Charging control method and device for energy storage tramcar and readable storage medium

Abstract

The application discloses a charging control method and device of an energy storage tram and a readable storage medium, belongs to the field of ground charging pile charging control, and through acquisition of vehicle identity information, parking position information, battery parameter information, return-to-depot time information and next-day operation mileage of a plurality of trams parked in parking lanes, and provision of ground charging devices in the parking lanes, the trams can be automatically matched to corresponding ground charging devices for charging even when randomly parked, and the flexibility of the charging process is improved; after safety checking in combination with the vehicle identity information, the parking position information and the battery parameter information, the charging process is executed, and the safety of the charging process is improved; and in combination with the battery parameter information, the return-to-depot time information and the next-day operation mileage, a charging sequence is determined according to a charging sequence, and the ground charging devices of the corresponding parking lanes are controlled to complete charging according to the charging sequence, and the rationality of charging scheduling and the automation degree of execution are taken into account.

Description

Technical Field

[0001] This invention relates to the field of charging control for ground-based charging piles, and in particular to a charging control method, equipment, and readable storage medium for an energy storage tram. Background Technology

[0002] Energy storage trams are typically equipped with energy storage power sources. After completing their daily operational tasks and returning to the depot, multiple energy storage trams need to park in the station's parking lane and connect to ground charging devices for recharging to ensure the normal execution of the next day's operations. However, there is a lack of mature charging control methods for energy storage trams. Under the current charging control methods for energy storage trams, the flexibility, rationality, and safety of the charging process are poor.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a charging control method, device, and readable storage medium for energy storage trams. By acquiring vehicle identity information, parking location information, battery parameter information, return time information, and next day's operating mileage of multiple trams parked in the parking lane upon returning to the depot, the trams undergo safety verification. After passing the verification, the charging sequence of the multiple trams is determined by comprehensively considering the above multi-dimensional data, thus obtaining a charging sequence. This allows the ground charging device installed in the parking lane to charge the parked vehicles according to the charging sequence, thereby achieving automatic matching between the vehicles and the ground charging device, reasonable arrangement of the charging sequence, and safety protection during the tram's return to the depot for charging.

[0005] To address the aforementioned technical problems, this invention provides a charging control method for an energy storage tram, applied to a charging management platform, comprising: The system acquires vehicle identification information, parking location information, battery parameter information, return time information, and next day's operating mileage for multiple trams parked in the parking lane, wherein the parking lane is equipped with a ground charging device. The tram is subjected to safety verification based on the vehicle identification information, the parking location information, and the battery parameter information. After the verification is passed, the charging sequence of the multiple trams is determined based on the battery parameter information, the return time information, and the next day's operating mileage, thus obtaining the charging sequence. According to the charging sequence, the ground charging device of each parking lane is controlled to charge the tram parked in that parking lane.

[0006] On the other hand, the charging control method for the energy storage tram also includes: During periods of low electricity prices, an electricity price correction coefficient corresponding to the remaining battery capacity in the battery parameter information is determined based on a preset negative correlation. During peak electricity price periods, the electricity price correction coefficient corresponding to the remaining battery capacity is determined based on a preset positive correlation. The step of determining the charging sequence of multiple trams based on the battery parameter information, the return time information, and the next day's operating mileage, to obtain a charging sequence, includes: Based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, the charging sequence of multiple trams is determined.

[0007] On the other hand, the charging control method for the energy storage tram also includes: Obtain the load information of the ground charging device; The step of determining the charging sequence of multiple trams based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, to obtain the charging sequence, includes: Based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, the priority score of each tram is determined, and the initial charging sequence is determined according to the priority score from high to low. The initial charging sequence is adjusted based on the load information of the ground charging device to obtain the charging sequence.

[0008] On the other hand, determining the priority score of each tram based on the battery parameter information, the return-to-depot time information, the next day's operating mileage, and the electricity price correction coefficient includes: If the remaining battery power in the battery parameter information is higher than a preset power threshold, the priority score is determined using a first weighted scoring model. The first weighted scoring model is: ; If the remaining battery power is not higher than the preset power threshold, the priority score is determined using the second weighted scoring model. The second weighted scoring model is: ; in, S The priority score is... SOC The remaining power of the battery. L The mileage for the next day's operation. T This refers to the return time sequence number corresponding to the return time information.H The battery health status, K price The electricity price correction factor is... M The expedited priority coefficient is... α , β , γ , δ , ε All of these are preset weighting coefficients.

[0009] On the other hand, adjusting the initial charging sequence based on the load information of the ground charging device to obtain the charging sequence includes: Based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information, the charging power of each tram in the initial charging sequence is determined. If the charging power of the tram exceeds the rated capacity of the ground charging device installed in the parking lane where it is parked, the charging power exceeding the rated capacity will be reduced to the rated capacity. Determine whether the sum of the charging power of the multiple trams exceeds the upper limit of the power distribution bus; If the limit is exceeded, the charging sequence of the trams that are later in the initial charging sequence will be delayed until the sum of the charging power of the multiple trams in the current charging sequence does not exceed the upper limit of the capacity of the power distribution bus, thus obtaining the charging sequence.

[0010] On the other hand, the safety verification of the tram based on the vehicle identity information, the parking location information, and the battery parameter information includes: The legality of the vehicle identity information is verified. Determine whether the parking location information meets the preset location compliance conditions; Determine whether the battery parameter information is within a preset safety threshold range; The verification is considered successful when the vehicle identity information is valid, the parking location information meets the location compliance conditions, and the battery parameter information is within the safety threshold range.

[0011] On the other hand, the method also includes: During the charging process of the tram, grid load information is acquired; The charging power of the tram is adjusted based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information.

