Multi-axis new energy vehicle power battery power balance method, device, equipment and medium

Abstract

A method, apparatus, device, and medium for balancing the power battery charge of a multi-axle new energy vehicle are disclosed, relating to the field of new energy vehicle control. The method includes determining a target static output coefficient for the traction drive unit mounted on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment mounted on each power battery pack; determining the charge deviation value of each power battery pack based on the real-time remaining charge of all power battery packs; determining a dynamic output correction coefficient based on the charge deviation value when the charge deviation value of a power battery pack exceeds a deviation threshold; and controlling the output of the traction drive unit mounted on the corresponding power battery pack using the dynamic output correction coefficient and the target static output coefficient to achieve charge balancing. This application combines static and dynamic methods to adapt to the actual working conditions of non-traction power-consuming equipment, thereby achieving balanced control of the power battery charge in multi-axle new energy vehicles and effectively improving battery utilization.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle control technology, specifically to a method, device, equipment, and medium for equalizing the power battery charge of a multi-axle new energy vehicle. Background Technology

[0002] With the promotion and application of new energy technologies in the locomotive field, multi-axle new energy locomotives, due to their environmental protection and high efficiency advantages, are gradually replacing traditional fuel locomotives and are widely used in various scenarios such as rail transit, mining transportation, and engineering traction. The core power supply structure of this type of multi-axle new energy locomotive is as follows: each axle corresponds to an independent traction drive unit, and each traction drive unit and other power-consuming equipment on the locomotive draws power from the corresponding power battery pack, forming a basic power supply mode of "one axle, one traction drive unit, and one battery pack". Among them, the power-consuming units of new energy locomotives are mainly divided into two categories: one is the traction drive unit, which is used to drive the wheel set and is the core power-consuming component of the locomotive; the other is the non-traction power-consuming unit (i.e., non-traction power-consuming equipment), including air compressors, cooling fans, chargers, air conditioners, electric heaters, etc. The power consumption of these devices changes dynamically with the locomotive's operating conditions and is not a continuous and stable operation.

[0003] In related technologies, in order to avoid excessive differences in the power consumption of power battery packs, a "power balance distribution" strategy is usually adopted in the design stage. That is, according to the rated power of the non-traction power-consuming equipment that each power battery pack needs to be equipped with, the non-traction power-consuming load is distributed as evenly as possible to different power battery packs. It is hoped that by balancing the load distribution, the power consumption of each battery pack can be balanced.

[0004] However, while the technical solution can initially achieve load balancing at the theoretical design level, during actual locomotive operation, the working state of non-traction power-consuming equipment is random and uncertain (for example, air compressors and air conditioners only start under specific operating conditions, and cooling fans dynamically start, stop, or adjust their speed according to equipment temperature). This means that the various non-traction power-consuming devices do not necessarily work at the same time and consume power synchronously, which leads to the disruption of the originally designed "power balance distribution". The actual power load of each power battery pack varies greatly, which in turn causes a series of problems. Summary of the Invention

[0005] This application provides a method, apparatus, equipment, and medium for balancing the power battery charge of a multi-axle new energy vehicle, which can effectively achieve power balancing of the power battery pack of a multi-axle new energy vehicle to improve battery utilization.

[0006] In a first aspect, embodiments of this application provide a method for balancing the power battery charge of a multi-axle new energy vehicle, the method comprising:

[0007] The target static output coefficient of the traction drive unit on each power battery pack is determined based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack.

[0008] The power deviation value of each power battery pack is determined based on the real-time remaining power of all power battery packs;

[0009] For each power battery pack, when the power deviation value exceeds a preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value;

[0010] The output of the traction drive unit mounted on the corresponding power battery pack is controlled by the dynamic output correction coefficient and the target static output coefficient to achieve power balance.

[0011] In conjunction with the first aspect, in one implementation, determining the target static output coefficient of the traction drive unit mounted on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment mounted on each power battery pack includes:

[0012] For the nth power battery pack, the expected total power consumption is determined based on the rated power and expected operating time of all non-traction power-consuming equipment mounted on it;

[0013] The power consumption deviation coefficient is determined based on the expected total power consumption and the average expected total power consumption of all power battery packs;

[0014] The target static output coefficient of the traction drive unit mounted on the nth power battery pack is determined by the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit.

[0015] In conjunction with the first aspect, in one implementation, the calculation expression for the target static output coefficient is:

[0016]

[0017] In the formula, This represents the target static output coefficient of the traction drive unit mounted on the nth power battery pack. Indicates the reference output coefficient. This represents the power consumption deviation coefficient of all non-traction power-consuming devices mounted on the nth power battery pack.

[0018] In conjunction with the first aspect, in one embodiment, after the step of determining the target static output coefficient of the traction drive unit mounted on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment mounted on each power battery pack, the method further includes:

[0019] If it is detected that the target static output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range will be used as the new target static output coefficient of the target power battery pack.

[0020] Under the principle of ensuring that the total traction force remains unchanged and the wheelset does not slip, the target static output coefficients of all power battery packs are adjusted based on the new target static output coefficient to determine the new target static output coefficients of all power battery packs. All the new target static output coefficients are within the range of the output coefficient.

[0021] In conjunction with the first aspect, in one embodiment, after the step of determining the dynamic output correction coefficient based on the power deviation value, the method further includes:

[0022] If the dynamic output correction coefficient is detected to exceed the preset output correction coefficient range, the upper or lower limit of the output correction coefficient range will be used as the new dynamic output correction coefficient. The output correction coefficient range is used to avoid sudden changes in traction output and to avoid wheel slippage.

[0023] In conjunction with the first aspect, in one embodiment, the step of controlling the output of the traction drive unit mounted on the power battery pack using the dynamic output correction coefficient and the target static output coefficient includes:

[0024] The target output coefficient is determined based on the dynamic output correction coefficient and the target static output coefficient;

[0025] If it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, then the upper or lower limit of the output coefficient range will be used as the new target output coefficient of the target power battery pack.

[0026] Under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients of all power battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients of all power battery packs. All the new target output coefficients are within the range of the output coefficient.

[0027] The output of the traction drive unit mounted on the corresponding power battery pack is controlled based on the new target output coefficient.

