce product maintenance costs.

[0003] For example, the invention patent with announcement number CN112147518B is an electric vehicle charging test device and system, which relates to the field of automotive technology. The electric vehicle charging test device includes: an energy storage module, which is connected to the on-board charger to be tested, wherein the on-board charger is connected to the charging pile through the charging port controller, and the energy storage module is used to receive the charging current output by the charging pile through the on-board charger, and store the electric energy of the charging current; a simulation module, which is connected to the battery management system to be tested and the on-board charger, and is used to generate charging parameter information when the battery pack is charged with the charging current, and send the charging parameter information to the battery management system. The above technical solution, by jointly testing the battery management system, charging port controller and on-board charger required in the AC charging process, can discover software problems in the early stage of research and development, reduce economic losses caused by errors, and at the same time, reduce the cost of manufacturing prototype vehicles.

[0004] For example, the invention patent with the announcement number CN113406459B is an insulation detection system and detection method for a large-capacity charging system for electric ships, which includes an energy storage converter, a ship battery cabinet and a control cabinet. The control cabinet is connected to the energy storage AC and the ship battery cabinet through a communication cable. The control cabinet includes an insulation monitoring device, which is connected to the output end of the energy storage converter and the input end of the ship battery cabinet through a detection cable. The control cabinet is provided with a contactor KM for controlling the on-off of the detection cable. The ship battery cabinet is provided with a power relay JDBat for controlling the on-off of the detection cable. The control cabinet controls the energy storage converter to send out the voltage Utest according to the ship battery voltage UBat. The control cabinet controls the contactor KM to close. The insulation monitoring device performs insulation detection according to the voltage Utest and reports the detection result to the energy storage converter. If the insulation monitoring device passes the detection, the energy storage converter charges the ship battery, which can separate the power control and the logic control.

[0005] In combination with the above technical solutions, it is found that, currently, during the operation of charging and storing batteries, the battery's energy storage status is not comprehensively analyzed. This not only fails to reduce the battery energy consumption caused by inaccurate judgment of the battery's energy storage, but also causes the battery's energy storage status to deviate greatly from the actual energy storage status, thereby causing inaccurate analysis of the subsequent battery power supply status, and ultimately failing to efficiently utilize the battery's energy storage performance. Summary of the invention

[0006] In view of the deficiencies in the prior art, the present invention provides a rechargeable battery energy storage method and a control device for a pure electric train, which can effectively solve the problems involved in the above-mentioned background technology.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: In the first aspect, the present invention provides a rechargeable battery energy storage method applied to pure electric trains, including: S1. Battery energy storage integrity judgment: the three-in-one system senses the self-test control status of each group of locomotive batteries to obtain system self-test control information, determines the energy storage integrity of each group of locomotive batteries, and records each group of locomotive batteries whose energy storage integrity is higher than or equal to the set energy storage integrity threshold as each powerable battery; S2. Battery power consumption monitoring: the three-in-one system monitors the power consumption of each powerable battery, extracts the power consumption information of each powerable battery, obtains the power consumption value of each powerable battery, and processes to obtain the battery cumulative power supply cycle; S3. System power supply control early warning: the three-in-one system obtains the battery power supply control parameters within the battery cumulative power supply cycle, and evaluates the battery power supply control factor of the three-in-one system, compares it with the set battery power supply control threshold, and finally issues an early warning for the battery power supply control of the three-in-one system.

[0008] As a further method, the energy storage integrity of each group of locomotive batteries is specifically analyzed as follows:

[0009] Analyze the battery self-check control factor of the three-in-one system, and multiply it with the weight factor corresponding to the set battery self-check control factor to obtain the battery self-check control weight of the three-in-one system; analyze the energy storage degree factor of each group of locomotive batteries, and multiply it with the weight factor corresponding to the set energy storage degree factor to obtain the energy storage degree weight of each group of locomotive batteries; add the battery self-check control weight of the three-in-one system and the energy storage degree weight of each group of locomotive batteries to obtain the energy storage integrity of each group of locomotive batteries.

[0010] As a further method, the power consumption value of each power supply battery is specifically analyzed as follows:

[0011] According to the power consumption information of each power supply battery, wherein the power consumption information includes the power supply amount and the power supply time, the running time of the electric train and the power consumption of each load device are obtained at the same time; the power supply amount of each power supply battery and the power consumption of each load device are integrated and analyzed to obtain the power supply efficiency of the power supply battery; the running time of the electric train and the power supply time of each power supply battery are integrated to obtain the power supply time efficiency of the power supply battery; the charging efficiency of each power supply battery is obtained, and the data is integrated with the power supply efficiency and the power supply time efficiency of the power supply battery through a multivariate linear regression model to obtain the power consumption value of each power supply battery.

[0012] As a further method, the processing obtains the accumulated power supply cycle of the battery, and the specific processing process is:

[0013] The power consumption value of each power supply battery is compared with the set power consumption threshold. If the power consumption value of a power supply battery is greater than or equal to the power consumption threshold, the three-in-one system controls to stop the power consumption state of the power supply battery, and records the control stop time as the power supply end time point. At the same time, the power supply start time point of the power supply battery is extracted to obtain the power supply time of the power supply battery, and the power supply time of each power supply battery is counted and summed to obtain the battery cumulative power supply cycle.

[0014] As a further method, the battery power supply control factor of the three-in-one system is specifically analyzed by the formula:

[0015]

[0016] Where δ is the battery power control factor of the three-in-one system, α i is the average power supply speed of the ith power supply battery in the battery's cumulative power supply cycle, Δα is the power supply reference speed, A 1 is the correction factor corresponding to the average power supply speed, β is the number of control relay closures of the three-in-one system within the cumulative battery power supply cycle, A 2 is the impact factor corresponding to the closing of a single control relay, τ h is the closing time of the hth closed relay, Δτ is the closing reference time, A 3 is the correction factor corresponding to the closing time, i is the number of each power supply battery, i=1,2,3,...,j, j is the total number of power supply batteries, h is the number of each closing relay, h=1,2,3,...,g, g is the total number of closing relays.

[0017] As a further method, the battery power supply control of the three-in-one system is given an early warning, and the specific process is as follows:

[0018] The battery power control factor of the three-in-one system is compared with the set battery power control threshold. If the battery power control factor of the three-in-one system is higher than or equal to the battery power control threshold, there is no need to issue an early warning for the battery power control status of the three-in-one system. If the battery power control factor of the three-in-one system is lower than the battery power control threshold, an early warning is issued for the battery power control status of the three-in-one system.

