Charging control device and method for rail transit train, controller and storage medium

Abstract

The invention relates to a charging control device and method for a rail transit train, a controller and a storage medium, and relates to the technical field of charging control. The charging control device of the rail transit train comprises a charging control system and a charging bow. Wherein the charging control system is used for receiving a charging request message from the train control system and charging position information of the track signal system, and outputting a charging control signal according to the charging request message and the charging position information. The charging bow is electrically connected with the charging control system and used for receiving the charging control signal output by the charging control system and charging the train according to the charging control signal. The direct connection channel of the charging control system and the train control system and the direct connection channel of the charging control system and the track signal system are established, so that the charging control signal is output to charge the train through the charging bow, signal forwarding among the systems is avoided, and the signal transmission path is shortened. Therefore, the complexity of signal interaction in the charging process is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of charging control, and particularly to a charging control device, method, controller and storage medium for a rail transit train. Background Art

[0002] A rail transit train is an energy storage type of low-carbon transportation equipment, which realizes power supply through an on-vehicle energy storage device and completes rapid energy replenishment of the train through charging technology. In the operation scenario, the train needs to enter a dedicated charging position on the main line or depot according to the dispatching plan, and the charging control is jointly completed by the charging control system, the train control system and the track signal system. The charging process involves the linkage of the charging control system, the train control system, the track signal system and multi-level communication interfaces, and realizes functions such as automatic charging start and stop, charging status monitoring and charging safety interlock through status interaction and instruction transmission.

[0003] However, in the above charging control architecture, the transmission of the charging start and stop instructions depends on the conversion of multiple types of communication protocols, and needs to be forwarded and verified through multiple nodes, which increases the complexity of signal interaction during the charging process. Summary of the Invention

[0004] An embodiment of the present application provides a charging control device for a rail transit train, which reduces the complexity of signal interaction during the charging process to at least partially solve the above technical problems.

[0005] To achieve the above object, according to the first aspect of the present application, there is provided a charging control device for a rail transit train, including:

[0006] A charging control system, configured to receive a charging request message from the train control system and charging position information from the track signal system, and output a charging control signal according to the charging request message and the charging position information;

[0007] A pantograph, electrically connected to the charging control system, configured to receive the charging control signal output by the charging control system and charge the train according to the charging control signal.

[0008] Optionally, the charging control system includes a power supply unit and a first communication unit;

[0009] The first communication unit is communicatively connected to the train control system and the track signal system, and is configured to receive the charging request message and the charging position information, and output the charging control signal to the pantograph according to the charging request message and the charging position information to control the pantograph to move to the current collection device of the train;

[0010] The power supply unit is connected to the first communication unit and the pantograph, and is configured to supply power to the pantograph according to the charging control signal, so as to output a charging current to the current collection device through the pantograph, and then charge the train.

[0011] Optionally, the first communication unit includes any one or a combination of an unlicensed communication module, a wide-area communication module, and a fifth-generation communication module.

[0012] Optionally, the charging control system is further configured to receive a charging completion message from the train control system, and is configured to control the pantograph to stop charging the train according to the charging completion message.

[0013] Optionally, the track signal system includes a train monitoring unit and a second communication unit;

[0014] The train monitoring unit is configured to obtain the operation schedule of the train, and generate the charging position information of the train according to the operation schedule;

[0015] The second communication unit is connected to the train monitoring unit and the first communication unit, and is configured to transmit the charging position information to the first communication unit.

[0016] Optionally, the track signal system further includes an interlocking control unit;

[0017] The interlocking control unit is connected to the pantograph and the train monitoring unit, and is configured to obtain the status information of the pantograph, so that the train monitoring unit generates the charging position information of the train according to the operation schedule and the status information.

[0018] Optionally, the train control system includes a third communication unit;

[0019] The third communication unit is connected to the first communication unit and the second communication unit, and is configured to control the train to dock at the corresponding pantograph according to the charging position information, generate a charging request message, and transmit the charging request message to the first communication unit, so that the pantograph charges the train.

[0020] Optionally, the train control system includes a battery management unit;

[0021] The battery management unit is connected to the third communication unit, and is configured to collect the charging status information of the battery in the train, generate a charging completion message according to the charging status information, and transmit the charging completion message to the charging control system through the third communication unit.

[0022] According to a second aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to a charging control system in the above-mentioned charging control device of the rail transit train. The method includes:

[0023] Receiving charging position information from the track signal system and a charging request message from the train control system, and outputting a charging control signal according to the charging request message and the charging position information;

[0024] Controlling the pantograph to charge the train according to the charging control signal.

