CN108839575B

CN108839575B - Bus remote charging management system and control method

Info

Publication number: CN108839575B
Application number: CN201810572753.8A
Authority: CN
Inventors: 金建东; 曹炬; 钟晓蓉; 姚晓崇; 滕高华; 扈添宝
Original assignee: Zhejiang Zhongke Zhengfang Electronic Technology Co ltd
Current assignee: Zhejiang Zhongke Zhengfang Electronic Technology Co ltd
Priority date: 2018-06-05
Filing date: 2018-06-05
Publication date: 2020-07-03
Anticipated expiration: 2038-06-05
Also published as: CN108839575A

Abstract

The invention discloses a bus remote charging management system and a control method, which comprises a vehicle-mounted terminal, a battery management chip, a vehicle-mounted charger, a national standard gun charging interface and a pantograph which are arranged on a bus, a plurality of transformer substations arranged in each charging station area, a transformer substation terminal and a network arranged in each transformer substation, and an enterprise platform server; the ground below the wire net is provided with a track, the track is provided with M transverse rods perpendicular to the track, one end of each transverse rod is connected with the track in a rotating and sliding mode, the transverse rods are provided with two supporting vertical rods perpendicular to the lower surfaces of the transverse rods, and the lower ends of the supporting vertical rods are provided with stop blocks used for being inserted between the ground and wheels. The invention has the characteristics of low cost, high charging efficiency and effectively prolonged service life of the battery.

Description

Bus remote charging management system and control method

Technical Field

The invention relates to the technical field of bus charging, in particular to a bus remote charging management system with low cost and high charging efficiency and a control method.

Background

The prior art comprises a double-source trackless pure electric bus charging scheme, a charging pile gun charging type charging scheme and a charging pile charging bow type charging scheme; the double-source trackless charging scheme needs to lay a wire net on an operation line in the whole process, so that the urban attractiveness is affected, the wire net laying cost is high, and certain dangerousness exists; the charging pile gun charging type charging scheme can only realize one-to-one charging, and a plurality of charging piles are required to be erected in a centralized outage charging area of a bus at a bus station, so that the cost is high; according to the charging pile charging bow-type charging scheme, a wireless communication system is additionally arranged between a vehicle and the charging piles for charging communication, one-to-one charging can be realized, a plurality of charging piles are required to be erected in a centralized parking charging area of a bus at a bus station, and the cost is high; the existing schemes are not connected with a bus dispatching system, only a fixed charging mode can be used, intelligent charging cannot be realized, and the service life of a battery cannot be reduced;

disclosure of Invention

The invention aims to overcome the defects that the whole-course erection of a wire net is required in the prior art, and the cost is high; or the shortage of one-to-one gun charging, the bus remote charging management system and the control method are low in cost and high in charging efficiency.

In order to achieve the purpose, the invention adopts the following technical scheme:

a bus remote charging management system comprises a vehicle-mounted terminal, a battery management chip, a vehicle-mounted charger, a national standard gun charging interface and a pantograph, a plurality of substations, a substation terminal, a wire net and an enterprise platform server, wherein the vehicle-mounted terminal, the battery management chip, the vehicle-mounted charger, the national standard gun charging interface and the pantograph are arranged on a bus; the ground below the wire mesh is provided with a track, the track is provided with M1 transverse rods perpendicular to the track, one end of each transverse rod is rotatably and slidably connected with the track, the transverse rods are provided with two supporting vertical rods perpendicular to the lower surfaces of the transverse rods, and the lower ends of the supporting vertical rods are provided with stop blocks inserted between the ground and wheels; the battery management chip is electrically connected with the vehicle-mounted terminal through the CAN bus, the industrial personal computer is electrically connected with the transformer substation terminal, the enterprise platform server is respectively electrically connected with the vehicle-mounted terminal and the transformer substation terminal, and M1 is larger than 1.