[0019] The second aspect of the present invention provides a control device for a rechargeable battery energy storage method applied to a pure electric train, comprising: a three-in-one system, a relay state sensor, a voltage sensor, a current sensor, a temperature sensor, a memory, a processor and an early warning device; the three-in-one system comprises a trailer battery system, a locomotive battery system and a locomotive charging pile system, and is used to obtain system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters in real time; the relay state sensor is used to obtain the number of relay closures and the number of relay disconnections; the voltage sensor is used to collect the charging voltage value of each group of locomotive batteries at each energy storage time point; the current sensor is used to collect the charging current value of each group of locomotive batteries at each energy storage time point; The temperature sensor is used to obtain the temperature value of each group of locomotive batteries at each energy storage time point of each temperature sensor; the memory is used to store system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters; the processor is used to receive the system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters, and comprehensively analyze and process the number of relay closures, the number of relay disconnections, the charging voltage value, the charging current value, and the temperature value, thereby issuing a control signal to control the early warning device; the early warning device is used to receive the control signal issued by the processor, and if the battery power supply control factor of the three-in-one system is lower than the battery power supply control threshold, then issue a warning message for the battery power supply control state of the three-in-one system.

[0020] Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects:

[0021] (1) The present invention provides a rechargeable battery energy storage method and control device for a pure electric train. First, the three-in-one system senses the self-test control status of each group of locomotive batteries, determines the energy storage integrity of each group of locomotive batteries, and can provide data basis for subsequent screening of power-supply batteries. The three-in-one system monitors the power consumption of each power-supply battery to obtain the cumulative power supply cycle of the battery, and the three-in-one system obtains the battery power supply control parameters within the cumulative power supply cycle of the battery, providing data support for evaluating the battery power supply control status of the three-in-one system and issuing early warnings, which is conducive to more accurate and comprehensive charging and power supply operations of the battery.

[0022] (2) The present invention senses the self-check control status of each group of locomotive batteries through the three-in-one system, and determines the energy storage integrity of each group of locomotive batteries, so that the self-check control of the three-in-one system and the energy storage degree of the locomotive batteries can be presented in a more comprehensive and accurate state. By comparing with the preset energy storage integrity, a better number of locomotive battery groups can be screened for subsequent analysis of the battery power supply situation.

[0023] (3) The present invention monitors the power consumption of each power supply battery through the three-in-one system, and can obtain the cumulative power supply cycle of the battery. According to the collected battery power supply control parameters of the three-in-one system within the cumulative power supply cycle of the battery, the battery power supply control of the three-in-one system can be warned, which is conducive to the efficient control and management of the energy storage power supply of the locomotive battery, and finally the electric train can be efficiently controlled and managed, thereby reducing the noise level of the electric train and improving the full utilization of the battery by the electric train. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention is further described using the accompanying drawings, but the embodiments in the accompanying drawings do not constitute any limitation to the present invention. A person skilled in the art can obtain other drawings based on the following drawings without creative work.

[0025] Figure 1 The figure is a schematic flow chart of the method steps of the present invention.

[0026] Figure 2 It is a schematic diagram of the current-voltage curve involved in the present invention.

[0027] Figure 3 It is a structural diagram of a locomotive system involved in the present invention.

[0028] Figure 4 It is a top view of the locomotive structure involved in the present invention.

[0029] Figure 5 It is an internal structure diagram of the three-in-one system involved in the present invention.

[0030] Figure 6 It is a top view of the trailer structure involved in the present invention.

[0031] Figure 7 It is a structural diagram of the trailer UPS system involved in the present invention.

[0032] Figure 8 It is a schematic diagram of the relay structure involved in the present invention.

[0033] Fig. 9 It is a structural schematic diagram of the DC cabinet involved in the present invention.

[0034] Figure numerals: 1. Maximum charging power deviation length; 2. Minimum charging power deviation length. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0036] Reference Figure 1 As shown, the first aspect of the present invention provides a rechargeable battery energy storage method for pure electric trains, including: S1. Battery energy storage integrity judgment: The three-in-one system senses the self-test control status of each group of locomotive batteries to obtain system self-test control information, and determines the energy storage integrity of each group of locomotive batteries, and records each group of locomotive batteries whose energy storage integrity is higher than or equal to the set energy storage integrity threshold as each power-supplying battery.

[0037] It should be explained that the above-mentioned preset energy storage integrity is obtained from the battery database and represents the minimum value of the energy storage integrity.

[0038] In this embodiment, the three-in-one system is a device that integrates the trailer battery system, the locomotive battery system, and the locomotive charging pile system. The three-in-one bus is connected to the gun muzzle and connected to the charging pile system through a gun line. The charging pile system is responsible for supplying power to the battery while also supplying power to the load on the rear side of the DCDC. The three-in-one system is responsible for controlling the locomotive battery and the locomotive matrix relay, and selecting the locomotive battery or the trailer battery to access the system. The three-in-one system has an MBCU control board, eight SBCU control boards, and a matrix relay control board. An SBCU board is responsible for sampling and controlling two groups of batteries, obtaining voltage and temperature data of the two groups of batteries, and controlling the closing and opening of the relays. The MBCU is responsible for communication docking and control of all SBCUs. The SBCU is responsible for operating specific relay closing controls, and the MBCU is responsible for determining which relays can be closed or opened. The 24v of the three-in-one system is provided by the locomotive battery. The 24v input of the locomotive battery is connected to the three-in-one system and connected to the front end of the 24v power supply relay. The back end is connected to the 24v input of the three-in-one system MBCU, SBCU, and matrix relay. This 24v power supply relay is operated or controlled by the locomotive CCU and the three-in-one MBCU. When the driver presses the power-on command, the locomotive will output 24v power and control the three-in-one 24v power supply relay to close, waking up all the three-in-one control panels. Then, when the MBCU is powered on, the three-in-one 24v power supply relay will be closed to prevent the locomotive from abnormally disconnecting the three-in-one 24v power supply relay, causing the three-in-one system to lose power, and the three-in-one battery relay and matrix relay to lose power instantly, causing serious consequences. In addition, the three-in-one MBCU will detect the three-in-one 24v power supply relay signal of the locomotive CCU. When the locomotive disconnects the three-in-one 24v power supply relay, the three-in-one will think that the system needs to be powered off and will enter the system power-off process. After a delay, it will control the DCDC to disconnect, the matrix relay to disconnect, and the battery relay to disconnect. Finally, it will control the three-in-one 24v power supply relay to disconnect, and complete the power-off of the entire three-in-one system. This allows users to complete the switching control between the two battery sources, thereby increasing the endurance of the electric train.

[0039] It needs to be explained that the above-mentioned DCDC refers to the DC-DC system, the MBCU control board stands for the main battery control unit, which is responsible for monitoring and managing the main power battery system of the electric train, including charging, discharging, and monitoring and management of the battery status; the SBCU control board stands for the auxiliary battery control unit, which is usually used to manage the auxiliary battery system in the electric train, such as the starting battery or auxiliary equipment battery, to support the normal operation and specific functions of the train; the locomotive CCU stands for the central control unit, which is the main control center of the entire electric train system, responsible for coordinating the work of various subsystems, including the battery management system, traction system, auxiliary system, etc., to ensure the safe and efficient operation of the entire train system.

[0040] It is further necessary to explain that when the above three-in-one system is connected to the charging pile system, although the charging bus is directly connected to the battery bus, the matrix relay and DCDC still need to be closed to charge the locomotive battery during charging.