[0025] According to a third aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to a track signal system in the above-mentioned charging control device of the rail transit train. The method includes:

[0026] Obtaining the operation schedule of the train;

[0027] Generating charging position information of the train according to the operation schedule, and transmitting the charging position information to the charging control system, so that the charging control system controls the pantograph to charge the train.

[0028] According to a fourth aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to a train control system in the above-mentioned charging control device of the rail transit train. The method includes:

[0029] In response to the charging position information transmitted by the track signal system, controlling the train to stop at the corresponding pantograph, generating a charging request message, and outputting the charging request message to the charging control system, so that the charging control system controls the pantograph to charge the train.

[0030] According to a fifth aspect of the present application, there is provided a controller, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned method are implemented.

[0031] According to a sixth aspect of the present application, there is provided a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above method are implemented.

[0032] In summary, in the charging control device of the rail transit train according to the embodiments of the present application, the charging control system can directly receive the charging request message from the train control system and the charging position information from the track signal system. By establishing a direct connection channel between the charging control system and the train control system and a direct connection channel between the charging control system and the track signal system, the charging control signal can be output to charge the train through the pantograph, avoiding signal forwarding between systems, shortening the signal transmission path, and thus reducing the complexity of signal interaction during the charging process.

[0033] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative efforts.

[0035] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals in the following description represent the same parts.

[0036] Figure 1 is the charging control device of the rail transit train in the related art;

[0037] Figure 2 is a schematic diagram of the charging control device of the rail transit train provided in the exemplary embodiment of the present disclosure;

[0038] Figure 3 is a schematic diagram of the charging control device including multiple pantographs provided in the exemplary embodiment of the present disclosure;

[0039] Figure 4 is a schematic diagram of the charging control system provided in the exemplary embodiment of the present disclosure;

[0040] Figure 5 is a schematic diagram of the track signal system and the train control system provided in the exemplary embodiment of the present disclosure;

[0041] Figure 6 is a flowchart of the charging control method of the rail transit train provided in the exemplary embodiment of the present disclosure.

[0042] Explanation of the reference numerals: 100, charging control system; 110, first communication unit; 120, power supply unit; 200, charging pantograph; 300, track signal system; 310, second communication unit; 320, train monitoring unit; 330, interlocking control unit; 400, train control system; 410, third communication unit; 420, battery management unit; 430, train control unit. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0044] First, based on the above background technology, the background of the application is further explained. Figure 1 , Figure 1 It is a schematic diagram of the charging control device of a rail transit train in the related technology. The charging control device of the rail transit train includes a signal system device, a vehicle control device and a charging device. Among them, the signal system equipment includes an automatic train monitoring system, a regional interlocking controller, a data communication unit, etc., which are responsible for dispatching management and safety interlocking. The vehicle equipment includes an on-board controller, a train control management system and a battery management system for vehicle status monitoring and energy storage device management. The battery management system also includes a mobile hotspot (Wireless Fidelity, WIFI) communication device. The charging equipment includes a charging manager, a plurality of charging cabinets and a charging bow corresponding to the charging cabinet one by one. Each charging bow is also provided with a mobile hotspot communication device, which cooperates with the mobile hotspot communication device provided on the battery management system. In the charging process, the automatic train monitoring system is used to control the train to enter the charging position. After the train stops, the mobile hotspot communication device in the battery management system establishes a wireless connection with the mobile hotspot communication device provided at the charging bow, and sends a charging request to the charging server at the same time. The charging server needs to receive the dispatching instructions from the signal system equipment and the charging requirements from the train at the same time, and control the charging bow to descend after verification, thereby starting charging. When charging is completed, the charging pantograph is automatically raised, and the signal system equipment detects the pantograph raising status through hard wires to determine whether the train is allowed to leave.

[0045] During this process, signals are generally transmitted between the charging manager and the train's battery management system by means of WIFI wireless communication. Signals are generally transmitted between the charging manager and the signal system equipment by means of RJ45 signal lines. Signals are generally transmitted between the train control management system and the signal system equipment by means of a cellular network connection. There are many interface types, and multiple protocol conversions and data forwarding are required, increasing the complexity of signal transmission during the charging process.