The invention is suitable for the remote charging of pure electric urban buses, adopts a pantograph charging mode, a vehicle-mounted charger is installed on a vehicle, the vehicle is provided with a national javelin charging interface, a charging place is suitable for being built at a bus starting and ending station and a large transit station where the vehicles are intensively parked, and a transformer station can be erected at a bus station for the vehicle supporting the quick charging of batteries, so that the charging is supplemented in the gap between the parking and the passenger getting on and off; the invention has the advantages of the double-source trolley bus and the pure electric bus, and simultaneously has no defects of the double-source trolley bus that the wire net needs to be erected in the whole process and the pure electric city bus is charged one to one.

The arrangement of the cross rod and the stop block can effectively avoid the sliding of the bus in the charging process, thereby ensuring the stability and reliability in charging.

And a transformer substation and a wire network are arranged in the charging station area, and the transformer substation converts three-phase alternating current into direct current of about 800V and transmits the direct current to the wire network for charging vehicles. All vehicles entering the station can be simultaneously carried to a wire network through a pantograph to be charged, and the intelligent charging management is realized through a vehicle-mounted terminal installed on the vehicle, a substation terminal installed on a substation and an enterprise platform.

Preferably, the stop block is in a quadrangular pyramid shape, and the cross section area of the stop block from top to bottom is gradually increased; the lower surface of the stop block is provided with a plurality of elastic bulges. Each of the elastic protrusions may increase friction between the lower surface and the bottom surface of the stopper to prevent the stopper from moving.

Preferably, the track comprises a left guide rail and a right guide rail, wherein M1 rotating shafts are arranged on the right guide rail, each rotating shaft is connected with the right guide rail in a sliding mode through a sliding block, and M1 rotating shafts are respectively connected with M1 cross rods.

The enterprise platform server comprises the following software modules: the system comprises a new energy automobile national standard data monitoring module, an intelligent charging management module, a vehicle data acquisition management module, a transformer substation data acquisition management module and a bus dispatching management module; the vehicle data acquisition management module is used for processing and storing vehicle data uploaded by the vehicle-mounted terminal and storing and managing basic information of the vehicle; and the transformer substation data acquisition management module is used for processing and storing the network data uploaded by the transformer substation terminal and storing and managing the basic information of the transformer substation.

The national standard data monitoring module of the new energy automobile is responsible for realizing the function of a data monitoring part which is forcibly required by the country; the vehicle data acquisition management module is responsible for processing and storing vehicle data uploaded by the vehicle-mounted terminal and storing and managing basic information of the vehicle; the transformer substation data acquisition management module is responsible for processing and storing the network data uploaded by the transformer substation terminal and storing and managing the basic information of the transformer substation; the bus dispatching management module is responsible for dispatching and managing all buses; the intelligent charging management module gives out an optimized charging control strategy according to the information of the vehicle, the information of the transformer substation and the scheduling information of the vehicle, and sends the optimized charging control strategy to the vehicle-mounted terminal to inform the vehicle of executing charging operation.

The intelligent charging management module ensures that the charging load does not exceed the rated load of the substation and also ensures the most effective and economic charging mode. According to the scheduling information, the intelligent charging management module gives the highest charging priority and the highest allowed charging power to the vehicle which is going to walk immediately, and gives the lower charging priority and the lower charging power to the vehicle which is not going to walk urgently, the service life of the battery can be shortened by fast charging, so that the service life of the battery can be prolonged by slow charging without fast charging; meanwhile, the energy conversion efficiency of the quick charge is low compared with that of the slow charge, and part of energy is consumed in the form of heat generated by the battery.

When the load of the wire network exceeds the rated load, the intelligent charging management system can suspend the charging of the vehicle with lower priority, so that the vehicle with higher priority is ensured to finish charging.

And when the load of the transformer substation is below the safety line, the charging of the vehicle with the charging suspension is resumed. Meanwhile, the intelligent charging management module can acquire the state information of the transformer substation through the transformer substation data acquisition management module to know whether the transformer substation runs healthily or not, if the transformer substation runs unhealthy, the highest allowable charging load of the transformer substation is reduced according to the fault level, and a manager is prompted, so that a transformer substation manufacturer can conveniently and timely carry out emergency repair.