[0041] In this exemplary embodiment, the operation of the three-in-one system is as follows:

[0042] When the train driver turns on the battery switch and the switch state that needs to be started, the driver selects the corresponding cab key and rotates it to the ON state and presses the corresponding cab start button. The train locomotive will provide 24V power supply to the three-in-one system and control the closing of the three-in-one power supply relay to power all the three-in-one control panels. Subsequently, the powered-on three-in-one system will take over the control of the three-in-one power supply relay and start to detect the train key signal, detect the battery source selection switch signal in the cabs on both sides, and select whether the corresponding cab battery source selection signal is valid according to the key signal. When the driver selects the locomotive battery as the system battery source, the three-in-one MBCU performs self-inspection and controls the SBCU to close, allowing the locomotive battery pack to be incorporated to close its corresponding battery relay, and then controls the locomotive matrix relay to close. Finally, the communication controls the DCDC system to start to supply power to the load. When the DCDC system is started, the entire vehicle is started and waits for the locomotive control system to control its own wind compressor, converter cabinet and other loads. After the self-inspection is successful, the train can run. When the driver wants to stop the locomotive, he can press the locomotive's stop button. When this button is pressed, the locomotive control system will disconnect the output of the three-in-one power supply relay. When this action is detected by the three-in-one system battery control system, the three-in-one battery control system will communicate to notify the DCDC to disconnect. When the DCDC system is disconnected, the matrix relay will be controlled to disconnect, and then the battery relay and the three-in-one power supply relay will be disconnected. When the driver selects the locomotive battery as the system battery source, the three-in-one battery control system communicates the key-valid cab power selection information to the trailer battery system, and the UPS will then control the UPS backup battery relay to close, wait for the delay to control the UPS to start, and then close the battery output relay to power the entire PDU system. After the UPS cabinet MBCU completes the self-test, it will close the battery relay inside the PDU and communicate to start the trailer AC power supply system. After success, the trailer matrix relay and DCDC system will be started in succession, and then the locomotive vehicle control system self-test will be completed, and the system can operate normally. When the end button is pressed, the DCDC system, three-in-one matrix relay, trailer AC power supply system, trailer PDU system, and trailer UPS system are disconnected in succession.

[0043] In this embodiment, the above-mentioned UPS refers to an uninterruptible power supply. After the locomotive control system wakes up the UPS cabinet, the UPS supplies power to the PDU system and the system AC power supply equipment. The AC power supply equipment uses the battery voltage to invert the AC output to charge the UPS backup battery, where the PDU system refers to the power distribution unit system.

[0044] It should be explained that when the above-mentioned UPS system is connected to the charging pile system, although the charging bus is directly connected to the battery bus, the matrix relay and DCDC still need to be closed to charge the locomotive battery during charging.

[0045] Specifically, the energy storage integrity of each set of locomotive batteries is analyzed in the following process:

[0046] The analyzed battery self-check control factor of the three-in-one system is multiplied by the set weight factor corresponding to the battery self-check control factor to obtain the battery self-check control weight of the three-in-one system.

[0047] In this embodiment, the weight factor corresponding to the above battery self-test control factor is determined by the historical self-test data of the three-in-one system and the system requirements, representing the relative importance of the change of the battery self-test control factor, and its value range is (0, 0.5).

[0048] The energy storage degree factor of each group of locomotive batteries analyzed is multiplied by the set weight factor corresponding to the energy storage degree factor to obtain the energy storage degree weight of each group of locomotive batteries.

[0049] In this embodiment, the energy storage degree factor corresponds to the weight factor, which is determined by analyzing the influence of various factors in the data on the battery energy storage performance through the historical energy storage data of the battery; the weight degree representing the change of the energy storage degree factor has a value range of (0.1, 0.55).

[0050] The battery self-check control weight of the three-in-one system and the energy storage degree weight of each group of locomotive batteries are added together to finally obtain the energy storage integrity of each group of locomotive batteries.

[0051] Furthermore, the battery self-check control factor of the three-in-one system is specifically analyzed as follows:

[0052] Through the system self-check control information, the self-check control parameter set of the three-in-one system and the energy storage parameter set of each group of locomotive batteries are extracted.

[0053] According to the self-check control parameter set of the three-in-one system, it specifically includes the number of locomotive battery packs enabled and the number of locomotive battery packs on standby.

[0054] It should be explained that the above-mentioned number of locomotive battery packs in use and the number of locomotive battery packs on standby are obtained by providing digital data from the relay status sensor installed in the three-in-one system. The relay status sensor is used to monitor the status of the relay, including the number of closures and the number of disconnections, so as to obtain the number of relay closures and the number of relay disconnections. Since the relay and the locomotive battery pack are connected in series, the number of locomotive battery packs in use and the number of locomotive battery packs on standby can be obtained by monitoring the number of relay closures and the number of relay disconnections.

[0055] The ratio of the battery power supply of the three-in-one system is obtained by performing ratio processing on the number of activated locomotive battery packs and the number of standby locomotive battery packs.

[0056] The battery self-check control factor of the three-in-one system is obtained by multiplying the battery power supply ratio of the three-in-one system by the influencing factor of the battery power supply ratio unit value stored in the battery database.

[0057] In this embodiment, the values ​​in the above-mentioned battery database are obtained by fitting based on multiple statistical historical battery application data. For example, the power supply reference speed is obtained by obtaining multiple power supply average speeds of each power supply battery through multiple different power supply processes of each power supply battery. The power supply management personnel determine whether the power supply conditions of each power supply battery under each power supply average speed meet the power supply standard, and the power supply average speeds of each power supply battery that meets the power supply standard are averaged as the power supply reference speed. In this way, the values ​​in the battery database are obtained, and the values ​​therein will be adjusted with the battery type and the control changes of the three-in-one system. This embodiment does not make any special limitation on this.

[0058] It should be explained that the impact factor of the above-mentioned unit value of the battery power supply ratio represents the impact degree of the change of the battery power supply ratio, and the value range is (0.25, 0.55).

[0059] Specifically, the energy storage factor of each group of locomotive batteries is analyzed in the following process:

[0060] According to the energy storage parameter set of each group of locomotive batteries, wherein the energy storage parameter set includes the charging voltage value and the charging current value at each energy storage time point, it can be obtained from the voltage sensor and the current sensor of the locomotive battery.

[0061] It needs to be explained that the above-mentioned energy storage time points are obtained by randomly arranging the energy storage cycles as various time points, and recording each time point as each energy storage time point, wherein the energy storage cycle is obtained based on the historical temperature data of the battery and statistical analysis, and its value will be adjusted with the type of locomotive battery and operating conditions.

[0062] In this way, the volt-ampere characteristic curve of each group of locomotive batteries is constructed, from which the highest charging power position point and the lowest charging power position point of each group of locomotive batteries are located and extracted, and the straight-line vertical distance measurement is performed with the set charging adaptation power reference line to obtain the highest charging power deviation length and the lowest charging power deviation length of each group of locomotive batteries, and the total charging power deviation length of each group of locomotive batteries is obtained by adding them up.