[0046] In view of the above problems, according to the first aspect of the present application, with reference to Figure 2 , the present disclosure provides a charging control device for a rail transit train, including a charging control system 100 and a pantograph 200. Among them, the charging control system 100 is configured to receive a charging request message from the train control system 400 and the charging position information of the track signal system 300, and output a charging control signal according to the charging request message and the charging position information. The pantograph 200 is electrically connected to the charging control system 100 and is configured to receive the charging control signal output by the charging control system 100 and charge the train according to the charging control signal.

[0047] With reference to Figure 3 , as an example, the charging control system 100 corresponds to the pantograph 200 one by one. In order to charge multiple trains simultaneously, multiple pantographs 200 can be set, and each pantograph 200 will be provided with a corresponding charging control system 100. By controlling the corresponding pantograph 200 through the charging control system 100, there is no need to set a separate communication module on the pantograph 200. In addition, there is no need to set a centralized charging server to uniformly control each pantograph 200. By means of decentralized control by each charging control system 100, the problem that all pantographs 200 cannot be used due to the failure of the centralized charging server can be avoided to a certain extent.

[0048] In the above embodiment, the charging control system 100 can directly receive the charging request message from the train control system 400 and the charging position information from the track signal system 300. By establishing a direct connection channel between the charging control system 100 and the train control system 400 and a direct connection channel between the charging control system 100 and the track signal system 300, a charging control signal can be output to charge the train through the pantograph, avoiding signal forwarding between systems, shortening the signal transmission path, and thus reducing the complexity of signal interaction during the charging process.

[0049] With reference to Figure 4, in some embodiments, the charging control system 100 includes a power supply unit 120 and a first communication unit 110. Among them, the first communication unit 110 is communicatively connected to the train control system 400 and the track signal system 300, and is configured to receive a charging request message and charging position information, and output a charging control signal to the pantograph 200 according to the charging request message and the charging position information, so as to control the pantograph 200 to move to the current collection device of the train. The power supply unit 120 is connected to the first communication unit 110 and the pantograph 200, and is configured to supply power to the pantograph 200 according to the charging control signal, so as to output a charging current to the current collection device through the pantograph 200, and then charge the train.

[0050] Among them, the contact charging of the train can be realized through the cooperation of the current collection device and the pantograph 200. The current collection device can be installed on the top of the train, and it obtains electric energy from the pantograph 200 through physical contact. As an example, the pantograph 200 can be a fixed charging device arranged on the ground, and the three-dimensional coordinates of the current collection device can be obtained by setting sensors, so as to dynamically adjust the attitude of the pantograph 200 to ensure accurate docking with the current collection device of the train.

[0051] In the above embodiment, the first communication unit 110 receives the charging request message and the charging position information and outputs the charging control signal, so that the corresponding pantograph 200 can be accurately controlled to move to the current collection device of the train, and then the power supply unit 120 supplies power to the pantograph 200 and outputs the charging current, providing the energy source for the train charging, thereby realizing the charging of the train.

[0052] In some embodiments, the first communication unit 110 includes any one or a combination of an unlicensed communication module, a wide-area communication module, and a fifth-generation communication module.

[0053] As an example, the license-free communication module can be a module based on the Long Term Evolution - Unlicensed (LTE-U) technology, which is the application of the long-term evolution technology in the unlicensed frequency band. It utilizes the unlicensed frequency band resources to improve the network transmission capacity and rate. The wide-area communication module can be a module based on the Long Term Evolution - Machine to Machine (LTE-M) technology, which is a technology introduced for the communication requirements of Internet of Things (IoT) machines. It can achieve low-power, low-cost, low-rate, and wide-coverage communication for IoT devices. The fifth-generation communication module can be a module based on the 5th Generation Mobile Communication Technology (5G), which belongs to the cellular mobile communication technology and has characteristics such as high data rate, low latency, and large capacity. The first communication unit 110 can select any one or a combination of the license-free communication module, the wide-area communication module, and the fifth-generation communication module according to the actual usage requirements. For example, the license-free communication module can provide a convenient communication method, the wide-area communication module is suitable for scenarios with a large coverage area, and the fifth-generation communication module can provide high-speed and stable communication.

[0054] In some embodiments, the charging control system 100 is further configured to receive a charging completion message from the train control system 400 and control the pantograph 200 to stop charging the train according to the charging completion message.

[0055] In the above embodiment, the charging control system 100 can receive the charging completion message from the train control system 400 and control the pantograph 200 to stop charging according to the charging completion message, ensuring that the train stops charging in time after charging is completed, avoiding overcharging to protect the train battery, extending the battery service life, and improving the charging safety and energy utilization efficiency.