Preferably, the vehicle-mounted terminal comprises a vehicle-mounted processor, a CAN bus interface, a vehicle-mounted GPS/Beidou positioning module and a vehicle-mounted GPRS wireless communication module; the transformer substation terminal comprises a transformer substation processor, an RS232 interface, a transformer substation GPS/Beidou positioning module and a transformer substation GPRS wireless communication module; the vehicle-mounted processor is respectively and electrically connected with the CAN bus interface, the vehicle-mounted GPS/Beidou positioning module and the vehicle-mounted GPRS wireless communication module, the substation processor is respectively and electrically connected with the RS232 interface, the substation GPS/Beidou positioning module and the transformer substation GPRS wireless communication module, the RS232 interface is electrically connected with the industrial control host of the transformer substation, the CAN bus interface is electrically connected with the CAN bus of the bus, and the transformer substation GPRS wireless communication module and the vehicle-mounted GPRS wireless communication module are both in wireless connection with the enterprise platform server.

A method of a bus remote charging management system comprises the following steps:

(5-1) initiating a charging request

After each bus enters a charging station, a driver drives a bus A to be charged into a track below a wire net, stops the bus, pulls a hand brake, and presses a pantograph lifting button of a charging pantograph; after the bow is lifted to the position, the vehicle-mounted terminal of the bus A sends a charging request and the position information of the bus to the enterprise platform server;

(5-2) vehicle pairing with charging station

After receiving the charging request signal, the enterprise platform server matches the position information of the bus A with each registered charging station area, determines which transformer substation the current vehicle charging request is directed to, and completes the pairing of the bus A and the charging station;

(5-3) the enterprise platform server generates a charging control strategy and gives the charging priority of the bus A;

(5-4) issuing a charging control strategy and executing

The enterprise platform server issues the charging control strategy to a vehicle-mounted terminal of the bus A in a wireless communication mode, the vehicle-mounted terminal transmits the highest allowable charging power in the charging control strategy to a battery management chip through a CAN (controller area network) bus of the bus, and the battery management chip of the bus A controls a vehicle-mounted charger to charge a battery;

a worker lays the 2 cross bars at the front part and the rear part of the bus A flat, so that 4 stop blocks contact the ground, the positions of the 2 cross bars on the rails are moved, the 2 stop blocks of 1 cross bar are inserted between the front parts of the 2 front wheels at the forefront part of the bus A and the ground, and the 2 stop blocks of the other 1 cross bar are inserted between the rear parts of the 2 rear wheels at the rearmost part of the bus A and the ground;

(5-5) completion of charging, unpairing

When the trickle charging current of the battery is less than 5A and lasts for 30 minutes, the battery management chip of the bus A firstly disconnects the contactor at the negative end of the pantograph and then informs the pantograph to execute pantograph lowering operation; meanwhile, the vehicle-mounted terminal of the bus A sends a charging completion signal to the enterprise platform server, the enterprise platform server withdraws the charging priority of the bus A, and the bus A is unpaired with the transformer substation;

the staff removes 2 horizontal poles and moves the position on the track, makes 4 stop blocks keep away from bus A's wheel, rotates 2 horizontal poles, makes 2 horizontal poles rotate respectively to the track both sides.

Preferably, the step (5-3) comprises the following specific steps:

(6-1) calculating the SOC target value of the bus A by the enterprise platform server

The SOC target value = ((M S/100)/N) × 1.2, wherein M is the electricity consumption of hundred kilometers, N is the total electricity degree of the battery of the bus A when the SOC of the bus A is fully charged, S is the predicted driving mileage of the next bus A, and 1.2 represents that 20% of the surplus is reserved in the battery of the bus A;

(6-2) calling battery information of the bus A, and determining the highest charging power acceptable by the battery of the bus A; calling information of a transformer substation, and determining residual load information of the transformer substation;