[0028] In conjunction with the first aspect, in one embodiment, after the step of determining the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs, the method further includes:

[0029] If the power deviation of each power battery pack is within the preset deviation threshold range, the output of the traction drive unit mounted on the corresponding power battery pack is controlled by the target static output coefficient to achieve power balance.

[0030] Secondly, embodiments of this application provide a multi-axle new energy vehicle power battery power balancing device, the multi-axle new energy vehicle power battery power balancing device comprising:

[0031] The static processing module is used to determine the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack.

[0032] The dynamic processing module is used to determine the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs; for each power battery pack, when the power deviation value exceeds the preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value.

[0033] The equalization processing module is used to control the output of the traction drive unit mounted on the corresponding power battery pack through the dynamic output correction coefficient and the target static output coefficient, so as to achieve power balance.

[0034] In conjunction with the second aspect, in one implementation, the static processing module is specifically used for:

[0035] For the nth power battery pack, the expected total power consumption is determined based on the rated power and expected operating time of all non-traction power-consuming equipment mounted on it;

[0036] The power consumption deviation coefficient is determined based on the expected total power consumption and the average expected total power consumption of all power battery packs;

[0037] The target static output coefficient of the traction drive unit mounted on the nth power battery pack is determined by the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit.

[0038] In conjunction with the second aspect, in one implementation, the calculation expression for the target static output coefficient is:

[0039]

[0040] In the formula, This represents the target static output coefficient of the traction drive unit mounted on the nth power battery pack. Indicates the reference output coefficient. This represents the power consumption deviation coefficient of all non-traction power-consuming devices mounted on the nth power battery pack.

[0041] In conjunction with the second aspect, in one implementation, the static processing module is further configured to:

[0042] If it is detected that the target static output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range will be used as the new target static output coefficient of the target power battery pack.

[0043] Under the principle of ensuring that the total traction force remains unchanged and the wheelset does not slip, the target static output coefficients of all power battery packs are adjusted based on the new target static output coefficient to determine the new target static output coefficients of all power battery packs. All the new target static output coefficients are within the range of the output coefficient.

[0044] In conjunction with the second aspect, in one implementation, the dynamic processing module is further configured to:

[0045] If the dynamic output correction coefficient is detected to exceed the preset output correction coefficient range, the upper or lower limit of the output correction coefficient range will be used as the new dynamic output correction coefficient. The output correction coefficient range is used to avoid sudden changes in traction output and to avoid wheel slippage.

[0046] In conjunction with the second aspect, in one implementation, the equalization processing module is specifically used for:

[0047] The target output coefficient is determined based on the dynamic output correction coefficient and the target static output coefficient;

[0048] If it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, then the upper or lower limit of the output coefficient range will be used as the new target output coefficient of the target power battery pack.

[0049] Under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients of all power battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients of all power battery packs. All the new target output coefficients are within the range of the output coefficient.

[0050] The output of the traction drive unit mounted on the corresponding power battery pack is controlled based on the new target output coefficient.

[0051] In conjunction with the second aspect, in one implementation, the equalization processing module is further configured to:

[0052] If the power deviation of each power battery pack is within the preset deviation threshold range, the output of the traction drive unit mounted on the corresponding power battery pack is controlled by the target static output coefficient to achieve power balance.

[0053] Thirdly, this application provides a multi-axle new energy vehicle power battery power balancing device, which includes a processor, a memory, and a multi-axle new energy vehicle power battery power balancing program stored in the memory and executable by the processor. When the multi-axle new energy vehicle power battery power balancing program is executed by the processor, it implements the steps of the aforementioned multi-axle new energy vehicle power battery power balancing method.

[0054] Fourthly, embodiments of this application provide a computer-readable storage medium storing a multi-axle new energy vehicle power battery power balancing program, wherein when the multi-axle new energy vehicle power battery power balancing program is executed by a processor, it implements the steps of the aforementioned multi-axle new energy vehicle power battery power balancing method.

[0055] The beneficial effects of the technical solutions provided in this application include:

[0056] The target static output coefficient of the traction drive unit on each power battery pack is determined by the rated power and expected working time of the non-traction power-consuming equipment on each power battery pack. This compensates for the battery charge difference caused by the power consumption of the non-traction power-consuming equipment, reducing power consumption imbalance at the source. The power charge deviation value of each power battery pack is determined based on the real-time remaining power of all power battery packs. For each power battery pack, when the power charge deviation value exceeds a preset deviation threshold, a dynamic output correction coefficient is determined based on the power charge deviation value to compensate for dynamic operating condition differences that cannot be covered by static adjustments. The output of the traction drive unit on the corresponding power battery pack is controlled by the dynamic output correction coefficient and the target static output coefficient. That is, the traction output is finely corrected based on the static adjustment to achieve precise balance of power consumption, avoiding premature depletion of some batteries and excessive excess power in others. Therefore, this application adapts to the actual working conditions of non-traction power-consuming equipment through a combination of static and dynamic methods, achieving balanced power control to ensure that the power consumption of each power battery pack in a multi-axle new energy locomotive is as consistent as possible, thereby solving the power imbalance problem and effectively improving battery utilization. Attached Figure Description

[0057] Figure 1 This is a flowchart illustrating an embodiment of the power battery equalization method for multi-axle new energy vehicles according to this application;

[0058] Figure 2 For this application Figure 1A detailed flowchart of step S10;

[0059] Figure 3 For this application Figure 1 A detailed flowchart of step S40;

[0060] Figure 4 This is a schematic diagram of the functional modules of an embodiment of the multi-axle new energy vehicle power battery power balancing device of this application;

[0061] Figure 5 This is a schematic diagram of the hardware structure of the multi-axis new energy vehicle power battery power balancing device involved in the embodiments of this application. Detailed Implementation

[0062] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0063] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0064] In a first aspect, embodiments of this application provide a method for balancing the power battery charge of a multi-axle new energy vehicle.

[0065] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the multi-axle new energy vehicle power battery power balancing method of this application. Figure 1 As shown, the battery power balancing method for multi-axle new energy vehicles includes:

[0066] Step S10: Determine the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack.