[0012] On the other hand, adjusting the charging power of the tram based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information includes: According to the preset charging power adjustment formula, calculate the real-time maximum allowable charging power for the tram, and adjust the charging power for the tram to the real-time maximum allowable charging power. The charging power adjustment formula is as follows: ; in, P max The real-time maximum allowable charging power, P rated The rated capacity of the ground charging device, K grid The power grid load constraint coefficient is determined based on the power grid load information. K soh This is the battery health degradation coefficient determined based on the battery health status. K soc This is a segmented correction coefficient for the remaining battery capacity determined based on the remaining battery capacity.

[0013] To address the aforementioned technical problems, the present invention also provides a charging control device for an energy storage tram, comprising: Memory, used to store computer programs; A processor is configured to execute the computer program to implement the steps of the charging control method for the energy storage tram as described above.

[0014] To address the aforementioned technical problems, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the charging control method for the energy storage tram as described above.

[0015] Beneficial Effects: This invention provides a charging control method for energy storage trams. Considering that acquiring multi-dimensional data of returning trams, performing safety checks, determining a reasonable charging sequence based on this data, and controlling the corresponding ground charging devices according to this sequence can improve the flexibility, rationality, and safety of the charging process, this invention acquires vehicle identity information, parking location information, battery parameter information, return time information, and next day's operating mileage for multiple trams parked in the parking lane. Since the parking lane is equipped with ground charging devices, trams can automatically match to the corresponding ground charging devices for charging even when randomly stopping, improving the flexibility of the charging process. Combining vehicle identity information, parking location information, and battery parameter information for safety checks before executing the charging process improves the safety of the charging process. Furthermore, by comprehensively considering battery parameter information, return time information, and next day's operating mileage to determine the charging sequence, and controlling the corresponding ground charging devices in the parking lane accordingly to complete the charging, this invention balances the rationality of charging scheduling with the degree of automation in execution.

[0016] The present invention also provides a charging control device and a readable storage medium for an energy storage tram, which have the same beneficial effects as the charging control method for the energy storage tram described above. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the relevant technologies and the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the first process of the charging control method for the energy storage tram provided by the present invention; Figure 2 A schematic diagram of the charging control system for the energy storage tram provided by the present invention; Figure 3 This is a schematic diagram of the charging control device for the energy storage tram provided by the present invention. Detailed Implementation

[0019] The core of this invention is to provide a charging control method, device, and readable storage medium for energy storage trams. By acquiring vehicle identity information, parking location information, battery parameter information, return time information, and next day's operating mileage of multiple trams parked in the parking lane upon returning to the depot, the trams are subjected to safety verification. After the verification is passed, the charging sequence of the multiple trams is determined by combining the above multi-dimensional data, thereby obtaining a charging sequence. Then, the ground charging device set up in the parking lane is controlled to charge the parked vehicles according to the charging sequence, thereby realizing automatic matching between vehicles and ground charging devices, reasonable arrangement of charging sequence, and safety protection during the charging process of trams returning to the depot.

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the charging control system for an energy storage tram provided by the present invention. The system includes an energy storage tram, a ground charging system, and a charging management platform.

[0022] The energy storage tram is equipped with a lithium battery energy storage power supply, a battery management system (BMS), a train control system (TCMS), a vehicle identification module (i.e., a vehicle ID module), and a first wireless communication module (i.e., a first Wi-Fi (Wireless Fidelity) communication module). The vehicle identification module uses an 8-digit alphanumeric code to uniquely identify each tram. A two-way communication connection is established between the train control system and the battery management system. This means the train control system can send vehicle identification information, estimated return time to the depot, and next day's operational scheduling data to the battery management system, while the battery management system can upload refined battery parameters to the train control system. This differs from the one-way data transmission method where only the battery management system uploads data to the train control system, thus providing more complete data support for subsequent charging decisions. The first wireless communication module is integrated within the battery management system and uses a dual-band encrypted communication method (2.4G and 5G) for wireless data interaction with the ground charging system.

[0023] The ground charging system includes a parking lane, a ground charging device installed in the parking lane, a charging rail, a second wireless communication module (i.e., a second WIFI communication module), and a position detection sensor (i.e., a laser rangefinder sensor). The position detection sensor is fixedly installed inside the parking lane entrance, with a detection accuracy of ±1cm, and is used to collect parking position information such as the vehicle body offset, parking coverage area, and arrival status of the tram 1 parked in the parking lane. The ground charging device has a built-in charging control unit for controlling the power supply to and off of the charging rail and dynamically adjusting charging parameters. The second wireless communication module is used to establish an encrypted wireless communication link with the first wireless communication module of the energy storage tram, with a communication response time not exceeding 100ms.

[0024] The charging management platform is networked with all ground charging devices to build a centralized global scheduling architecture. The platform integrates a multi-dimensional safety verification module, a fault redundancy scheduling module, a power grid load monitoring module, and a weighted priority algorithm module. It is used to integrate equipment load, battery status, and operational task data to complete charging matching, and has functions such as fault lane switching guidance, charging power adjustment, and data traceability recording.

[0025] Please refer to Figure 1 , Figure 1 This is a first flowchart illustrating the charging control method for an energy storage tram provided by the present invention. The charging control method for the energy storage tram is applied to a charging management platform and includes: S101: Obtain vehicle identification information, parking location information, battery parameter information, return time information, and next day's operating mileage for multiple trams parked in the parking lane. The parking lane is equipped with ground charging devices.