[0063] It needs to be explained that the above volt-ampere characteristic curve, such as Figure 2 As shown, the horizontal axis is voltage, and the unit is volt; the vertical axis is current, and the unit is ampere; according to the volt-ampere characteristic curve, it can be known that the maximum charging power deviation length and the minimum charging power deviation length will be adjusted with the changes of the maximum charging power position point and the minimum charging power position point. If the maximum charging power deviation length or the minimum charging power deviation length is too large, the total charging power deviation length obtained by summing up will also be larger; conversely, if the maximum charging power deviation length and the minimum charging power deviation length are too small, the total charging power deviation length obtained by summing up will also become smaller; in summary, between the maximum charging power position point and the minimum charging power position point, there is a point that is too different from the charging adaptation power reference line, then the total charging power deviation length will become larger, which is not conducive to the charging efficiency of the battery, and will reduce the probability of the subsequent battery being used as a power supply battery.

[0064] It is further necessary to explain that the above charging adaptation power reference line is set from the battery database and represents a straight line corresponding to the reference value of the charging power.

[0065] In this embodiment, the above-mentioned total length of the charging power deviation is specifically obtained as follows:

[0066] According to the volt-ampere characteristic curves of each group of locomotive batteries, such as Figure 2 As shown, the highest charging power position point and the lowest charging power position point of each group of locomotive batteries are located and extracted, and the straight-line vertical distance with the charging adaptation power reference line is measured respectively to obtain the highest charging power deviation length 1 and the lowest charging power deviation length 2 of each group of locomotive batteries, and the total charging power deviation length of each group of locomotive batteries is obtained by adding them up.

[0067] The average temperature of each group of locomotive batteries at each energy storage time point is obtained, and the temperature change uniformity of each group of locomotive batteries is obtained through integration processing.

[0068] It should be explained that the temperature variation uniformity of the above-mentioned groups of locomotive batteries is specifically integrated as follows:

[0069] The number of temperature sensors of each group of locomotive batteries is obtained, and the number of temperature sensors can be obtained from the design specification manual of the locomotive batteries; the temperature value of each group of locomotive batteries at each energy storage time point of each temperature sensor is extracted, which is obtained from the temperature sensor, and each temperature sensor corresponds to a temperature value; the temperature mean of each group of locomotive batteries at each energy storage time point is obtained through mean processing, and the temperature change uniformity of each group of locomotive batteries is obtained through integration processing.

[0070] Through the deep learning model, the total length of charging power deviation and temperature change uniformity of each group of locomotive batteries are comprehensively analyzed to obtain the energy storage degree factor of each group of locomotive batteries.

[0071] It needs to be explained that the energy storage factors of the above-mentioned locomotive batteries are analyzed as follows:

[0072] First, a data set of total length of charging power deviation and temperature change uniformity of each group of locomotive batteries is collected; a deep learning model is designed, which can be a neural network or other deep learning structure, to learn the complex relationship between the data of each group of batteries; the structure of the input layer, hidden layer and output layer of the model is determined to determine the designed deep learning model; the designed deep learning model is trained using the prepared data set; the deep learning model parameters are adjusted through the back propagation algorithm and optimizer, such as standard gradient descent and calculation of the first-order moment estimated mean, so that the deep learning model can best fit the data and learn the relationship between the energy storage degree factors of each group of batteries, so as to obtain a trained deep learning model; the trained deep learning model is evaluated on the energy storage performance of locomotive batteries using the validation set, and the energy storage degree factors of each group of locomotive batteries are predicted.

[0073] In a specific embodiment, the present invention senses the self-test control status of each group of locomotive batteries through a three-in-one system, and determines the energy storage integrity of each group of locomotive batteries, so that the self-test control of the three-in-one system and the energy storage level of the locomotive batteries can be presented in a more comprehensive and accurate state. By comparing with the preset energy storage integrity, a better number of locomotive battery groups can be screened out for subsequent analysis of the battery power supply situation.

[0074] S2. Battery power consumption monitoring: The three-in-one system is used to monitor the power consumption of each power supply battery, extract the power consumption information of each power supply battery, obtain the power consumption value of each power supply battery, and process it to obtain the battery's cumulative power supply cycle.

[0075] It should be explained that the above power consumption threshold is obtained through the historical power consumption data of the battery and represents the maximum value of the power consumption value.

[0076] Specifically, the power consumption value of each power supply battery is analyzed in the following process:

[0077] According to the power consumption information of each power supply battery, wherein the power consumption information includes the power supply amount and the power supply time, the power consumption information is obtained by the battery management system, and the battery management system has the function of monitoring and recording the battery status, including the power supply amount and the power supply time; at the same time, the running time of the electric train and the power consumption of each load equipment are obtained.

[0078] It needs to be explained that the way to obtain the running time of the above-mentioned electric train is that the electric train usually has a train operation record, recording the start time and closing time of the train, as well as the stop time on the way. These records can be used to calculate the total running time of the electric train; the power consumption of each load device is monitored through the electric meter to which each load device is connected, and the power consumption of each load device can be recorded in real time through the electric meter.

[0079] The power supply of each power supply battery and the power consumption of each load device are integrated and analyzed to obtain the power supply efficiency of the power supply battery.

[0080] It should be explained that the specific analysis process of the power supply efficiency of the above power supply battery is as follows:

[0081] The power supply of each power supply battery is integrated to obtain the total power supply of the power supply battery, and the power consumption of each load device is integrated to obtain the total power consumption of the load device, which is then ratio-processed with the total power supply of the power supply battery to obtain the power supply efficiency of the power supply battery.

[0082] The running time of the electric train and the power supply time of each power supply battery are integrated to obtain the power supply time efficiency of the power supply battery.

[0083] It should be explained that the specific analysis process of the power supply duration efficiency of the above power supply battery is as follows:

[0084] The power supply time of each power supply battery is integrated to obtain the total power supply time of the power supply battery, and the total power supply time of the power supply battery is compared with the running time of the electric train to obtain the power supply time efficiency of the power supply battery.

[0085] In this exemplary embodiment, the power supply duration efficiency of the power supply battery will change with the running time of the electric train and the power supply duration of each power supply battery. The number of power supply batteries is set to 5, and the specific change conditions are shown in Table 1:

[0086] Table 1 Power supply duration efficiency of the power supply battery

[0087] Total power supply time (hours) Running time (hours) Power supply duration efficiency (percentage) 21 20 105 26 26 100 30 22 136

[0088] In this example embodiment, it can be seen from the above Table 1 that the running time of the electric train is always less than or equal to the power supply time of the locomotive battery. This is because the electric train of the present invention is a pure electric train, that is, the electric train is only operated by electricity, and there is no other operation mode to provide operation. Therefore, through the change of the power supply time efficiency, it is found that its minimum value is 1; if the running time of the electric train is less than the power supply time of the locomotive battery, it indicates that a small part of the power supply time of the locomotive battery is not used for the operation of the electric train, and may be used for the operation of the load equipment, or caused by the operation delay of the electric train, etc.