[0067] As an example, it should be noted that existing technologies only address the power balancing of non-traction power-consuming equipment during the design phase, without considering the static and dynamic operating characteristics of this equipment (air compressor, air conditioner, etc.) under actual locomotive operating conditions. At the same time, some non-traction power-consuming equipment in different battery packs may be partially activated, partially deactivated, or partially operating at low power, leading to a significant deviation between the actual power load of each battery pack and the design value, thus causing the load balancing strategy to fail. Furthermore, due to differences in power load among the battery packs under actual operating conditions, a "power imbalance" may occur after long-term operation: some batteries, due to the varying power loads they bear... Frequent starts and high power consumption of non-traction power-consuming equipment lead to a rapid drop in battery power, causing the battery to reach the charging threshold prematurely. Meanwhile, other power battery packs, due to fewer starts or lower actual power consumption of their non-traction power-consuming equipment, still have a significant amount of battery power remaining, resulting in wasted power resources. This difference reduces the overall driving range of the locomotive. Furthermore, existing technology does not specifically address the balanced adjustment of battery power consumption under actual operating conditions. When power imbalances occur among the various power battery packs, it is impossible to effectively control and synchronize power consumption, forcing the locomotive to stop for charging, which affects the operational efficiency of the locomotive.

[0068] Based on this, the core defect of the existing technology lies in "only focusing on theoretical load balance, ignoring static load distribution during load working time, dynamic changes in working conditions, and lacking an active balancing control mechanism." To solve the above problems, this embodiment proposes a dual balancing control method that combines static and dynamic approaches to adapt to the actual working conditions of non-traction power-consuming equipment, and to achieve consistent power consumption of each power battery pack in a multi-axle new energy locomotive, thereby solving the problem of power imbalance. Specifically, for the static adjustment strategy, this embodiment will rationally allocate the output coefficient of each traction drive unit based on the rated power of the non-traction power-consuming equipment mounted on each power battery pack and the locomotive's working time, while ensuring that the total traction force remains unchanged, thereby reducing the difference in power consumption from the source.

[0069] It is worth noting that static adjustment is a pre-set basic balancing strategy. Based on the power parameters and preset working duration of the non-traction power-consuming equipment on each power battery pack, the parameters are set before the locomotive starts or at the beginning of operation. The core is to compensate for the differences in battery power caused by the power consumption of non-traction power-consuming equipment by adjusting the output coefficient of each traction drive unit. Specifically, parameter collection and statistics are first performed, that is, the rated power (which is a known value) of all non-traction power-consuming equipment on each power battery pack (corresponding to each axle) is collected, and the total rated power P of the non-traction power-consuming equipment on each power battery pack is calculated. n(n=1,2,...,N, where N is the number of power battery packs, corresponding to the number of locomotive axles. For example, if the number of axles is 2, then N=2; similarly, if the number of axles is 6, then N=6). Then, the working time of each non-traction power-consuming device is predicted. This can be done by combining the locomotive's past or preset working times to predict the locomotive's total daily working time T. Based on the total working time T, the estimated working time of each non-traction power-consuming device is determined by combining historical operating data. Of course, the accuracy of the estimated working time of the non-traction devices can also be optimized based on the locomotive's actual operating conditions. On this basis, with the goal of "the total power consumption (non-traction power consumption + traction power consumption) corresponding to each power battery pack tending to be consistent," the static output coefficient of each traction drive unit is calculated while ensuring the total traction force remains unchanged. For each power battery pack, the target static output coefficient of the traction drive unit on it will be determined based on the rated power of all non-traction power-consuming devices on it and the expected operating time.

[0070] It should be understood that, in order to ensure the traction performance and operational safety of the locomotive, all static and dynamic adjustments in this embodiment must meet the following core prerequisites: (1) Total traction force remains unchanged: After adjusting the output coefficient of each traction drive unit, the sum of the total output of all traction drive units remains consistent with that before the adjustment, ensuring that the locomotive's traction capacity is stable and does not decrease, meeting the work load requirements, and not affecting the normal operation of the locomotive; (2) Wheel set does not slip: The traction force of the wheel set driven by each power battery pack-powered traction drive unit must not exceed the maximum static friction force between the wheel set and the track (or ground) to avoid wheel set slippage. Specifically, this can be achieved by real-time monitoring of wheel set speed and traction force, setting a slippage warning threshold, and limiting the upper limit of the traction force setting to ensure that the adjusted traction output does not trigger the warning. In summary, this embodiment always ensures that the total traction force of the locomotive remains unchanged and that the wheel sets driven by each traction drive unit do not slip, taking into account both power balance and locomotive operation safety and traction performance.

[0071] Further, see Figure 2 As shown, the determination of the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack includes:

[0072] Step S101: For the nth power battery pack, determine the expected total power consumption based on the rated power and expected operating time of all non-traction power-consuming devices mounted on it;

[0073] Step S102: Determine the power consumption deviation coefficient based on the expected total power consumption and the average expected total power consumption of all power battery packs;

[0074] Step S103: Determine the target static output coefficient of the traction drive unit mounted on the nth power battery pack using the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit; wherein, the calculation expression of the target static output coefficient is:

[0075]

[0076] In the formula, This represents the target static output coefficient of the traction drive unit mounted on the nth power battery pack. Indicates the reference output coefficient. This represents the power consumption deviation coefficient of all non-traction power-consuming devices mounted on the nth power battery pack.

[0077] As an example, in this embodiment, the estimated total power consumption of non-traction power-consuming equipment mounted on each power battery pack is first calculated: In the formula, The estimated total power consumption of non-traction power-consuming equipment on the nth power battery pack, in kWh; The total rated power of the non-traction power-consuming equipment mounted on the nth power battery pack, in kW; The estimated operating time of the non-traction power-consuming equipment mounted on the nth power battery pack and ≤T, in hours; then calculate the power consumption deviation coefficient of the non-traction power-consuming equipment mounted on each power battery pack: ,in, The average of the estimated total power consumption of all non-traction power-consuming devices mounted on the power battery pack (i.e., the average estimated total power consumption). ; This refers to the power consumption deviation coefficient for all non-traction power-consuming devices mounted on the nth power battery pack. It should be understood that... A value greater than 1 indicates that the power consumption of the non-traction power-consuming equipment mounted on the battery pack is higher than the average level. <1 indicates that the power consumption of the non-traction power-consuming equipment in the power battery pack is lower than the average level.