[0026] Specifically, considering the technical problems mentioned above, in related technologies, vehicles must be parked in fixed parking spaces to charge, which is not suitable for the random parking of trams returning to the depot. Therefore, in this embodiment of the invention, after the tram completes its daily operation and returns to the depot, it can randomly park in any empty parking lane within the station. After parking, the train control system wakes up the battery management system, and the two transmit vehicle identity information, battery parameter information (including remaining battery power, battery health, cell temperature, etc.) and the next day's operating mileage synchronously through two-way linkage communication. The first wireless communication module in the battery management system automatically searches for and connects to the second wireless communication module of the ground charging device corresponding to the parking lane, establishing an encrypted wireless communication link with a communication response time of no more than 100ms. The position detection sensors set in the parking lane collect the tram's parking position information in real time, including vehicle offset, parking coverage area, and arrival status. The tram's return time information is generated and sent by the train control system synchronously when the vehicle returns to the depot. The ground charging device will upload the vehicle identification information, battery parameter information, parking location information, return time information, and next day's operating mileage to the charging management platform as the data foundation for subsequent safety verification and charging sequence construction.

[0027] S102: Conduct safety checks on trams based on vehicle identification information, parking location information, and battery parameter information.

[0028] Specifically, considering the technical problems of the relatively simple verification process before charging in related technologies, which may lead to erroneous charging and safety hazards, in this embodiment of the invention, after obtaining vehicle identity information, parking location information, and battery parameter information, the charging management platform conducts a comprehensive verification of the tram from three dimensions: vehicle identity legality, parking location compliance, and battery parameter safety. If all three verifications are passed, the tram is allowed to enter the subsequent charging sequence construction and charging process, thereby reducing the probability of safety hazards such as erroneous charging and mismatch, and improving the safety of the charging process.

[0029] S103: After the verification is passed, the charging sequence of multiple trams is determined based on battery parameter information, return time information, and the next day's operating mileage, thus obtaining the charging sequence.

[0030] Specifically, considering the technical problem that the determination of charging sequence in related technologies usually relies solely on the arrival order of vehicles or human experience without combining multi-dimensional operational data of vehicles, in this embodiment of the invention, after multiple trams have passed safety verification, the charging management platform integrates the battery parameter information, return time information, and next day's operating mileage of each tram to uniformly sort the multiple trams, obtaining a charging sequence that can take into account both battery status and the next day's operational needs, thus avoiding the problem of insufficient battery power or uneven distribution of battery resources for the next day's operation that may result from charging only according to the arrival order.

[0031] S104: According to the charging sequence, control the ground charging device of each parking lane to charge the tram parked in that parking lane.

[0032] Specifically, in this embodiment of the invention, the charging management platform sends charging control commands to the ground charging devices set up in each parking lane in sequence according to the charging order recorded in the charging sequence, thereby controlling them to charge the trams parked in the parking lane. This realizes the automatic execution of the charging sequence into the actual charging action, reduces manual intervention, and improves the automation level of the charging process.

[0033] This invention provides a charging control method for energy storage trams. Considering that acquiring multi-dimensional data of returning trams, performing safety checks, determining a reasonable charging sequence based on this data, and controlling the corresponding ground charging devices according to this sequence can improve the flexibility, rationality, and safety of the charging process, this invention acquires vehicle identification information, parking location information, battery parameter information, return time information, and next day's operating mileage for multiple trams parked in the parking lane. Since the parking lane is equipped with ground charging devices, trams can automatically match to the corresponding ground charging devices for charging even when randomly stopping, improving the flexibility of the charging process. Combining vehicle identification information, parking location information, and battery parameter information for safety checks before executing the charging process improves the safety of the charging process. Furthermore, by comprehensively considering battery parameter information, return time information, and next day's operating mileage to determine the charging sequence, the charging order is obtained, and the ground charging devices in the corresponding parking lanes are controlled accordingly to complete the charging, balancing the rationality of charging scheduling with the degree of automation in execution.

[0034] Based on the above embodiments: As an optional embodiment, the charging control method for the energy storage tram provided by the present invention further includes: During periods of low electricity prices, a price correction coefficient corresponding to the remaining battery capacity in the battery parameter information is determined based on a preset negative correlation. During periods of high electricity prices, a price correction coefficient corresponding to the remaining battery capacity is determined based on a preset positive correlation. Accordingly, the step in S103 of determining the charging sequence based on battery parameter information, return time information, and the next day's operating mileage specifically includes: determining the charging order of multiple trams based on battery parameter information, return time information, the next day's operating mileage, and the price correction coefficient to obtain the charging sequence.

[0035] Specifically, considering that the time-of-use electricity price has three tiers: off-peak, flat, and peak (e.g., the off-peak electricity price coefficient is 0.6, the flat-peak electricity price coefficient is 1.0, and the peak-peak electricity price coefficient is 1.8), and that the strategies for encouraging or restricting charging differ under different electricity price periods: During off-peak periods, the grid load is low, and more trams, especially those with low remaining battery power, should be allowed to charge at higher power. Therefore, in this embodiment of the invention, during off-peak periods, the electricity price correction coefficient is negatively correlated with the remaining battery power, that is, the lower the remaining battery power, the higher the electricity price correction coefficient, thus obtaining a higher priority in the priority calculation; while during peak periods, the grid load is tight, and only trams with high remaining battery power, close to full, should be allowed to float charge at low power to avoid increasing the burden on the grid with high-power charging. Therefore, in this embodiment of the invention, during peak periods, the electricity price correction coefficient is positively correlated with the remaining battery power, that is, the higher the remaining battery power, the higher the electricity price correction coefficient. By incorporating the electricity price correction factor into the process of determining the charging sequence, the charging scheduling can be dynamically adjusted in conjunction with the time-of-use electricity price characteristics of the power grid, ensuring the normal charging needs of vehicles returning to the depot while taking into account the electricity cost and load balance of the power grid.