[0056] Referring to Figure 5 , in some embodiments, the track signal system 300 includes a train monitoring unit 320 and a second communication unit 310. Among them, the train monitoring unit 320 is configured to obtain the operation schedule of the train and generate the charging position information of the train according to the operation schedule. The second communication unit 310 is connected to the train monitoring unit 320 and the first communication unit 110, and transmits the charging position information generated by the train monitoring unit 320 to the first communication unit 110.

[0057] Among them, the second communication unit 310 may include any one or a combination of unlicensed communication modules, wide-area communication modules, and fifth-generation communication modules, and the communication method of the second communication unit 310 is the same as that of the first communication unit 110, so as to establish a direct connection channel between the second communication unit 310 and the first communication unit 110, without the need for protocol conversion and signal forwarding. The second communication unit 310 may be a Data Communications System (DCS), and the second communication unit 310 is used to realize data transmission and exchange between the train and the ground and between various subsystems of the train. Ensure that various control information, status information, monitoring data, etc. can be transmitted accurately and in a timely manner.

[0058] Among them, the train monitoring unit 320 (Automatic Train Supervision System, ATS) is mainly used for real-time monitoring and management of train operation. By collecting and analyzing information such as the position and speed of the train, the statistics of the train operation status are realized. In this way, the operation plan of each train can be reasonably arranged, and the stop time, operation speed, departure and arrival times of the train can be adjusted, so as to obtain the train operation timetable.

[0059] In the above embodiments, the train monitoring unit 320 obtains the train operation timetable to provide the time basis for charging each train. The second communication unit 310 generates charging position information according to the operation timetable and transmits it to the first communication unit 110, so that when arranging the charging position of the train, it will not conflict with the train operation plan, and the reasonable allocation and utilization of charging resources can be realized. In the above process, the train monitoring unit 320 can directly transmit the charging position information to the corresponding first communication unit 110, so that the power supply unit 120 and the pantograph 200 connected to the first communication unit 110 can respond according to the charging position information, without passing through a centrally controlled charging server, optimizing the signal transmission path.

[0060] In some embodiments, the track signal system 300 further includes an interlocking control unit 330, and the interlocking control unit 330 is connected to the pantograph 200 and the train monitoring unit 320, and is used to obtain the status information of the pantograph 200, so that the train monitoring unit 320 generates the charging position information of the train according to the operation timetable and the status information.

[0061] Among them, the interlocking control unit 330 (Computer Interlocking, CI) is used to ensure the safe operation of the train. It manages the train monitoring unit 320 through a logic program to lock or open the train route track. For example, when the status information of the pantograph 200 is abnormal or in a state of cooperating with the current collection device for charging, the abnormal status information is sent to the train monitoring unit 320, so that the train monitoring unit 320 can combine the operation schedule and the status information to arrange a suitable charging position for the train. Among them, the charging position information is used to represent the position of the pantograph 200 to guide the train to accurately stop at the corresponding pantograph 200.

[0062] In the above embodiment, the interlocking control unit 330 obtains the status information of the pantograph 200, and the second communication unit 310 combines the operation schedule and the status information to generate the charging position information, further optimizing the generation logic of the charging position information. When generating the charging position information, not only the operation time of the train is considered, but also the actual status of the pantograph 200 is considered, so as to avoid charging problems caused by pantograph 200 failures or other abnormal states, ensure that the train arrives at the charging position when the pantograph 200 is in a suitable state, and improve the success rate and stability of charging.

[0063] In some embodiments, the train control system 400 includes a third communication unit 410. The third communication unit 410 is connected to the first communication unit 110 and the second communication unit 310, and is used to control the train to stop at the corresponding pantograph 200 according to the charging position information, generate a charging request message, and transmit the charging request message to the first communication unit 110 so that the pantograph 200 can charge the train.

[0064] Among them, the third communication unit 410 can include any one or a combination of unlicensed communication modules, wide-area communication modules, and fifth-generation communication modules, and the communication methods of the third communication unit 410 with the first communication unit 110 and the second communication unit 310 are the same, so as to establish a direct connection channel between any two of the third communication unit 410, the first communication unit 110, and the second communication unit 310, without the need for protocol conversion and signal forwarding. The third communication unit 410 can be a Vehicle On-Board Controller (VOBC), which is installed on the train and can be responsible for receiving the control commands transmitted from the track signal system 300, and combining the status information of the train itself to control the traction, braking, etc. of the train. For example, after the third communication module receives the charging position information, it will tow the train to the pantograph 200 represented by the charging position information.