[0078] Finally, the initial value of the static output coefficient (i.e., the target static output coefficient) of the traction drive unit equipped in each power battery pack is calculated: In the formula, This is the reference output coefficient of the traction drive unit, which can preferably be set to 1.0. The specific value can be calibrated according to the total traction force requirement of the locomotive, and is not limited here. The target static output coefficient of the traction drive unit equipped with the nth power battery pack is based on the core logic that "the higher the non-traction power consumption, the lower the traction output coefficient value" in order to achieve a balance in total power consumption.

[0079] As can be seen from the above scheme, the essence of this embodiment is to use the power consumption deviation coefficient. To compensate for the differences in non-traction power consumption equipment in each power battery pack: the power battery pack with a larger total power of non-traction power consumption equipment and a longer expected working time will have more non-traction power consumption, and the corresponding traction output coefficient value will be lower, thereby reducing traction power consumption; conversely, the power battery pack with less non-traction power consumption can have its corresponding traction output coefficient value appropriately increased to increase traction power consumption, and ultimately achieve a balance in the total power consumption (non-traction power consumption + traction power consumption) of each power battery pack.

[0080] Furthermore, in one embodiment, after determining the target static output coefficient of the traction drive unit mounted on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment mounted on each power battery pack, the method further includes:

[0081] If it is detected that the target static output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range will be used as the new target static output coefficient of the target power battery pack.

[0082] Under the principle of ensuring that the total traction force remains unchanged and the wheelset does not slip, the target static output coefficients of all power battery packs are adjusted based on the new target static output coefficient to determine the new target static output coefficients of all power battery packs. All the new target static output coefficients are within the range of the output coefficient.

[0083] As an example, in this embodiment, the initially calculated target static output coefficient will be calibrated to ensure that the values ​​of all coefficients are within the preset output coefficient range, and that the sum of the products of the target static output coefficients of all traction drive units and the rated output of the corresponding traction modules is equal to the total output corresponding to the total rated traction force of the locomotive. It should be noted that the specific value of the output coefficient range can be determined according to the rated output of the locomotive traction module, battery capacity, and operating load requirements. For example, it is preferable to set the output coefficient range to [0.8, 1.2], but it can also be adjusted to other reasonable ranges such as [0.7, 1.3], which are not limited here.

[0084] Specifically, based on the actual parameters of non-traction power-consuming equipment, we assume that the locomotive has 6 axles (i.e., 6 battery packs and 6 traction drive units, N=6). =1.0, the total operating time of the locomotive is T=8h, and the complete calculation process of the specific parameters and target static output coefficient of the non-traction power-consuming equipment on each power battery pack is as follows, and the entire process follows the core premise of "total traction force remains unchanged and static output coefficient is within the range of 0.8-1.2":

[0085] (1) Parameter acquisition (can be adjusted according to actual working conditions): The No. 1 power battery pack is equipped with a 25kW air compressor, and the estimated working time of the non-traction power-consuming equipment on it is based on the actual working conditions. The average operating time of battery pack #1 is determined to be 30 minutes per hour (0.5 hours), resulting in an average hourly power output of 25kW × 0.5h / 1h = 12.5kW. Similarly, battery pack #2, equipped with a 25kW air compressor (same as #1), has an average hourly power output of 12.5kW. Battery pack #3, equipped with an 18kW fan, operates for an average of 40 minutes per hour (40 / 60 ≈ 0.667 hours), resulting in an average hourly power output of 18kW × 0.667h / 1h ≈ 12.0kW. Battery pack #4, also equipped with an 18kW fan (same as #3), has an average hourly power output of ≈ 12.0kW. Battery pack #5, equipped with a 20kW charger, has an average hourly power output of 10kW. Battery pack #6, equipped with a 100KVA auxiliary converter system, has an average hourly power output of 15kW.

[0086] (2) Calculation of the estimated total power consumption of non-traction power-consuming equipment, since the aforementioned average hourly power is based on Therefore, the total operating time of the locomotive can be directly used as the conversion factor when calculating the estimated total power consumption. If the value of is taken, then: =12.5kW × 8h = 100kWh; =12.5kW × 8h = 100kWh; =12.0kW×8h=96kWh; =12.0kW×8h=96kWh; =10kW×8h=80kWh; =15kW×8h=120kWh.

[0087] (3) Deviation coefficient calculation: Total non-traction power consumption = 100 + 100 + 96 + 96 + 80 + 120 = 600 kWh; =600kWh ÷ 6 = 100kWh; ; ; ; ; ; .

[0088] (4) Calculation of the target static output coefficient: =1.0 / 1.0=1.0; =1.0 / 1.0=1.0; =1.0 / 0.96≈1.042; =1.0 / 0.96≈1.042; =1.0 / 0.8=1.25; =1.0 / 1.2≈0.833.

[0089] (5) Coefficient calibration (correcting out-of-range coefficients to ensure total traction remains constant): First, due to the No. 5 power battery pack (i.e., the target power battery pack) =1.25, which exceeds the reasonable range of [0.8, 1.2]. Therefore, it should be calibrated to 1.2 (i.e., the maximum reasonable value, which is also the new target static output coefficient). Similarly, if there exists a... If the coefficient is less than 0.8, it is calibrated to 0.8, which is the minimum reasonable value. At this time, the new target static output coefficient of the No. 5 power battery pack is reduced by 0.05 compared with its initial target static output coefficient, and its corresponding total traction output is reduced by 0.05F (assuming the rated output of a single traction drive unit is F, which is suitable for the conventional design of multi-axle locomotives). In order to strictly ensure that the total traction force remains unchanged, the reduced 0.05F needs to be evenly distributed to the No. 3 and No. 4 power battery packs, which have a target static output coefficient higher than 1.0 and a larger adjustment space (the target static output coefficient of both is 1.042, which is higher than 1.0 and can still be kept within a reasonable range after adjustment). Therefore, the coefficient value that needs to be reduced for a single power battery pack after distribution is 0.05 ÷ 2 = 0.012. Therefore, the new target static output coefficient of the No. 3 and No. 4 power battery packs after calibration is 1.042 - 0.012 = 1.03.

[0090] After the distribution and verification, a slight deviation in the total traction force was found (the initial total traction force was 6F, and the calibrated total output force was 6.093F, a deviation of 0.093F). Therefore, a fine-tuning was performed on the No. 5 power battery pack (the new target static output force coefficient is 1.2), which has sufficient adjustment space. The excess 0.093F deviation was distributed to No. 5. After fine-tuning... =1.2-0.093÷1=1.107, which is still within the range of [0.8,1.2].