[0036] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention further includes: The process involves obtaining load information from the ground charging devices; correspondingly, determining the charging sequence based on battery parameter information, return time information, next day's operating mileage, and electricity price correction coefficient. Specifically, this includes: determining the priority score of each tram based on battery parameter information, return time information, next day's operating mileage, and electricity price correction coefficient; determining the initial charging sequence according to the priority score from high to low; and adjusting the initial charging sequence based on the load information of the ground charging devices to obtain the final charging sequence.

[0037] Specifically, considering the technical problems in related technologies where multiple trams return to the depot simultaneously, leading to uneven distribution of charging resources and a lack of global control capabilities on the upper-level platform, in this embodiment of the invention, the charging management platform first disregards the load status of the ground charging devices and calculates the priority score of each tram based solely on its own battery parameter information, return time information, next day's operating mileage, and electricity price correction coefficient. The initial charging order is then determined according to the score, ensuring that trams with more urgent battery conditions, heavier next day's operating tasks, and earlier return to the depot receive priority charging resources. Subsequently, the initial charging order is adjusted based on the load information of the ground charging devices to prevent the charging power demand of multiple trams from exceeding the capacity limit of the ground charging devices or the power distribution bus, thereby achieving a globally reasonable allocation of charging resources.

[0038] As an optional embodiment, the charging control method for energy storage trams provided by the present invention determines the priority score of each tram based on battery parameter information, return-to-depot time information, next day's operating mileage, and electricity price correction coefficient. Specifically, this includes: If the remaining battery power in the battery parameter information is higher than a preset power threshold (in this embodiment, the preset power threshold can be 30%), the first weighted scoring model is used to determine the priority score. The first weighted scoring model is as follows: ; If the remaining battery power is not higher than the preset power threshold, the second weighted scoring model is used to determine the priority score. The second weighted scoring model is as follows: ; in, S As a priority score, SOC (State of Charge, i.e., the remaining battery capacity) refers to the remaining battery capacity. L The mileage for the next day's operation. T This refers to the return time sequence number corresponding to the return time information. H For battery health, K price This is the electricity price adjustment factor. M To expedite the process, α , β , γ , δ , ε All of these are preset weighting coefficients.

[0039] Specifically, considering the technical issue that trams with high remaining battery power have relatively low urgency for charging, while trams with low remaining battery power need to be prioritized for charging to ensure the next day's operation, this embodiment of the invention employs a first weighted scoring model to calculate priority scores for trams with remaining battery power higher than a preset power threshold. This model linearly weights and sums the remaining battery power, the next day's operating mileage, the return time sequence, battery health, and the electricity price correction coefficient. A higher score indicates a higher charging priority. For trams with remaining battery power not higher than the preset power threshold, the execution of the next day's operation is at greater risk due to their low battery levels. Therefore, this embodiment of the invention uses a second weighted scoring model, introducing an expedited priority coefficient based on the first weighted scoring model. This coefficient is multiplied by the sum of the remaining weighted items to increase the overall priority score of low-battery vehicles, ensuring that these vehicles can obtain charging resources first. This balances the rationality of resource allocation and operational safety in multi-vehicle charging scenarios.

[0040] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention adjusts the initial charging sequence according to the load information of the ground charging device to obtain a charging sequence, specifically including: Based on the rated capacity of the ground charging device, grid load information, and battery health and remaining battery capacity from battery parameter information, the charging power of each tram in the initial charging sequence is determined. If the charging power of any tram exceeds the rated capacity of the ground charging device installed in the parking lane where it is parked, the charging power exceeding the rated capacity is reduced to the rated capacity. It is then determined whether the sum of the charging power of multiple trams exceeds the upper limit of the distribution bus capacity. If it does, the charging sequence of some trams that are later in the initial charging sequence is postponed until the sum of the charging power of multiple trams in the current charging sequence does not exceed the upper limit of the distribution bus capacity, thus obtaining the charging sequence.

[0041] Specifically, in this embodiment, the station is configured with a total of n There are 1 parking lane, and each parking lane is equipped with one ground charging device. The total allowable power of the power distribution bus is [missing information]. P bus The charging power of each tram and the rated capacity of its corresponding ground charging device should meet the single-vehicle capacity constraint relationship: ; Meanwhile, the sum of the charging power of multiple trams currently in the charging sequence must also satisfy the total capacity constraint of the entire station bus: ; Among them, P car The charging power for trams, P rated The rated capacity of the ground charging device, K grid The power grid load constraint coefficient is determined based on the power grid load information. K soh This refers to the battery health degradation coefficient determined based on battery health status. K soc This refers to the segmented correction coefficient for the remaining battery capacity determined based on the remaining battery capacity. P car,i For the first i The charging power of a tram.

[0042] Specifically, considering that a single ground charging device has a rated capacity limit, if charging is carried out without restriction according to the charging power determined by the parameters of each tram in the initial charging sequence, the charging power of a single tram may exceed the rated capacity of its corresponding ground charging device. In this case, no matter how the charging sequence of the tram is adjusted, as long as it is still charged by the ground charging device alone, the problem of power exceeding the limit still exists. Therefore, in this embodiment of the invention, the charging power exceeding the rated capacity is directly reduced to the rated capacity, fundamentally avoiding equipment overload. When the sum of the charging power of multiple trams exceeds the capacity limit of the distribution bus, it is a power conflict at the station level. At this time, the charging sequence of some trams that are later in the sequence can be delayed to achieve staggered charging, reduce the total power of the entire station at the same time, until the bus capacity constraint is met, thereby ensuring the safety of the equipment while taking into account the rationality of the allocation of charging resources.