[0089] The specific data of the total power supply time of the power supply battery in the table is shown in Table 2:

[0090] Table 2 Total power supply time of the power supply battery

[0091]

[0092]

[0093] In this example embodiment, the power supply duration of the locomotive battery may vary with battery type, battery loss, etc., and the total power supply duration obtained by summing the battery types may also vary accordingly.

[0094] The charging efficiency of each power supply battery is obtained by real-time monitoring and recording the charging efficiency of the battery through the battery management system; and the power supply efficiency and power supply time efficiency of the power supply battery are integrated through a multivariate linear regression model to obtain the power consumption value of each power supply battery.

[0095] In this embodiment, the power consumption value of each of the above-mentioned power supply batteries is specifically analyzed as follows:

[0096] Firstly, the data of charging efficiency, power supply efficiency and power supply time efficiency of each power supply battery are collected; the collected data are organized into a format suitable for multiple linear regression analysis to ensure the accuracy and completeness of the data and to deal with possible missing values ​​or outliers; a multiple linear regression model is established, in which the charging efficiency, power supply efficiency and power supply time efficiency are used as independent variables and the power consumption value is used as the dependent variable; the established multiple linear regression model is fitted with the collected data to obtain the estimated value of the regression coefficient; the fitting degree and predictive ability of the multiple linear regression model are evaluated, and the quality of the multiple linear regression model can be evaluated by statistical indicators such as R square, mean square error, etc.; the influence of each variable on the power consumption value is analyzed according to the size and sign of the regression coefficient; finally, the power consumption value of each power supply battery is obtained according to the results obtained from the established multiple linear regression model.

[0097] Furthermore, the processing obtains the accumulated battery power supply cycle, and the specific processing process is:

[0098] The power consumption value of each power supply battery is compared with the set power consumption threshold. If the power consumption value of a power supply battery is greater than or equal to the power consumption threshold, the three-in-one system controls to stop the power consumption state of the power supply battery, and records the control stop time as the power supply end time point. At the same time, the power supply start time point of the power supply battery is extracted to obtain the power supply time of the power supply battery, and the power supply time of each power supply battery is counted and summed to obtain the battery cumulative power supply cycle.

[0099] It needs to be explained that the power supply starting time point of the above-mentioned power-supply battery is the power supply starting time point of the battery obtained through the battery management system, that is, the specific time when the power supply battery starts to supply power; the power supply duration of the power supply battery is the duration between the power supply starting time point and the power supply ending time point; the battery cumulative power supply cycle refers to the total duration obtained by summing up the power supply durations of each power supply battery.

[0100] If the number of batteries that can supply power is 0, it is necessary to adjust the energy storage status of each group of locomotive batteries. The specific adjustment process is as follows:

[0101] The power consumption value of each power supply battery is processed with the set power consumption threshold to obtain the power consumption deviation value σ of each power supply battery. i , and import it through the following model to obtain the adjustment level of each power supply battery:

[0102]

[0103] In the formula, i is the number of each power supply battery, i=1,2,3,...,j, and j is the total number of power supply batteries.

[0104] It should be explained that the adjustment levels of the above-mentioned power supply batteries are respectively a low adjustment level, a medium adjustment level and a high adjustment level.

[0105] In this example embodiment, the adjustment plan corresponding to the above low adjustment level is as follows:

[0106] Check the battery's charging efficiency and power supply time data to confirm that the power consumption deviation value is at a low level; formulate and implement optimized battery management strategies, including strengthening maintenance, increasing charging frequency, etc.; continuously monitor the battery's power consumption and observe the effect of the adjustment strategy; record the battery's power consumption and adjustment process to achieve the battery's low adjustment plan.

[0107] In this example embodiment, the adjustment plans corresponding to the above adjustment levels are as follows:

[0108] Conduct a detailed analysis of the battery's power consumption deviation to determine that it is at a medium adjustment level; formulate an adjustment plan, including adjusting the charging strategy, increasing the power supply time, etc.; implement the adjustment strategy, monitor the battery's power consumption and record the adjustment effect; evaluate the adjustment effect, and further adjust the strategy according to the actual situation to achieve the battery's medium adjustment plan.

[0109] In this example embodiment, the adjustment plan corresponding to the above high adjustment level is as follows:

[0110] Confirm that the battery's power usage is at a high adjustment level and take immediate measures to resolve the problem; implement emergency adjustment plans, including optimizing power supply strategies and maintaining batteries; continuously monitor the battery's power usage to ensure that the adjustment effect meets expectations; ensure that the implementation of adjustment measures is safe and reliable to avoid safety accidents; regularly evaluate the battery's power usage and performance to achieve the battery's high adjustment plan.

[0111] The energy storage status of each group of locomotive batteries after adjustment is analyzed to obtain the energy storage status of each group of locomotive batteries, and compared with the set energy storage status threshold. If the energy storage status of a group of locomotive batteries is higher than or equal to the energy storage status threshold, then the group of locomotive batteries is recorded as power-supplying batteries, thereby counting the number of power-supplying battery groups and recording them as each power-supplying battery.

[0112] It should be explained that the analysis process of the energy storage status of the above-mentioned locomotive batteries is as follows:

[0113] Collect key data from each set of locomotive batteries, such as voltage, current, temperature and other parameters; process and analyze the collected data, including data cleaning, correction and conversion; integrate the status information of each set of locomotive batteries with the data provided by the battery management system; evaluate the basic status of the battery, including power, charge and discharge rate, etc., by analyzing the voltage and current data of the battery; check the temperature data of the battery to ensure that the battery operates within an appropriate temperature range; estimate the actual capacity of the battery based on the charge and discharge data and historical records of the battery to evaluate the energy storage capacity of the battery; evaluate the health of the battery based on the number of charge and discharge cycles and historical records of the battery; check the cycle life and health of the battery to determine whether the battery is attenuated or aged; compare and analyze the energy storage status of each set of locomotive batteries to find out the battery groups with better and worse performance; exclude abnormal data and extreme situations to ensure that the analysis results are accurate and reliable; combine the above data and analysis results to comprehensively evaluate the goodness of the energy storage status of each set of locomotive batteries.

[0114] In this embodiment, the energy storage state good threshold is obtained from the battery database and represents the minimum value of the energy storage state goodness.

[0115] S3. System power supply control warning: The three-in-one system obtains the battery power supply control parameters within the battery's cumulative power supply cycle, evaluates the battery power supply control factor of the three-in-one system, compares it with the set battery power supply control threshold, and finally issues a warning for the battery power supply control of the three-in-one system.

[0116] It should be explained that the above battery power supply control threshold is obtained from a battery database and represents the minimum value of the battery power supply control factor.

[0117] Specifically, the battery power control factor of the three-in-one system can use a filtering algorithm such as a Kalman filter to perform real-time estimation and prediction of the battery status, including power level, health status, capacity, etc.; analyze the current load demand of the three-in-one system, including stability demand, peak demand, etc.; analyze the current charging demand of the three-in-one system, including the charging status of the battery, fast charging and slow charging requirements, etc.; based on information such as battery status, load demand and charging demand, evaluate the performance of battery power control, including stability, efficiency, response speed and other aspects; based on the performance evaluation results, obtain data on the battery power supply of the three-in-one system.