[0091] (6) Final calculation power verification (i.e., confirming that the total traction force remains unchanged and the coefficients are compliant): After fine-tuning, the total traction output = F×(1.0+1.0+1.03+1.03+1.107+0.833)=F×6, which is the same as the initial total traction force 6F, satisfying the requirement that the total traction force of the locomotive remains unchanged; at the same time, all output coefficients are within the range of [0.8,1.2], and the calibration is effective.

[0092] (7) Final determination of the target static output coefficient: =1.0 (Non-traction power consumption is equal to the average level and no adjustment is needed). =1.0 (consistent with number 1), =1.03 (after apportionment calibration to meet total traction requirements). =1.03 (consistent with number 3) =1.107 (After calibration, non-traction power consumption is the lowest, traction output coefficient is the highest, and traction power consumption is increased). =0.833 (non-traction power consumption is the highest, and the traction output coefficient is the lowest, but within a reasonable range); This calibration result not only accurately compensates for the difference in power capacity caused by the different non-traction power consumption of each power battery pack, but also strictly follows the premise of constant total traction force and coefficient within a reasonable range, fully conforming to the actual equipment operating conditions and completing the entire static adjustment process.

[0093] Step S20: Determine the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs.

[0094] As an example, in this embodiment, dynamic adjustment is implemented as a real-time correction strategy, continuously operating during locomotive operation. Based on the real-time power level of each battery pack, subtle adjustments are made to the target static output coefficient to compensate for dynamic operating condition differences that static adjustment cannot cover (such as sudden start-stop of non-traction power-consuming equipment, seasonal on / off cycles of equipment like air conditioners and electric heaters, and discrepancies between actual and predicted power consumption), achieving precise balance in power consumption. Specifically, the real-time power level of each battery pack is first collected: the remaining power level of each battery pack is collected in real time through the Battery Management System (BMS). (n=1,2,...,N), the data acquisition frequency is no less than 1 time / second to ensure real-time data; then, power deviation judgment is performed: calculate the real-time remaining power of each power battery pack n. Average remaining capacity of all power battery packs The deviation between them is used to obtain the power deviation value of each power battery pack n. Based on the power deviation value The relationship between the magnitude of the deviation and the preset deviation threshold is used to determine whether there is a power imbalance in each power battery pack, thus providing a basis for subsequent dynamic adjustments.

[0095] Furthermore, in one embodiment, after determining the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs, the method further includes:

[0096] If the power deviation of each power battery pack is within the preset deviation threshold range, the output of the traction drive unit mounted on the corresponding power battery pack is controlled by the target static output coefficient to achieve power balance.

[0097] As an example, it should be noted that the specific value of the deviation threshold range can be determined based on the actual battery performance (such as lithium battery, lithium iron phosphate battery), and is not limited here. For example, the deviation threshold range can be set to [-2%, 2%] to avoid frequent adjustments while ensuring the accuracy of power balance. In this embodiment, for each power battery pack, it is necessary to determine its corresponding... Whether it falls within [-2%, 2%], if the power deviation value of all power battery packs If all values ​​fall within [-2%, 2%], it indicates that there is no power imbalance in any of the power battery packs. Therefore, no further dynamic adjustments are needed for any of the power battery packs. Thus, power balance can be achieved by directly controlling the output of the traction drive unit equipped with each power battery pack through the target static output coefficient corresponding to each power battery pack.

[0098] Step S30: For each power battery pack, when the power deviation value exceeds a preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value.

[0099] As an example, in this embodiment, if a power deviation value of at least one power battery pack is detected... If the value exceeds the range of [-2%, 2%], it is determined that the power battery pack has a power imbalance. In this case, dynamic adjustment of all power battery packs is required. Specifically, when... > A deviation threshold of 2% (surplus power) indicates that the power battery pack is consuming too little power, and the dynamic correction coefficient needs to be increased. (If it is a positive value), increasing the traction output coefficient increases traction power consumption; when < -2% below the deviation threshold (low battery level) indicates that the battery pack is consuming too much power, and the dynamic correction coefficient needs to be reduced. (It is a negative value) to reduce the traction output coefficient and reduce traction power consumption. Based on this, this embodiment will determine the traction power deviation value. Determine the dynamic output correction coefficient for each power battery pack. : , This is a constant coefficient, and its specific value can be selected as an empirical value or determined according to actual needs; no limitation is made here.

[0100] Furthermore, in one embodiment, after the step of determining the dynamic output correction coefficient based on the power deviation value, the method further includes:

[0101] If the dynamic output correction coefficient is detected to exceed the preset output correction coefficient range, the upper or lower limit of the output correction coefficient range will be used as the new dynamic output correction coefficient. The output correction coefficient range is used to avoid sudden changes in traction output and to avoid wheel slippage.

[0102] As an example, in this embodiment, to avoid sudden changes in traction output, ensure smooth locomotive operation, and prevent wheel slippage, the dynamic adjustment range will be controlled. Specifically, a range of output correction coefficients will be set to ensure that all dynamic correction coefficients... All fall within the range of this output correction coefficient, making the dynamic correction coefficient... The adjustment range is controlled within a small range. It should be noted that the specific value of the output correction coefficient range can be determined according to the battery power deviation threshold, locomotive running stability requirements, etc., and is not limited here. For example, the output correction coefficient range can be set to [-0.05, 0.05] to ensure smooth adjustment.

[0103] Based on this, if the dynamic output correction coefficient of any power battery pack is detected... If the output exceeds the range of [-0.05, 0.05], the dynamic output correction coefficient will be adjusted based on the upper and lower limits of this range. Make corrections; for example, the dynamic output correction coefficient of a certain power battery pack. If the value is less than -0.05, then -0.05 will be directly used as the new dynamic output correction coefficient for the power battery pack. However, if the dynamic output correction coefficient of a certain power battery pack If the value is greater than 0.05, then 0.05 will be directly used as the new dynamic output correction coefficient for the power battery pack. This is to ensure a smooth adjustment.

[0104] Step S40: The output of the traction drive unit mounted on the corresponding power battery pack is controlled by the dynamic output correction coefficient and the target static output coefficient to achieve power balance.