[0043] Furthermore, in this embodiment of the invention, the capacity-constrained off-peak charging method described above can effectively improve the overall energy utilization rate of the charging station. Specifically, in the traditional fixed full-power charging mode, when multiple vehicles return to the depot simultaneously, there is a tendency for the instantaneous charging power to surge, resulting in significant reactive power losses and transformer overload losses on the grid side. However, the capacity-constrained off-peak charging method in this embodiment of the invention, by matching the rated capacity of the ground charging device in real time and smoothing the charging power curve of the entire station, can reduce transformer copper losses and line losses. For example, consider the empirical formula for charging circuit losses: ; Where, Δ W loss The power loss in the charging circuit. I This is the charging circuit current. R This is the equivalent resistance of cables and transformers. t This refers to the charging time. Taking two trams returning to the depot simultaneously as an example, if the traditional synchronous full-power charging method is used, the full-power charging current of a single tram is 1134A, and the total current when both trams are charging simultaneously reaches 2268A; however, after adopting the staggered charging method in this embodiment of the invention, the peak current at the same time is only 1134A. Since line and equipment losses are proportional to the square of the current, the losses under the synchronous charging method are: ; The loss under off-peak charging method is: ; in, W 1 This refers to the power loss during synchronous charging. W 2 This refers to the power loss during off-peak charging.

[0044] It is evident that, compared to the traditional synchronous full-power charging method, the peak loss of off-peak charging is reduced by about 75%. Combined with the synchronous optimization of transformer load loss, the overall power utilization rate of the station can be increased by about 15% to 20%, which further improves the utilization efficiency of charging resources while ensuring the safe operation of equipment.

[0045] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention includes a safety check of the tram based on vehicle identification information, parking location information, and battery parameter information, specifically including: The system verifies the legality of the vehicle's identity information; determines whether the parking location information meets the preset location compliance conditions; determines whether the battery parameter information is within the preset safety threshold range; and confirms that the verification is successful when the vehicle's identity information is legal, the parking location information meets the location compliance conditions, and the battery parameter information is within the safety threshold range.

[0046] Specifically, considering the technical problems of related technologies, such as the single dimension of pre-charging verification, the general practice of only monitoring battery voltage and current parameters, and the lack of vehicle identity authentication and parking location compliance verification, this embodiment of the invention constructs a triple safety verification system for vehicle identity, parking location, and battery parameters. Specifically, the legality verification of vehicle identity information adopts Cyclic Redundancy Check (CRC) to determine the legality of the vehicle identity information by checking for errors during transmission. The compliance verification of parking location information is based on preset location compliance conditions. In this embodiment, the location compliance conditions are set as follows: vehicle offset not exceeding 5cm and parking coverage not less than 95%. Only when both conditions are met simultaneously is the parking location of the tram considered compliant. The safety threshold range verification of battery parameter information sets safety threshold ranges for parameters such as battery voltage, temperature, and health. Only when the battery parameter information is within the corresponding safety threshold range is the battery parameter verification considered successful. Only when the vehicle identity, parking location, and battery parameters are all verified, can the charging management platform determine that the tram has passed the safety verification. Therefore, compared with the single-dimensional verification method that only verifies the battery electrical parameters in related technologies, the present invention can more comprehensively prevent safety hazards such as mischarging and mismatch, and improve the safety of the charging process.

[0047] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention further includes: During the charging process of the tram, grid load information is obtained; based on the rated capacity of the ground charging device, grid load information, and battery health and remaining battery power in the battery parameter information, the charging power of the tram is adjusted.

[0048] Specifically, considering that most charging management platforms in related technologies passively record data and lack the ability to actively adjust charging power based on grid load and battery health status, in this embodiment of the invention, during the charging process of the tram, the charging management platform continuously acquires grid load information and, in conjunction with the rated capacity of the ground charging device and the battery health and remaining battery power in the tram's battery parameter information, dynamically adjusts the charging power of the tram. This allows the charging power to adaptively adjust with changes in grid load and battery status, ensuring charging safety and stable grid operation while also extending battery life.

[0049] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention adjusts the charging power of the tram based on the rated capacity of the ground charging device, grid load information, and battery health and remaining battery power in the battery parameter information, specifically including: According to the preset charging power adjustment formula, the real-time maximum allowable charging power for the tram is calculated, and the charging power for the tram is adjusted to the real-time maximum allowable charging power. The charging power adjustment formula is as follows: ; in, P max To determine the maximum allowable charging power in real time, P rated The rated capacity of the ground charging device, K grid The power grid load constraint coefficient is determined based on the power grid load information. K soh This refers to the battery health degradation coefficient determined based on battery health status. K soc This is a segmented correction factor for the remaining battery capacity determined based on the remaining battery capacity.

[0050] Specifically, in this embodiment, the rated bus voltage of the ground charging device U rated 750V, rated maximum output current I limit If the rated current is 1800A, then the rated capacity of the ground charging device satisfies: ; After substituting the parameters, P rated=750×1800=1350000W=1350kW. The real-time maximum allowable charging power is calculated from this. P max Then, it needs to be converted into the corresponding charging current to match the actual output capacity of the ground charging device. The conversion formula is as follows: ; in, I ch For the charging current of the tram, U bat The total battery pack voltage is uploaded in real time by the battery management system. If the charging current calculated according to the above formula exceeds the rated maximum output current of the ground charging device, the system will forcibly limit the charging current to the rated maximum output current to prevent overcurrent damage to the ground charging device.