(6-3) calculating the minimum charging power Pmin required by the bus A to reach the SOC target value by using the following minimum charging power calculation formula;

pmin = (((TSOC-CSOC)/100) × N)/t, TSOC is an SOC target value, CSOC is an SOC current value of the bus a, N is a total battery electricity degree number of the bus a, and t is a time length from the bus a to departure;

(6-4) if the Pmin is less than the available load of the transformer substation, generating the highest allowable power

(6-4-1) if the Pmin is less than the highest charging power acceptable by the battery of the bus A, issuing the Pmin as the highest allowable charging power in the charging control strategy of the bus A;

(6-4-2) if the Pmin is larger than or equal to the maximum charging power acceptable by the battery of the bus A, taking the maximum charging power acceptable by the battery of the bus A as the maximum allowable charging power in the charging control strategy of the bus A, and issuing the maximum allowable charging power.

Preferably, the method further comprises the following steps:

(7-1) for the buses which are charged, redistributing the charging priorities of the charged buses in the charging stations according to the departure time and whether the SOC target value is reached:

(7-1-1) calling all charging control strategies distributed by the current charging station, if the buses charged before do not reach the charging SOC target value, redistributing a unique priority value to each bus charged completely according to the sequence of departure time, wherein the priority value is located in the interval of [1, k ], k is a natural number greater than 10, and the smaller the number is, the higher the priority is;

(7-1-2) when the SOC of a certain bus B which is charged up reaches the SOC target value, the enterprise platform server reduces the charging priority of the bus B, so that the charging priority of the bus B is located in a [ k +1, 2k +2] interval;

(7-1-3) according to departure time, calculating the minimum charging power Pmin required by the departure by using a minimum charging power calculation formula, setting the Pmin as the highest allowable charging power, dynamically generating a new charging control strategy and issuing the new charging control strategy again.

When the transformer substation runs at full load, the vehicles with lower priorities need to be suspended for charging, and the vehicles with higher priorities are ensured to be charged; when the transformer substation is ensured to run under a non-full load, the vehicles with high priority can be ensured to be charged normally.

Preferably, the method further comprises the following steps:

the k is 49, the buses which do not reach the charging SOC target value are corresponding to the charging priorities from 1 to 49, and the buses are arranged according to the sequence of departure time, wherein the closer the departure time is, the smaller the charging priority number is;

when the SOC value reaches the SOC target value, the charging priority is regenerated and falls in the interval of 50-100, the charging priority enters the interval of 50-100 according to the time sequence of entering the interval, and the earlier the charging priority enters the interval of 50-100, the larger the value of the charging priority is. 1 of 1 to 100 has the highest priority, and 100 has the lowest priority.

Therefore, the invention has the following beneficial effects:

(1) only a charging net is laid at a charging station, a plurality of vehicles at the same charging station can be simultaneously meshed for charging without mutual interference, and the one-to-one charging limitation of pile charging is avoided;

(2) the cost of the implementation mode is low, and only extra transformer substation terminals are needed for hardware equipment;

(3) the enterprise platform server can remotely and automatically monitor the transformer substation and control the transformer substation not to run in an overload mode;

(4) the enterprise platform server can issue different charging control strategies to each vehicle, so that charging operation is not influenced, and the service life of the battery can be prolonged;

(5) by the method of allocating a charging priority to each vehicle, the vehicles with high priority are ensured to reach a charging target value firstly, and meanwhile, the vehicles with low priority are suspended firstly when the transformer substation is overloaded;

(6) the automatic charging can be realized, the intelligent distribution charging control strategy can be automatically given to each vehicle, the vehicle can be charged in a slow charging mode with the minimum battery loss while the vehicle operation is guaranteed, the service life of the battery is effectively prolonged, and the charging stability and the reliability are good.

Drawings

FIG. 1 is a functional block diagram of the present invention;

FIG. 2 is a flow chart of the present invention;

FIG. 3 is a top view of the present invention;

FIG. 4 is a schematic view of one configuration of the cross bar, vertical support bar and stop block of the present invention;

fig. 5 is a schematic view of a right rail and slider configuration of the present invention.