[0118] In this embodiment, the battery power supply control factor of the three-in-one system has a more accurate algorithm, and the specific formula is:

[0119]

[0120] Wherein, δ is the battery power supply control factor of the three-in-one system. In this embodiment, since the core part of the three-in-one system is the locomotive battery, if the power supply speed of the power supply battery cannot be maintained within the standard range, the three-in-one system cannot effectively control the battery power supply; and each set of locomotive batteries is connected to a corresponding relay. Therefore, during the battery power supply process, if the closing state of the relay changes during the battery power supply process, or the closing time of the relay is unreasonable, the battery power supply condition will also change accordingly, thereby causing the control condition of the three-in-one system to change. Moreover, if the relay is converted from a closed state to an open state, the battery power supply condition will be reduced, and the three-in-one system is not conducive to controlling the battery, that is, the battery power supply control factor of the three-in-one system will be reduced.

[0121] α i It is the average power supply speed of the ith power supply battery in the cumulative power supply cycle of the battery, indicating the average power supply speed of the power supply battery.

[0122] Δα is the power supply reference speed, which is extracted from the battery database and represents the adaptation value of the power supply speed.

[0123] A 1is the correction factor corresponding to the average power supply speed, β is the number of control relay closures of the three-in-one system within the cumulative battery power supply cycle, which refers to the number of times the relay is in a closed state.

[0124] A 2 is the impact factor corresponding to the closing of a single control relay, τ h is the closing time of the hth closed relay, indicating the closing time of the relay within the cumulative battery power supply cycle.

[0125] Δτ is the reference closing time, which is obtained through statistics from the historical closing data of the relay and the expert opinion report, and represents the reference value of the closing time.

[0126] A 3 is the correction factor corresponding to the closing time, i is the number of each power supply battery, i=1,2,3,...,j, j is the total number of power supply batteries, h is the number of each closing relay, h=1,2,3,...,g, g is the total number of closing relays.

[0127] In this example embodiment, the correction factor corresponding to the above-mentioned average power supply speed, the influence factor corresponding to the closure of a single control relay, and the correction factor corresponding to the closing time are all obtained through statistical analysis methods based on the historical battery power supply data of the three-in-one system and the expert opinion report; the correction factor corresponding to the average power supply speed represents the degree of correction of the change in the average power supply speed, and the value range is (0, 0.5); the influence factor corresponding to the closure of a single control relay represents the degree of influence of the closing state of a single control relay, and the value range is (0.5, 0.8); the correction factor corresponding to the closing time represents the degree of correction of the change in the closing time, and the value range is (0.6, 0.9).

[0128] Furthermore, the battery power supply control of the three-in-one system is pre-warned, and the specific evaluation process is as follows:

[0129] The battery power control factor of the three-in-one system is compared with the set battery power control threshold. If the battery power control factor of the three-in-one system is higher than or equal to the battery power control threshold, there is no need to warn the battery power control state of the three-in-one system. If the battery power control factor of the three-in-one system is lower than the battery power control threshold, the battery power control state of the three-in-one system is warned. The warning process is as follows:

[0130] If the battery power control factor is lower than the preset battery power control threshold, the three-in-one system will trigger the early warning mechanism; that is, once the early warning device detects that the battery power control factor is lower than the battery power control threshold, the three-in-one system will issue an alarm to notify the battery power management personnel, indicating that there is a potential problem in the battery power process; at the same time, the three-in-one system records the detailed information of the early warning event, including the time of occurrence, specific values, etc., for subsequent analysis and tracking; according to the early warning situation learned by the three-in-one system, the battery power management personnel will implement specific measures, such as switching to backup power supply, reducing system load, etc., to reduce the pressure on battery power control, and finally solve the potential problem to eliminate the early warning.

[0131] Specifically, the battery power supply control factor of the three-in-one system, the specific data acquisition process is:

[0132] The battery power supply control parameters within the battery's cumulative power supply cycle are acquired through the three-in-one system, and the average power supply speed of each power-supplying battery within the battery's cumulative power supply cycle is obtained.

[0133] It should be explained that the above-mentioned average power supply speed is obtained by continuously collecting the power supply control status data of each power-supplying battery during the cumulative power supply cycle of the battery, including information such as battery voltage, current, power, and the timestamp of the cumulative power supply cycle of the battery; calculating the power supply of each power-supplying battery in each time period, that is, the total energy provided in the time period, based on the voltage and current data of the battery; adding up the power supply of each power-supplying battery in the cumulative power supply cycle of the battery to obtain the total power supply; dividing the total power supply by the length of the cumulative power supply cycle of the battery to obtain the average power supply speed of each power-supplying battery in the cumulative power supply cycle of the battery.

[0134] The number of control relay closures and the closing time of each closed relay of the three-in-one system within the cumulative battery power supply cycle are obtained, and the battery power supply control factor of the three-in-one system is obtained through comprehensive analysis through the average power supply speed of each power supply battery within the cumulative battery power supply cycle.

[0135] In this embodiment, the method for obtaining the number of closures of the above-mentioned control relays and the closing time of each closed relay is to use a relay state sensor to be installed on the relay to monitor the state changes of the relay, including closing and opening, to obtain the number of closures of the relay; each time the relay is closed, the closing timestamp is recorded; when the relay is opened again, the opening timestamp is recorded; the closing time of each relay can be calculated by recording the timestamp.

[0136] In a specific embodiment, the present invention monitors the power consumption of each power supply battery through the three-in-one system, and can obtain the cumulative power supply cycle of the battery. According to the collected battery power supply control parameters of the three-in-one system within the cumulative power supply cycle of the battery, the battery power supply control of the three-in-one system can be warned, which is conducive to efficient control and management of the energy storage power supply of the locomotive battery, and ultimately the electric train can be efficiently controlled and managed, thereby reducing the noise level of the electric train and improving the full utilization of the battery by the electric train.

[0137] The second aspect of the present invention provides a control device for a rechargeable battery energy storage method applied to a pure electric train, comprising a three-in-one system, a relay state sensor, a voltage sensor, a current sensor, a temperature sensor, a memory, a processor and an early warning device; the three-in-one system comprises a trailer battery system, a locomotive battery system and a locomotive charging pile system, and is used to obtain system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters in real time; the relay state sensor is used to obtain the number of relay closures and the number of relay disconnections; the voltage sensor is used to collect the charging voltage value of each group of locomotive batteries at each energy storage time point; the current sensor is used to collect the charging current value of each group of locomotive batteries at each energy storage time point; The temperature sensor is used to obtain the temperature value of each group of locomotive batteries at each energy storage time point of each temperature sensor; the memory is used to store system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters; the processor is used to receive the system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters, and comprehensively analyze and process the number of relay closures, the number of relay disconnections, the charging voltage value, the charging current value, and the temperature value, thereby issuing a control signal to control the early warning device; the early warning device is used to receive the control signal issued by the processor, and if the battery power supply control factor of the three-in-one system is lower than the battery power supply control threshold, then issue a warning message for the battery power supply control state of the three-in-one system.