[0051] As an optional embodiment, the charging control method for the energy storage tram provided by the present invention includes: Based on the load rate range corresponding to the real-time load rate of the power grid, the corresponding power grid load constraint coefficient is determined. The higher the real-time load rate of the power grid, the smaller the corresponding power grid load constraint coefficient. Based on the ratio of battery health to a preset benchmark value, the battery health degradation coefficient is determined. Based on the battery remaining power range, the corresponding battery remaining power segment correction coefficient is determined. The battery remaining power segment correction coefficient corresponding to a higher battery remaining power range is less than the battery remaining power segment correction coefficient corresponding to a lower battery remaining power range.

[0052] Specifically, in this embodiment, the power grid load constraint coefficient K grid Battery health degradation coefficient K soh and battery remaining power segment correction coefficient K soc The specific rules for determining these values ​​are as follows: Power grid load constraint factor K grid Based on the real-time load factor of the power grid R gridThe specific range is determined. In a concrete example: if the real-time grid load factor is no more than 60%, the grid load constraint coefficient is 1.0, and the charging power is unrestricted and can be output at full power; if the real-time grid load factor is greater than 60% but not greater than 80%, the grid load constraint coefficient is 0.7, the charging power is dated by 30%, and medium-power charging is used; if the real-time grid load factor is greater than 80% but not greater than 90%, the grid load constraint coefficient is 0.4, the charging power is dated by 60%, and low-power slow charging is used; if the real-time grid load factor is greater than 90%, the grid load constraint coefficient is 0.2, and only very low-power floating charging is used to maintain basic supplementary power.

[0053] Battery health degradation coefficient K soh According to the relation: ; Confirmed, among which SOH (State of Health, i.e., battery health) refers to the battery's health level, with a value ranging from 0 to 100%. The more severe the battery aging, the higher the health level. SOH The smaller the value, the smaller the corresponding battery health degradation coefficient, and the lower the charging power, thus slowing down the further degradation of the battery cell.

[0054] Battery remaining power segment correction coefficient K soc Based on the remaining battery power SOC The specific range is determined as follows: In a concrete example, if the remaining battery capacity is less than 30%, the battery capacity segment correction coefficient is set to 1.0, and a low-capacity high-current fast charging strategy is adopted, matched with an expedited priority coefficient; if the remaining battery capacity is not less than 30% and not greater than 85%, the battery capacity segment correction coefficient is set to 0.9, and a conventional constant current charging strategy is adopted; if the remaining battery capacity is greater than 85% and not greater than 98%, the battery capacity segment correction coefficient is set to 0.5, and a current-reducing constant voltage strategy is adopted to suppress overcharging of the battery cells; if the remaining battery capacity is greater than 98%, the battery capacity segment correction coefficient is set to 0.1, and a micro-float charging strategy is adopted to avoid damage to the battery from high voltage at full charge.

[0055] The following provides a specific engineering implementation calculation example of the above charging power adjustment process, using concrete numerical values. Assume the rated capacity of a certain ground-based charging device... P rated The current total battery pack voltage of a certain tram (number YC000005) is 1350kW. U bat 750V, battery health SOH The battery is at 90% capacity. SOCThe value is 28%; at this point, the grid load constraint coefficient can be obtained by looking up the real-time grid load factor in a table. K grid The battery health degradation coefficient is 0.7. K soh =90 / 100=0.9, remaining battery power SOC Less than 30%, corresponding to segmented correction coefficients for remaining battery capacity. K soc Let's set it to 1.0 and substitute it into the charging power adjustment formula: ； Then calculate the charging current: ； Since the current output of 1134A did not exceed the rated maximum output current of 1800A of the ground charging device, the charging control unit stably output 1134A for constant current charging. After the tram continued charging for 1.5 hours, the remaining battery capacity rose to 90%, and at the same time, the real-time grid load factor increased to 85%. At this point, the grid load constraint factor... K grid Updated to 0.4, segmented correction factor for remaining battery capacity. Ksoc Update it to 0.5, and substitute it back into the charging power adjustment formula to get: ; Then calculate the charging current: ; The system automatically switches to a low-current constant-voltage charging mode of 324A, simultaneously reducing the charging power. This alleviates the load pressure on the power grid while preventing damage to the battery from high-current charging during high-capacity periods.

[0056] Furthermore, in this embodiment of the invention, the charging sequence construction method with capacity constraints and electricity price constraints can also slow down the aging rate of tram lithium batteries from multiple dimensions. Specifically, the core causes of lithium battery aging include continuous high-current charging and discharging, long-term high-voltage quiescent storage, and high-temperature charging. The charging sequence construction method in this embodiment of the invention can suppress battery aging from the following dimensions: First, under the capacity constraint method, trams with lower battery health will be automatically allocated lower charging power, reducing cell polarization temperature rise; Second, under the electricity price constraint method, trams are guided to charge during off-peak hours when the grid load is low, and medium-low steady-state current charging can be used to avoid the instantaneous impact of high current caused by grid voltage drop during peak hours. At the same time, only low-power float charging is allowed during peak hours, eliminating high-current charging in the range of high remaining battery capacity, reducing the aging risks such as thickening of the SEI (Solid Electrolyte Interphase) film and lithium deposition inside the cell. The empirical degradation model of lithium battery cycle life can be expressed as: ; in, N life This refers to the actual cycle life of the battery. N 0 For standard laboratory cycle life, k The aging factor is... I avg The average charging current, ΔT The charging temperature rise is considered. As shown in the above model, the lower the average charging current and the lower the charging temperature rise, the closer the actual cycle life of the battery is to the standard laboratory cycle life. This embodiment of the invention can effectively extend the service life of the tram energy storage power supply by reducing the peak charging current and suppressing the cell temperature rise.