[0105] As an example, in this embodiment, the dynamic output correction coefficient of each power battery pack is determined. and target static output coefficient Then, the dynamic output coefficient of the traction drive unit mounted on each power battery pack can be calculated, and the output of the corresponding traction drive unit can be controlled according to the dynamic output coefficient to achieve power balance. It can be seen that this embodiment, through a dynamic adjustment strategy, can make subtle corrections to the traction output based on static adjustments, achieving precise balance of power consumption and avoiding premature depletion of some batteries and excessive excess power in others.

[0106] Further, see Figure 3As shown, the method of controlling the output of the traction drive unit mounted on the power battery pack through the dynamic output correction coefficient and the target static output coefficient includes:

[0107] Step S401: Determine the target output coefficient based on the dynamic output correction coefficient and the target static output coefficient;

[0108] Step S402: If it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, then the upper or lower limit of the output coefficient range is taken as the new target output coefficient of the target power battery pack.

[0109] Step S403: Under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients corresponding to all power battery packs are adjusted based on the new target output coefficients to determine the new target output coefficients of all power battery packs, wherein all new target output coefficients are within the range of the output coefficients.

[0110] Step S404: Control the output of the traction drive unit mounted on the corresponding power battery pack based on the new target output coefficient.

[0111] As an example, in this embodiment, the dynamic output correction coefficient of each power battery pack is first determined. and target static output coefficient Calculate the corresponding target output coefficient (i.e., dynamic output coefficient) for each. Then, the calculated target output coefficient is... Perform constraint verification, that is, ensure two core premises: (1) The calculation after the introduction ensures that the output coefficient of the power is still within the reasonable range of [0.8, 1.2], avoiding excessive fluctuations in traction output; (2) The output of the adjusted traction drive unit will not cause the corresponding wheel set to slip. It can be determined by real-time monitoring of the wheel set speed difference and traction force. If it approaches the slip threshold (i.e., the wheel set speed difference warning threshold, the specific value of which can be set according to the friction coefficient between the wheel set and the track (or the ground) and the locomotive load, such as 5%, then the speed difference exceeding 5% is judged as close to slip), the adjustment in this direction will be stopped immediately to ensure that slippage is not triggered during the adjustment process and to prioritize safety.

[0112] Specifically, if the target output coefficient of all power battery packs If all values ​​fall within the range of [0.8, 1.2], it indicates that the dynamic adjustment meets the two core prerequisites mentioned above. The target output coefficient that has passed the verification is then directly sent to each traction drive unit to adjust the traction output. At the same time, the remaining power of each power battery pack is continuously collected, the power deviation is calculated in real time, and the dynamic output correction coefficient is dynamically updated to form a closed-loop control, ensuring that the power of each power battery pack always tends to be consistent.

[0113] If the target output coefficient for at least one target battery pack exceeds the range of [0.8, 1.2], the target output coefficient needs to be calibrated. Specifically, the upper or lower limit of the range [0.8, 1.2] is used as the new target output coefficient for the target battery pack. Then, while ensuring the total traction remains constant and the wheelset does not slip, the target output coefficients for all battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients for all battery packs, ensuring that all new target output coefficients are within the range of [0.8, 1.2]. Finally, the output of the traction drive unit mounted on the corresponding battery pack is controlled based on the new target output coefficient. It should be noted that the calibration method and principle of the target output coefficient are similar to those of the aforementioned target static output coefficient, and will not be elaborated upon here for the sake of simplicity.

[0114] In summary, the overall control flow of this embodiment is as follows: (1) Before locomotive starts: complete static adjustment, collect parameters of non-traction power-consuming equipment, predict working time, calculate and set the static output coefficient of each traction drive unit, and ensure that the total traction force remains unchanged and the coefficient is within a reasonable range; (2) During locomotive operation: start dynamic adjustment, collect the remaining power of each power battery pack and the running status of the wheel set in real time, judge the power deviation, calculate and execute dynamic correction, and continuously optimize the closed loop; (3) Abnormal handling: if it is detected that the wheel set driven by a certain traction drive unit is close to the slip threshold, immediately suspend the dynamic adjustment of the traction drive unit, prioritize maintaining the current output, and resume adjustment after the wheel set status is stable; if the power of a certain power battery pack is abnormally low (below the safety threshold), issue an early warning and adjust the traction output of other power battery packs to extend the working time as much as possible until it is safe to stop and charge. As can be seen, this embodiment adopts a dual control mode of "static + dynamic". The core relies on the accurate calculation of the static output coefficient to compensate for the static power consumption difference of the locomotive's non-traction power-consuming equipment from the source. Then, it dynamically corrects the power consumption difference through the real-time battery power deviation, adapts to the changes in operating conditions in real time, realizes the balance and closed-loop control of the multi-axle battery power, has a fast response speed, and can effectively compensate for the power consumption fluctuation caused by the sudden start and stop of non-traction power-consuming equipment.

[0115] Specifically, the multi-axle new energy vehicle power battery power balancing method provided in this embodiment has at least the following advantages:

[0116] (1) Good power balance and improved battery utilization: Through static + dynamic dual control, it can not only compensate for the load distribution deviation in the design stage, but also adapt to the dynamic working conditions of non-traction equipment in real time, effectively solve the problem of uneven power consumption of each power battery pack, avoid some batteries from running out of power in advance and some batteries from being surplus, and greatly improve the utilization of power batteries.

[0117] (2) Ensure locomotive range and operating efficiency: Ensure that the power consumption of each power battery pack is synchronized, which can avoid locomotive shutdown for charging due to the depletion of a single power battery pack, extend the locomotive's single-operation range, and improve operating efficiency, especially suitable for long-term continuous operation scenarios;

[0118] (3) It does not affect the locomotive's traction performance and operational safety: Both adjustments are based on the premise of "unchanged total traction force and no wheel slippage". By reasonably controlling the range of output coefficient and adjustment range, the locomotive's traction capacity is ensured not to decrease, while avoiding wheel slippage and ensuring operational safety.

[0119] (4) Strong versatility and adaptability to various multi-axle locomotives: It is suitable for new energy locomotives with 2 or more axles and different numbers of axles. The core is adapted to the power supply structure of "independent traction drive unit for each axle + corresponding power battery pack". At the same time, it can be adapted to various non-traction power-consuming equipment of locomotives such as air compressor, cooling fan, charger, air conditioner, electric heater, auxiliary converter system, etc. Regardless of the start-stop characteristics of the equipment, the power balance can be achieved through dual adjustment. There is no need to carry out large-scale modification of the locomotive hardware structure. It can be achieved by optimizing the control logic. It has strong adaptability and is easy to promote and apply.