[0065] In the above embodiments, the third communication unit 410 controls the train to stop at the corresponding pantograph 200 according to the charging position information, and generates a charging request message to be transmitted to the first communication unit 110, which can realize the cooperative control between the train and the charging system, enable the train to accurately stop at the charging position, and at the same time, by generating and transmitting the charging request message, the charging time of the train can be accurately determined, so that the charging control system 100 can respond in time.

[0066] In some embodiments, the train control system 400 further includes a train control unit 430 (Train Control and Management System, TCMS). The train control unit 430 is connected to the third communication unit 410, manages multiple aspects such as train operation control, equipment status monitoring, fault diagnosis and handling, and can also coordinate the work of each subsystem of the train to improve the overall performance and reliability of the train.

[0067] Refer to Figure 5 , in some embodiments, the train control system 400 includes a battery management unit 420. The battery management unit 420 is connected to the third communication unit 410, and is used to collect the charging status information of the battery in the train, generate a charging completion message according to the charging status information, and transmit the charging completion message to the charging control system 100 through the third communication unit 410.

[0068] Among them, the battery management unit 420 (Battery Management System, BMS) is mainly used to manage the battery pack of the train, monitor parameters such as the voltage, current, and temperature of each battery, control the charging and discharging of the battery, and extend the service life of the battery.

[0069] As an example, multiple battery management units 420 can be provided. Each train includes multiple carriages, and each carriage is equipped with a battery. By setting the corresponding battery management unit 420 in each carriage, the batteries of each carriage can be managed and controlled. The battery management units 420 are connected in sequence to enable signal transmission between the battery management units 420. One of the battery management units 420 is connected to the third communication unit 410 through the train control unit 430, so as to output the charging status information of each battery management unit 420 to the second communication unit 310, and output the charging completion message obtained according to the charging status information to the first communication unit 110, so as to realize the centralized management of the charging status of the train by the track signal system 300, and realize the technical effect of automatic power-off when charging is completed without the need for control by the track signal system 300.

[0070] Refer to Figure 5, by way of example, the first communication unit 110 may also be integrated with a dynamic routing controller (not shown in the figure). The communication link status between the first communication unit 110, the second communication unit 310, and the third communication unit 410 is stored in the dynamic routing controller. When it is detected that there is node congestion in the communication path of the direct connection method, it automatically switches to the forwarding channel. For example, the dynamic routing controller can be used to establish a temporary forwarding channel from the first communication unit 110 to the third communication unit 410 and from the third communication unit 410 to the second communication unit 310 when the signal transmission path between the first communication unit 110 and the second communication unit 310 is congested. Similarly, the dynamic routing controller can also be used to establish a temporary forwarding channel from the first communication unit 110 to the second communication unit 310 and from the second communication unit 310 to the third communication unit 410 when the signal transmission path between the first communication unit 110 and the third communication unit 410 is congested; or, when the signal transmission path between the second communication unit 310 and the third communication unit 410 is congested, establish a temporary forwarding channel from the second communication unit 310 to the first communication unit 110 and from the first communication unit 110 to the third communication unit 410. In this way, when the communication link is normal, the signal can be directly transmitted between any two of the first communication unit 110, the second communication unit 310, and the third communication unit 410 according to the direct connection channel, improving the signal transmission efficiency. And when any communication link is abnormal, the corresponding temporary forwarding channel can be enabled to replace the direct connection channel to avoid signal loss or transmission failure, improving the robustness of the system.

[0071] Referring to Figure 6 , according to the second aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to the charging control system 100 in the above-mentioned charging control device for a rail transit train. The method includes step S101-step S102, which will be introduced below.

[0072] Step S101: Receive the charging position information from the track signal system 300 and the charging request message from the train control system 400, and output a charging control signal according to the charging request message and the charging position information;

[0073] Step S102: Control the pantograph 200 to charge the train according to the charging control signal.

[0074] According to the third aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to the track signal system 300 in the above-mentioned charging control device for a rail transit train. The method includes step S201-step S202, which will be introduced below.

[0075] Step S201: Obtain the operation schedule of the train;

[0076] Step S202: Generate the charging position information of the train according to the operation timetable, and transmit the charging position information to the charging control system 100, so that the charging control system 100 controls the pantograph 200 to charge the train.

[0077] According to a fourth aspect of the present application, there is provided a charging control method for a rail transit train, which is applied to a train control system 400 in the above-mentioned charging control device for a rail transit train. The method may include: in response to the charging position information transmitted by the track signal system 300, controlling the train to stop at the corresponding pantograph 200, generating a charging request message, and outputting the charging request message to the charging control system 100, so that the charging control system 100 controls the pantograph 200 to charge the train.