[0057] Furthermore, the charging control method for energy storage trams provided by this invention also includes related technical content on fault redundancy scheduling. Specifically: during the process of the charging management platform controlling the ground charging device to charge the tram according to the charging sequence, if it determines that the current ground charging device is busy or faulty, it triggers the fault redundancy scheduling mechanism, prompting the corresponding tram to switch to an adjacent empty parking lane. The ground charging device set up in the adjacent empty parking lane continues to charge the tram, thereby avoiding the situation where the tram cannot be charged in time due to the busy or faulty state of a single ground charging device, and improving the operation and maintenance management capability of the charging management platform. The ground charging device automatically cuts off power after the remaining battery power is fully charged and informs the charging management platform of its idle or busy status; after the tram leaves the parking lane, the communication link between the first wireless communication module and the second wireless communication module is automatically disconnected, and the ground charging device automatically resets, waiting for the next charging match.

[0058] Furthermore, the charging control method for the energy storage tram provided by this invention also involves handling various abnormal operating conditions during actual implementation, specifically including: Firstly, the battery over-temperature anomaly handling method: The charging management platform monitors the highest cell temperature and average battery pack temperature in real time through the battery management system. When the highest cell temperature is between 55°C and 65°C, it is determined to be in a warning state. At this time, the charging power is reduced to 50% of the current operating power, and a high temperature warning work order is pushed to the charging management platform, and temperature changes are continuously monitored. When the highest cell temperature exceeds 65°C, it is determined to be in an emergency state. At this time, the contactor of the charging rail is immediately disconnected, the entire charging process is terminated, and the current parking lane is locked. Only after the battery temperature drops below 50°C, after manual on-site inspection confirms that there is no risk of thermal runaway, and after manual reset verification is completed on the charging management platform, can charging be re-matched.

[0059] Secondly, the handling method for charging overload / overcurrent abnormalities: The rated maximum output current of the ground charging device is 1800A. When the real-time output current exceeds 80% of the rated current (i.e., 1440A) and lasts for 30 seconds, it is judged as a warning state. At this time, the charging power is halved and the current fluctuation is continuously monitored. When the real-time output current exceeds 105% of the rated current (i.e., 1890A) and lasts for 5 seconds, it is judged as a short circuit or cell short circuit fault. At this time, the charging contactor is immediately disconnected, the ground charging device is locked, and it is prohibited to match the tram again.

[0060] Third, the handling method for vehicle-to-ground wireless communication disconnection: The encrypted wireless communication link between the first wireless communication module and the second wireless communication module sends a heartbeat packet every 100ms to complete the handshake verification. When no heartbeat data packets containing vehicle identity information and battery parameter information are received for 3 consecutive times (i.e., 300ms), it is determined to be a communication disconnection anomaly. At this time, the charging output is cut off within 1 second, and a communication reconnection command is continuously sent. If communication is not restored within 5 minutes, the parking lane is marked as a faulty work position, and a maintenance work order is pushed to the charging management platform.

[0061] Fourth, the handling method for vehicle displacement / position deviation anomalies: The position detection sensor continuously collects the vehicle body offset and parking coverage ratio of the tram. The compliance standard for normal charging is that the vehicle body offset is not greater than 5cm and the parking coverage ratio is not less than 95%. When the vehicle body offset exceeds 8cm or the parking coverage ratio is less than 90% for 10 seconds, it is judged as an abnormal state of vehicle slippage or poor contact of charging rail. At this time, the power is immediately cut off, and the charging management platform will pop up a window to prompt the vehicle to move. The tram must be parked again and pass the triple safety verification of vehicle identity, parking position and battery parameters before charging can be resumed.

[0062] The following description, using a complete system hardware configuration and engineering implementation example, provides an overall overview of the charging control method for energy storage trams provided by this invention. In this embodiment, the depot is equipped with 10 energy storage trams, 10 parking lanes, and 10 ground charging devices, arranged in a one-to-one matching configuration. Each tram's vehicle identification uses an 8-digit alphanumeric code, ranging from YC000001 to YC000010. Each tram is equipped with a gigabit bus-based train control system and battery management system, enabling bidirectional data interaction between them. Each parking lane is equipped with a position detection sensor, which has anti-electromagnetic interference capabilities and is suitable for detecting metal tram bodies. The charging management platform uses an industrial-grade server, which can simultaneously connect to all ground charging devices for centralized management and control.

[0063] After completing its daily operational tasks, tram YC000005 randomly parked in lane 3. The train control system activated the battery management system and synchronized data such as the remaining battery power (30%), battery temperature (28°C), and the next day's operating mileage. The onboard first wireless communication module automatically connected to the second wireless communication module of the ground charging device installed in lane 3, completing an encrypted communication handshake within 100ms. Subsequently, parking location information, including vehicle identification information, battery parameters, vehicle offset (3cm), and parking coverage (98%), was uploaded to the charging management platform. The charging management platform sequentially performed triple security checks on vehicle identification information, parking location information, and battery parameters: the vehicle identification code was valid and there were no transmission errors, the parking location met the standards, and the battery parameters were within the normal range. If the ground charging device in lane 3 malfunctioned, the charging management platform would automatically match the vehicle to an available lane (lane 4) and prompt the tram to be moved. During the charging process, the charging management platform collects battery parameter information every 10 seconds and calculates the maximum allowable charging power in real time according to the aforementioned charging power adjustment formula. Charging is suspended when the battery temperature exceeds 45°C. The power is automatically cut off after the battery is fully charged to 100%. The charging time for this charge is 2.5 hours, and the cumulative charging capacity is 75 kWh. After the tram leaves the parking lane, the communication link is disconnected, the ground charging device is automatically reset, and it waits for the next charging match.