[0138] It should be explained that the above-mentioned pure electric train involves two carriages, multiple subsystem controls, the locomotive battery is placed in the middle section of the locomotive carriage, and the trailer battery is placed on both sides of the trailer carriage.

[0139] It should be explained that the internal structure diagram of the above three-in-one system is as follows Figure 5As shown, there are fourteen groups of batteries connected to the locomotive battery in the three-in-one system. Each battery positive pole has a battery relay and a fuse connected to the three-in-one battery busbar, and the negative pole has a Hall responsible for sampling the current of the corresponding battery group. The negative pole is directly connected to the three-in-one battery busbar, and three 1500V / 1600A circuit breakers are used under the three-in-one busbar to connect the three-in-one matrix relay. The three-in-one matrix relay has a total of forty relays. Twenty relays are used on the locomotive side, ten positive relays and ten negative relays, and there are ten positive relays and ten negative relays on the trailer side. The three-in-one busbar is connected to the front end of the matrix relay locomotive relay, and the trailer busbar is connected to the front end of the trailer relay. The locomotive matrix relay and the trailer matrix relay are connected together as the battery high voltage output, and connected to the DCDC system as the DCDC system input. The charging pile gun is directly connected to the three-in-one battery bus. When the circuit breaker is disconnected, the locomotive battery system can also be charged.

[0140] in, Figure 5 The positive pole of each battery group in the battery relay corresponds to the negative pole relay structure, and the matrix relay corresponds to the negative pole relay structure, which corresponds to Figure 8 As shown, Figure 8 Shown in the figure is the battery relay corresponding to the positive pole of a single battery and the ten negative pole relay structures corresponding to the matrix relay.

[0141] It is further necessary to explain that the above-mentioned trailer UPS system and PDU system, trailer DC cabinet system, trailer AC power supply system, and its schematic diagram are as follows: Figure 6 , Figure 7 As shown, from Figure 6It can be seen that the UPS system, trailer DC cabinet system, and trailer AC power supply system are all placed in the center of the trailer, with trailer batteries placed on both sides, and 16 trailer PDUs placed above the batteries on both sides. The trailer UPS system and PDU system belong to the trailer compartment, with 16 PDUs. One PDU is responsible for data sampling and control of four battery groups. The PDU has two SBCUs, each SBCU controls two battery groups, and each battery group has a positive relay, a negative relay, and a fuse. There are a total of eight relays and four fuses inside the PDU. The UPS system consists of a UPS backup power supply and UPS, MBCU, two Mean Well power supplies and UPS battery backup relays, a UPS power maintenance switch, a power output relay, and a switch. The UPS backup battery is connected to the UPS power maintenance switch and the UPS battery backup relay. The battery backup relay and the maintenance switch are connected together, and the rear end is connected to the UPS battery power input. The UPS 220V output is connected to the Mean Well power AC input. The two Mean Well power 24v outputs are connected to the same output bus after passing through the diode, and are connected to the PDU 24v input side through the power output relay. The 220v output of the UPS is connected to the trailer AC power supply system to provide low-voltage working voltage for the AC power supply equipment. The trailer DC cabinet has a DC bus and an AC bus. The DC bus is aggregated from the output battery buses of all PDUs, and the AC bus is connected to the AC output of the trailer AC power supply system. The DC bus is connected to the trailer charging gun, and all three guns are connected to the DC bus. The DC cabinet AC output is used to power the battery cooling system, UPS, and carriage AC power. The trailer AC power supply system is used to invert the DC voltage of the locomotive battery into the AC voltage required by the system. From Figure 7 You can learn about the internal structure of the trailer UPS cabinet and gain an in-depth understanding of the train UPS power-on wake-up process.

[0142] in, Figure 6 The DC cabinet in the diagram is as follows: Fig. 9 shown.

[0143] In this embodiment, Figure 3 , Figure 4 As shown, it is a structural diagram of the locomotive involved in the present invention and a corresponding top view. Figure 3It is learned that the three-in-one system connects the locomotive battery pack, trailer battery pack, and charging pile. The three parties are integrated into one. The three-in-one connects the battery output to two DCDC devices, and then the DCDC is boosted to 1450v for electric drive use. The total electric drive load is 2280KW. The charging pile system charges three PCS1000s, and the outputs of the three charging piles are combined together. The locomotive car has a charging muzzle that can accept a maximum charging power of 1MW. The trailer car has three charging muzzles that can accept a maximum charging power of 3MW. The DCDC system is responsible for boosting the battery input voltage to a stable 1450v to supply the converter cabinet to drive the electric drive. The locomotive system DCDC consists of two PBD1500s, which are located on both sides of the locomotive battery. The two PBD1500s have a common input and output. If one machine stops abnormally during operation, the other PBD1500 can still complete the system work independently. From Figure 4 It can be learned that the wiring harness distance between the three-in-one and two DCDCs must be kept consistent, and the wiring harness distance between each battery pack and the three-in-one must be kept consistent.

[0144] In a specific embodiment, the present invention provides a rechargeable battery energy storage method and control device for pure electric trains. First, the three-in-one system senses the self-test control status of each group of locomotive batteries, determines the energy storage integrity of each group of locomotive batteries, and can provide data basis for subsequent screening of power-supply batteries. The three-in-one system monitors the power consumption of each power-supply battery to obtain the cumulative power supply cycle of the battery, and the three-in-one system obtains the battery power supply control parameters within the cumulative power supply cycle of the battery, providing data support for evaluating the battery power supply control status of the three-in-one system and issuing early warnings, which is conducive to more accurate and comprehensive charging and power supply operations of the battery.

[0145] The above contents are merely examples and explanations of the structure of the present invention. The technicians in this technical field may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the structure of the invention or exceed the scope defined by the claims, they should all fall within the protection scope of the present invention.

Claims

1. A rechargeable battery energy storage method for pure electric trains, It is characterized in that include: S1. Battery energy storage integrity determination: The three-in-one system senses the self-test control status of each set of locomotive batteries to obtain system self-test control information, determine the energy storage integrity of each set of locomotive batteries, and record each locomotive battery with an energy storage integrity higher than or equal to the set energy storage integrity threshold as a power supply battery; S2. Battery power consumption monitoring: The three-in-one system monitors the power consumption of each power supply battery, extracts the power consumption information of each power supply battery, obtains the power consumption value of each power supply battery, and processes to obtain the battery cumulative power supply cycle; S3. System power supply control warning: The three-in-one system obtains the battery power supply control parameters within the battery's cumulative power supply cycle, evaluates the battery power supply control factor of the three-in-one system, compares it with the set battery power supply control threshold, and finally issues a warning for the battery power supply control of the three-in-one system.