[0078] In this embodiment, the charging control method for a rail transit train is applied to the above-mentioned charging control method for a rail transit train. The independent claim of the charging control method for a rail transit train has all the beneficial effects of the above-mentioned charging control device for a rail transit train, and the present disclosure will not repeat them here.

[0079] According to a fifth aspect of the present application, there is provided a controller, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0080] According to a sixth aspect of the present application, there is provided a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0081] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined.

[0082] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0083] Among the embodiments, embodiments, and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0084] The above are only the preferred embodiments of the present application, and do not impose any formal restrictions on the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A charging control device for a rail transit train, characterized in that: include: A charging control system, configured to receive a charging request message from a train control system and charging position information of a track signal system, and output a charging control signal according to the charging request message and the charging position information; A charging pantograph is electrically connected to the charging control system, and is used to receive a charging control signal output by the charging control system and charge the train according to the charging control signal.

2. The charging control device for a rail transit train according to claim 1, characterized in that: The charging control system includes a power supply unit and a first communication unit; The first communication unit is communicatively connected with the train control system and the track signal system, and is used to receive the charging request message and the charging position information, and output the charging control signal to the charging pantograph according to the charging request message and the charging position information, so as to control the charging pantograph to move to the current receiving device of the train; The power supply unit is connected to the first communication unit and the charging pantograph, and is used to supply power to the charging pantograph according to the charging control signal, so as to output a charging current to the current receiving device through the charging pantograph, thereby charging the train.

3. The charging control device for a rail transit train according to claim 2, characterized in that: The first communication unit includes any one or a combination of a license-free communication module, a wide area communication module and a fifth-generation communication module.

4. The charging control device for a rail transit train according to claim 2, characterized in that: The charging control system is also used to receive a charging completion message from the train control system, and to control the charging pantograph to stop charging the train according to the charging completion message.

5. The charging control device for a rail transit train according to claim 4, characterized in that: The track signal system includes a train monitoring unit and a second communication unit; The train monitoring unit is used to obtain the operation schedule of the train and generate the charging position information of the train according to the operation schedule; The second communication unit is connected to the train monitoring unit and the first communication unit, and is used to transmit the charging position information to the first communication unit.

6. The charging control device for a rail transit train according to claim 5, characterized in that: The track signal system also includes an interlocking control unit; The interlocking control unit is connected to the charging pantograph and the train monitoring unit, and is used to obtain status information of the charging pantograph, so that the train monitoring unit generates the charging position information of the train according to the operation timetable and the status information.

7. The charging control device for a rail transit train according to claim 5, characterized in that: The train control system includes a third communication unit; The third communication unit is connected to the first communication unit and the second communication unit, and is used to control the train to stop at the corresponding charging pantograph according to the charging position information, generate a charging request message, and transmit the charging request message to the first communication unit so that the charging pantograph charges the train.

8. The charging control device for a rail transit train according to claim 7, characterized in that: The train control system includes a battery management unit; The battery management unit is connected to the third communication unit, and is used to collect charging status information of the battery in the train, generate a charging completion message according to the charging status information, and transmit the charging completion message to the charging control system through the third communication unit.

9. A charging control method for a rail transit train, applied to a charging control system in a charging control device for a rail transit train according to any one of claims 1 to 8, characterized in that: The method comprises: receiving charging position information from the track signal system and a charging request message from the train control system, and outputting a charging control signal according to the charging request message and the charging position information; The charging pantograph is controlled to charge the train according to the charging control signal.

10. A charging control method for a rail transit train, applied to a rail signal system in a charging control device for a rail transit train according to any one of claims 1 to 8, characterized in that: The method comprises: Obtaining the operating timetable of the train; The charging position information of the train is generated according to the operation timetable, and the charging position information is transmitted to the charging control system so that the charging control system controls the charging pantograph to charge the train.

11. A charging control method for a rail transit train, applied to a train control system in a charging control device for a rail transit train according to any one of claims 1 to 8, characterized in that: The method comprises: In response to the charging position information transmitted by the track signal system, the train is controlled to stop at the corresponding charging pantograph, and a charging request message is generated, and the charging request message is output to the charging control system so that the charging control system controls the charging pantograph to charge the train.

12. A controller having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 9 to 11 are implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 9 to 11 are implemented.

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