[0064] Please refer to Figure 3 , Figure 3 This is a schematic diagram of the charging control device for an energy storage tram provided by the present invention. The charging control device for the energy storage tram includes: Memory 31 is used to store computer programs; The processor 32 is used to execute computer programs to implement the steps of the charging control method for the energy storage tram as described in the foregoing embodiments.

[0065] For a description of the charging control device for the energy storage tram provided in this embodiment of the invention, please refer to the aforementioned embodiment of the charging control method for the energy storage tram. This embodiment of the invention will not be repeated here.

[0066] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the charging control method for the energy storage tram as described in the foregoing embodiments.

[0067] For a description of the computer-readable storage medium provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the charging control method for energy storage trams; the embodiments of the present invention will not be repeated here.

[0068] The various embodiments described in this specification are presented in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. It should also be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0069] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A charging control method for an energy storage tram, characterized in that, Applications in charging management platforms include: The system acquires vehicle identification information, parking location information, battery parameter information, return time information, and next day's operating mileage for multiple trams parked in the parking lane, wherein the parking lane is equipped with a ground charging device. The tram is subjected to safety verification based on the vehicle identification information, the parking location information, and the battery parameter information. After the verification is passed, the charging sequence of the multiple trams is determined based on the battery parameter information, the return time information, and the next day's operating mileage, thus obtaining the charging sequence. According to the charging sequence, the ground charging device of each parking lane is controlled to charge the tram parked in that parking lane.

2. The charging control method for the energy storage tram according to claim 1, characterized in that, The charging control method for the energy storage tram also includes: During periods of low electricity prices, an electricity price correction coefficient corresponding to the remaining battery capacity in the battery parameter information is determined based on a preset negative correlation. During peak electricity price periods, the electricity price correction coefficient corresponding to the remaining battery capacity is determined based on a preset positive correlation. The step of determining the charging sequence of multiple trams based on the battery parameter information, the return time information, and the next day's operating mileage, to obtain a charging sequence, includes: Based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, the charging sequence of multiple trams is determined.

3. The charging control method for an energy storage tram according to claim 2, characterized in that, The charging control method for the energy storage tram also includes: Obtain the load information of the ground charging device; The step of determining the charging sequence of multiple trams based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, to obtain the charging sequence, includes: Based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price correction coefficient, the priority score of each tram is determined, and the initial charging sequence is determined according to the priority score from high to low. The initial charging sequence is adjusted based on the load information of the ground charging device to obtain the charging sequence.

4. The charging control method for the energy storage tram according to claim 3, characterized in that, The step of determining the priority score of each tram based on the battery parameter information, the return time information, the next day's operating mileage, and the electricity price adjustment coefficient includes: If the remaining battery power in the battery parameter information is higher than a preset power threshold, the priority score is determined using a first weighted scoring model. The first weighted scoring model is: ； If the remaining battery power is not higher than the preset power threshold, the priority score is determined using the second weighted scoring model. The second weighted scoring model is: ； in, S The priority score is... SOC The remaining power of the battery. L The mileage for the next day's operation. T This refers to the return time sequence number corresponding to the return time information. H The battery health status, K price The electricity price correction factor is... M The expedited priority coefficient is... α , β , γ , δ , ε All of these are preset weighting coefficients.

5. The charging control method for the energy storage tram according to claim 3, characterized in that, The step of adjusting the initial charging sequence based on the load information of the ground charging device to obtain the charging sequence includes: Based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information, the charging power of each tram in the initial charging sequence is determined. If the charging power of the tram exceeds the rated capacity of the ground charging device installed in the parking lane where it is parked, the charging power exceeding the rated capacity will be reduced to the rated capacity. Determine whether the sum of the charging power of the multiple trams exceeds the upper limit of the power distribution bus; If the limit is exceeded, the charging sequence of the trams that are later in the initial charging sequence will be delayed until the sum of the charging power of the multiple trams in the current charging sequence does not exceed the upper limit of the capacity of the power distribution bus, thus obtaining the charging sequence.

6. The charging control method for an energy storage tram according to claim 1, characterized in that, The step of performing a safety check on the tram based on the vehicle identification information, the parking location information, and the battery parameter information includes: The legality of the vehicle identity information is verified. Determine whether the parking location information meets the preset location compliance conditions; Determine whether the battery parameter information is within a preset safety threshold range; The verification is considered successful when the vehicle identity information is valid, the parking location information meets the location compliance conditions, and the battery parameter information is within the safety threshold range.

7. The charging control method for an energy storage tram according to any one of claims 1 to 6, characterized in that, The method further includes: During the charging process of the tram, grid load information is acquired; The charging power of the tram is adjusted based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information.

8. The charging control method for an energy storage tram according to claim 7, characterized in that, The step of adjusting the charging power of the tram based on the rated capacity of the ground charging device, the grid load information, and the battery health and remaining battery power in the battery parameter information includes: According to the preset charging power adjustment formula, calculate the real-time maximum allowable charging power for the tram, and adjust the charging power for the tram to the real-time maximum allowable charging power. The charging power adjustment formula is as follows: ； in, P max The real-time maximum allowable charging power, P rated The rated capacity of the ground charging device, K grid The power grid load constraint coefficient is determined based on the power grid load information. K soh This is the battery health degradation coefficient determined based on the battery health status. K soc This is a segmented correction coefficient for the remaining battery capacity determined based on the remaining battery capacity.

9. A charging control device for an energy storage tram, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the charging control method for the energy storage tram as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the charging control method for the energy storage tram as described in any one of claims 1 to 8.

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