[0120] (5) Precise control and adaptability to dynamic working conditions: The dynamic adjustment is based on the closed-loop control of real-time power data. It has a fast response speed and can accurately compensate for the power deviation caused by the sudden start and stop of non-traction power-consuming equipment and power consumption fluctuations. The control accuracy is higher than that of the existing static allocation strategy.

[0121] (6) Extend battery life: The power consumption of each power battery pack is balanced, which can avoid overcharging and over-discharging of the battery (causing the whole machine to shut down due to some batteries being depleted in advance, thus preventing other batteries from continuing to discharge), reduce battery wear, and extend the overall life of the power battery pack.

[0122] Based on this, this embodiment can not only solve the problem of uneven power consumption of each power battery pack caused by the randomness of the working state of non-traction power-consuming equipment in multi-axle new energy locomotives (2 axles and above), but also solve the problem that the existing "power balance distribution" strategy is only applicable to static design and cannot be adapted to the dynamic working conditions of non-traction equipment, resulting in some battery packs being depleted of power in advance and some battery packs having surplus power. At the same time, it can realize the synchronous power consumption of each power battery pack, avoiding the situation where when a single battery pack needs to be charged due to low power, other battery packs still have a large amount of surplus power, thereby improving battery utilization and locomotive range, and thus solving the problem of excessive differences in the number of charging cycles of each battery after long-term operation, resulting in excessive differences in battery capacity decay.

[0123] It is worth noting that this embodiment has been verified through experiments on a 6-axle new energy locomotive. The experimental conditions are as follows: the locomotive is equipped with 6 power battery packs and 6 independent traction drive units. Non-traction power-consuming equipment includes an air compressor, air conditioner, and cooling fan. The experiment lasted for 8 hours, simulating the dynamic start-stop conditions of non-traction power-consuming equipment in actual operation. The experimental results show that after adopting the dual control method of this embodiment, the difference in power consumption of each power battery pack is controlled within ±2%, and there is no premature power battery pack depletion. The total traction force of the locomotive remains stable, and there is no wheel slippage. Compared with the existing static allocation strategy, the battery utilization rate is improved by more than 25%, and the locomotive's single-charge range is extended by more than 20%, verifying the effectiveness and reliability of the solution in this embodiment.

[0124] Secondly, embodiments of this application also provide a power battery equalization device for multi-axle new energy vehicles.

[0125] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the multi-axle new energy vehicle power battery power balancing device of this application. Figure 4 As shown, the power battery equalization device for multi-axle new energy vehicles includes:

[0126] The static processing module is used to determine the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack.

[0127] The dynamic processing module is used to determine the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs; for each power battery pack, when the power deviation value exceeds the preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value.

[0128] The equalization processing module is used to control the output of the traction drive unit mounted on the corresponding power battery pack through the dynamic output correction coefficient and the target static output coefficient, so as to achieve power balance.

[0129] Furthermore, in one embodiment, the static processing module is specifically used for:

[0130] For the nth power battery pack, the expected total power consumption is determined based on the rated power and expected operating time of all non-traction power-consuming equipment mounted on it;

[0131] The power consumption deviation coefficient is determined based on the expected total power consumption and the average expected total power consumption of all power battery packs;

[0132] The target static output coefficient of the traction drive unit mounted on the nth power battery pack is determined by the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit.

[0133] Furthermore, in one embodiment, the calculation expression for the target static output coefficient is:

[0134]

[0135] In the formula, This represents the target static output coefficient of the traction drive unit mounted on the nth power battery pack. Indicates the reference output coefficient. This represents the power consumption deviation coefficient of all non-traction power-consuming devices mounted on the nth power battery pack.

[0136] Furthermore, in one embodiment, the static processing module is also used for:

[0137] If it is detected that the target static output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range will be used as the new target static output coefficient of the target power battery pack.

[0138] Under the principle of ensuring that the total traction force remains unchanged and the wheelset does not slip, the target static output coefficients of all power battery packs are adjusted based on the new target static output coefficient to determine the new target static output coefficients of all power battery packs. All the new target static output coefficients are within the range of the output coefficient.

[0139] Furthermore, in one embodiment, the dynamic processing module is also used for:

[0140] If the dynamic output correction coefficient is detected to exceed the preset output correction coefficient range, the upper or lower limit of the output correction coefficient range will be used as the new dynamic output correction coefficient. The output correction coefficient range is used to avoid sudden changes in traction output and to avoid wheel slippage.

[0141] Furthermore, in one embodiment, the equalization processing module is specifically used for:

[0142] The target output coefficient is determined based on the dynamic output correction coefficient and the target static output coefficient;

[0143] If it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, then the upper or lower limit of the output coefficient range will be used as the new target output coefficient of the target power battery pack.

[0144] Under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients of all power battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients of all power battery packs. All the new target output coefficients are within the range of the output coefficient.

[0145] The output of the traction drive unit mounted on the corresponding power battery pack is controlled based on the new target output coefficient.

[0146] Furthermore, in one embodiment, the equalization processing module is also used for:

[0147] If the power deviation of each power battery pack is within the preset deviation threshold range, the output of the traction drive unit mounted on the corresponding power battery pack is controlled by the target static output coefficient to achieve power balance.

[0148] The functions of each module in the aforementioned multi-axle new energy vehicle power battery power balancing device correspond to the steps in the aforementioned multi-axle new energy vehicle power battery power balancing method embodiment, and their functions and implementation processes will not be described in detail here.

[0149] Thirdly, this application provides a multi-axle new energy vehicle power battery power balancing device, which can be a personal computer (PC), laptop computer, server or other device with data processing function.

[0150] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the multi-axle new energy vehicle power battery power balancing device involved in the embodiments of this application. In this embodiment, the multi-axle new energy vehicle power battery power balancing device may include a processor, a memory, a communication interface, and a communication bus.

[0151] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0152] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the multi-axle new energy vehicle power battery balancing equipment, as well as interfaces used for interconnecting the multi-axle new energy vehicle power battery balancing equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0153] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0154] The processor can be a general-purpose processor, which can call the multi-axle new energy vehicle power battery balancing program stored in the memory and execute the multi-axle new energy vehicle power battery balancing method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the multi-axle new energy vehicle power battery balancing program is called can be referred to the various embodiments of the multi-axle new energy vehicle power battery balancing method of this application, and will not be repeated here.