2. A rechargeable battery energy storage method for a pure electric train according to claim 1, Features: The specific analysis process of the energy storage integrity of each group of locomotive batteries is as follows: Analyze the battery self-test control factor of the three-in-one system, and multiply it by the weight factor corresponding to the set battery self-test control factor to obtain the battery self-test control weight of the three-in-one system; Analyze the energy storage degree factor of each group of locomotive batteries, and multiply it with the weight factor corresponding to the set energy storage degree factor to obtain the energy storage degree weight of each group of locomotive batteries; The battery self-check control weight of the three-in-one system and the energy storage degree weight of each group of locomotive batteries are added together to obtain the energy storage integrity of each group of locomotive batteries.

3. A rechargeable battery energy storage method for a pure electric train according to claim 1, Features: The specific analysis process of the power consumption value of each power supply battery is as follows: According to the power consumption information of each power supply battery, the power consumption information includes the power supply amount and power supply duration, and at the same time, the running time of the electric train and the power consumption of each load device are obtained; The power supply of each power supply battery and the power consumption of each load device are integrated and analyzed to obtain the power supply efficiency of the power supply battery; The running time of the electric train and the power supply time of each power supply battery are integrated to obtain the power supply time efficiency of the power supply battery; The charging efficiency of each power supply battery is obtained, and the data is integrated with the power supply efficiency and power supply time efficiency of the power supply battery through a multiple linear regression model to obtain the power consumption value of each power supply battery.

4. A rechargeable battery energy storage method for a pure electric train according to claim 3, Features: The processing obtains the accumulated battery power supply cycle, and the specific processing process is as follows: The power consumption value of each power supply battery is compared with the set power consumption threshold. If the power consumption value of a power supply battery is greater than or equal to the power consumption threshold, the three-in-one system controls to stop the power consumption state of the power supply battery, and records the control stop time as the power supply end time point. At the same time, the power supply start time point of the power supply battery is extracted to obtain the power supply time of the power supply battery, and the power supply time of each power supply battery is counted and summed to obtain the battery cumulative power supply cycle.

5. A rechargeable battery energy storage method for a pure electric train according to claim 1, Features: The battery power supply control factor of the three-in-one system is specifically analyzed by the formula: Where δ is the battery power control factor of the three-in-one system, α i is the average power supply speed of the ith power supply battery in the battery's cumulative power supply cycle, Δα is the power supply reference speed, A 1 is the correction factor corresponding to the average power supply speed, β is the number of control relay closures of the three-in-one system within the cumulative battery power supply cycle, A 2 is the impact factor corresponding to the closing of a single control relay, τ h is the closing time of the hth closed relay, Δτ is the closing reference time, A 3 is the correction factor corresponding to the closing time, i is the number of each power supply battery, i=1,2,3,...,j, j is the total number of power supply batteries, h is the number of each closing relay, h=1,2,3,...,g, g is the total number of closing relays.

6. A rechargeable battery energy storage method for a pure electric train according to claim 1, Features: The specific process of early warning of battery power supply control of the three-in-one system is as follows: The battery power control factor of the three-in-one system is compared with the set battery power control threshold. If the battery power control factor of the three-in-one system is higher than or equal to the battery power control threshold, there is no need to issue an early warning for the battery power control status of the three-in-one system. If the battery power control factor of the three-in-one system is lower than the battery power control threshold, an early warning is issued for the battery power control status of the three-in-one system.

7. A rechargeable battery energy storage method for a pure electric train according to claim 2, Features: The battery self-check control factor of the three-in-one system is specifically analyzed as follows: Through the system self-check control information, the self-check control parameter set of the three-in-one system and the energy storage parameter set of each group of locomotive batteries are extracted; According to the self-check control parameter set of the three-in-one system, specifically including the number of locomotive battery packs in use and the number of locomotive battery packs in standby; The ratio of the number of locomotive battery packs in use and the number of locomotive battery packs in standby mode is processed to obtain the battery power supply ratio of the three-in-one system; The battery self-check control factor of the three-in-one system is obtained by multiplying the battery power supply ratio of the three-in-one system by the influencing factor of the battery power supply ratio unit value stored in the battery database.

8. A rechargeable battery energy storage method for a pure electric train according to claim 7, Features: The energy storage factor of each group of locomotive batteries is specifically analyzed as follows: According to the energy storage parameter set of each group of locomotive batteries, wherein the energy storage parameter set includes the charging voltage value and the charging current value at each energy storage time point, the volt-ampere characteristic curve of each group of locomotive batteries is constructed, from which the highest charging power position point and the lowest charging power position point of each group of locomotive batteries are located and extracted, and the straight-line vertical distance measurement is performed with the set charging adaptation power reference line respectively to obtain the highest charging power deviation length and the lowest charging power deviation length of each group of locomotive batteries, and the total charging power deviation length of each group of locomotive batteries is obtained by adding them; Obtain the average temperature of each group of locomotive batteries at each energy storage time point, and obtain the temperature change uniformity of each group of locomotive batteries through integration processing; Through the deep learning model, the total length of charging power deviation and temperature change uniformity of each group of locomotive batteries are comprehensively analyzed to obtain the energy storage degree factor of each group of locomotive batteries.

9. A rechargeable battery energy storage method for a pure electric train according to claim 5, Features: The battery power supply control factor of the three-in-one system, the specific data acquisition process is: The battery power supply control parameters within the battery cumulative power supply cycle are obtained through the three-in-one system, and the average power supply speed of each power supply battery within the battery cumulative power supply cycle is obtained; The number of control relay closures and the closing time of each closed relay of the three-in-one system within the cumulative battery power supply cycle are obtained, and the battery power supply control factor of the three-in-one system is obtained through comprehensive analysis through the average power supply speed of each power supply battery within the cumulative battery power supply cycle.

10. A control device for a rechargeable battery energy storage method for a pure electric train using any one of claims 1 to 9, Features: include: Three-in-one system, relay status sensor, voltage sensor, current sensor, temperature sensor, memory, processor and early warning device; The three-in-one system includes a trailer battery system, a locomotive battery system, and a locomotive charging pile system, which are used to obtain system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters in real time; The relay state sensor is used to obtain the number of relay closures and the number of relay disconnections; The voltage sensor is used to collect the charging voltage value of each group of locomotive batteries at each energy storage time point; The current sensor is used to collect the charging current value of each group of locomotive batteries at each energy storage time point; The temperature sensor is used to obtain the temperature value of each group of locomotive batteries at each energy storage time point of each temperature sensor; The memory is used to store system self-check control information, power consumption information of each power supply battery, and battery power supply control parameters; The processor is used to receive system self-check control information, power consumption information of each power supply battery, battery power supply control parameters, and analyze and process the number of relay closures, the number of relay disconnections, the charging voltage value, the charging current value, and the temperature value, thereby sending a control signal to control the early warning device; The early warning device is used to receive the control signal sent by the processor, and if the battery power supply control factor of the three-in-one system is lower than the battery power supply control threshold, a warning message is issued for the battery power supply control state of the three-in-one system.

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