[0155] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0156] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0157] This application stores a multi-axle new energy vehicle power battery power balancing program on a readable storage medium. When the multi-axle new energy vehicle power battery power balancing program is executed by a processor, it implements the steps of the multi-axle new energy vehicle power battery power balancing method described above.

[0158] The method implemented when the power battery power balancing procedure for multi-axle new energy vehicles is executed can be referred to in various embodiments of the power battery power balancing method for multi-axle new energy vehicles in this application, and will not be repeated here.

[0159] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0160] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0161] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0162] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0163] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0164] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0165] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for balancing the power battery charge of a multi-axle new energy vehicle, characterized in that, The method for balancing the power battery charge of multi-axle new energy vehicles includes: The target static output coefficient of the traction drive unit on each power battery pack is determined based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack. The power deviation value of each power battery pack is determined based on the real-time remaining power of all power battery packs; For each power battery pack, when the power deviation value exceeds a preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value; The output of the traction drive unit mounted on the corresponding power battery pack is controlled by the dynamic output correction coefficient and the target static output coefficient to achieve power balance. The determination of the target static output coefficient of the traction drive unit on each power battery pack, based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack, includes: For the nth power battery pack, the expected total power consumption is determined based on the rated power and expected operating time of all non-traction power-consuming equipment mounted on it; The power consumption deviation coefficient is determined based on the expected total power consumption and the average expected total power consumption of all power battery packs; The target static output coefficient of the traction drive unit mounted on the nth power battery pack is determined by the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit. The method of controlling the output of the traction drive unit mounted on the power battery pack through the dynamic output correction coefficient and the target static output coefficient includes: The target output coefficient is determined based on the dynamic output correction coefficient and the target static output coefficient; If it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, then the upper or lower limit of the output coefficient range will be used as the new target output coefficient of the target power battery pack. Under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients of all power battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients of all power battery packs. All the new target output coefficients are within the range of the output coefficient. The output of the traction drive unit mounted on the corresponding power battery pack is controlled based on the new target output coefficient.

2. The method for balancing the power battery charge of a multi-axle new energy vehicle as described in claim 1, characterized in that, The calculation expression for the target static output coefficient is as follows: In the formula, This represents the target static output coefficient of the traction drive unit mounted on the nth power battery pack. Indicates the reference output coefficient. This represents the power consumption deviation coefficient of all non-traction power-consuming devices mounted on the nth power battery pack.

3. The method for balancing the power battery charge of a multi-axle new energy vehicle as described in claim 1, characterized in that, After determining the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack, the method further includes: If it is detected that the target static output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range will be used as the new target static output coefficient of the target power battery pack. Under the principle of ensuring that the total traction force remains unchanged and the wheelset does not slip, the target static output coefficients of all power battery packs are adjusted based on the new target static output coefficient to determine the new target static output coefficients of all power battery packs. All the new target static output coefficients are within the range of the output coefficient.

4. The method for balancing the power battery charge of a multi-axle new energy vehicle as described in claim 1, characterized in that, After the step of determining the dynamic output correction coefficient based on the power deviation value, the method further includes: If the dynamic output correction coefficient is detected to exceed the preset output correction coefficient range, the upper or lower limit of the output correction coefficient range will be used as the new dynamic output correction coefficient. The output correction coefficient range is used to avoid sudden changes in traction output and to avoid wheel slippage.

5. The method for balancing the power battery charge of a multi-axle new energy vehicle as described in claim 1, characterized in that, After the step of determining the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs, the method further includes: If the power deviation of each power battery pack is within the preset deviation threshold range, the output of the traction drive unit mounted on the corresponding power battery pack is controlled by the target static output coefficient to achieve power balance.

6. A power battery equalization device for multi-axle new energy vehicles, characterized in that, The multi-axle new energy vehicle power battery power balancing device includes: The static processing module is used to determine the target static output coefficient of the traction drive unit on each power battery pack based on the rated power and expected operating time of the non-traction power-consuming equipment on each power battery pack. The dynamic processing module is used to determine the power deviation value of each power battery pack based on the real-time remaining power of all power battery packs; for each power battery pack, when the power deviation value exceeds the preset deviation threshold range, a dynamic output correction coefficient is determined based on the power deviation value. The equalization processing module is used to control the output of the traction drive unit mounted on the corresponding power battery pack through the dynamic output correction coefficient and the target static output coefficient, so as to achieve power balance. Specifically, the static processing module is used to determine the expected total power consumption for the nth power battery pack based on the rated power and expected operating time of all non-traction power-consuming devices mounted on it; determine the power consumption deviation coefficient based on the expected total power consumption and the average expected total power consumption of all power battery packs; and determine the target static output coefficient of the traction drive unit mounted on the nth power battery pack through the power consumption deviation coefficient and the preset reference output coefficient corresponding to the traction drive unit. The equalization processing module is specifically used to determine the target output coefficient based on the dynamic output correction coefficient and the target static output coefficient; if it is detected that the target output coefficient of at least one target power battery pack exceeds the preset output coefficient range, the upper or lower limit of the output coefficient range is taken as the new target output coefficient of the target power battery pack; under the principle of ensuring that the total traction force remains unchanged and the wheel set does not slip, the target output coefficients of all power battery packs are adjusted based on the new target output coefficient to determine the new target output coefficients of all power battery packs, wherein all the new target output coefficients are within the output coefficient range; and the output of the traction drive unit mounted on the corresponding power battery pack is controlled based on the new target output coefficient.

7. A power battery equalization device for multi-axle new energy vehicles, characterized in that, The multi-axle new energy vehicle power battery power balancing device includes a processor, a memory, and a multi-axle new energy vehicle power battery power balancing program stored in the memory and executable by the processor. When the multi-axle new energy vehicle power battery power balancing program is executed by the processor, it implements the steps of the multi-axle new energy vehicle power battery power balancing method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a multi-axle new energy vehicle power battery power balancing program, wherein when the multi-axle new energy vehicle power battery power balancing program is executed by a processor, it implements the steps of the multi-axle new energy vehicle power battery power balancing method as described in any one of claims 1 to 5.

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