In the figure: the system comprises a vehicle-mounted terminal 1, a battery management chip 2, a vehicle-mounted charger 3, a national javelin charging interface 4, a pantograph 5, a substation terminal 6, an enterprise platform server 7, a CAN bus 8, a vehicle-mounted processor 11, a CAN bus interface 12, a vehicle-mounted GPS/Beidou positioning module 13, a vehicle-mounted GPRS wireless communication module 14, a substation processor 61, an RS232 interface 62, a substation GPS/Beidou positioning module 63, a substation GPRS wireless communication module 64, an industrial control host 65, a rail 101, a cross rod 102, a supporting vertical rod 103, a stop block 104, a left guide rail 1011, a right guide rail 1012, a rotating shaft 1013, a sliding block 1014 and a bus 201.

Detailed Description

The invention is further described with reference to the following figures and detailed description.

The embodiment shown in fig. 1 is a bus remote charging management system, which includes a vehicle-mounted terminal 1, a battery management chip 2, a vehicle-mounted charger 3, a national javelin charging interface 4 and a pantograph 5, 20 substations arranged in each charging station area, a substation terminal 6 and a wire network arranged in each substation, and an enterprise platform server 7, wherein the vehicle-mounted terminal 1, the battery management chip 2, the vehicle-mounted charger 3, the national javelin charging interface 4 and the pantograph 5 are arranged on a bus; the vehicle-mounted terminal comprises a vehicle-mounted processor 11, a CAN bus interface 12, a vehicle-mounted GPS/Beidou positioning module 13 and a vehicle-mounted GPRS wireless communication module 14; the transformer substation terminal comprises a transformer substation processor 61, an RS232 interface 62, a transformer substation GPS/Beidou positioning module 63 and a transformer substation GPRS wireless communication module 64; the battery management chip, on-vehicle machine that charges, the national standard rifle fills interface and pantograph and connects in proper order the electricity, on-vehicle treater is connected with CAN bus interface respectively, on-vehicle GPS big dipper orientation module and on-vehicle GPRS wireless communication module electricity are connected, the transformer substation treater is connected with the RS232 interface respectively, transformer substation GPS big dipper orientation module and transformer substation GPRS wireless communication module electricity are connected, the RS232 interface is connected with the industrial control host computer 65 electricity of transformer substation, CAN bus interface is connected with the CAN bus 8 electricity of bus, transformer substation GPRS wireless communication module and on-vehicle GPRS wireless communication module all with enterprise platform server wireless connection.

As shown in fig. 3, a track 101 is arranged on the ground below the wire mesh, 4 cross rods 102 perpendicular to the track are arranged on the track, one end of each cross rod is rotatably and slidably connected with the track, two supporting vertical rods 103 perpendicular to the lower surfaces of the cross rods are arranged on the cross rods, and a stop block 104 inserted between the ground and a wheel is arranged at the lower ends of the supporting vertical rods; in fig. 3 there are two buses 201;

as shown in fig. 4, the stopper is in the shape of a quadrangular pyramid, and the cross-sectional area of the stopper gradually increases from top to bottom; the lower surface of the stop block is provided with 15 elastic protrusions.

As shown in FIG. 3, the track comprises a left guide rail 1011 and a right guide rail 1012, and 4 rotating shafts 1013 are provided on the right guide rail, and as shown in FIG. 5, each rotating shaft is slidably connected with the right guide rail through a slider 1014, and the 4 rotating shafts are respectively connected with 4 cross bars.

As shown in fig. 2, a control method of a bus remote charging management system includes the following steps:

step 100, initiating a charging request

step 200, vehicle pairing with charging station

300, generating a charging control strategy by the enterprise platform server;

step 310, the enterprise platform server calculates the SOC target value of the bus A

step 320, calling battery information of the bus A, and determining the highest charging power acceptable by the battery of the bus A; calling information of a transformer substation, and determining residual load information of the transformer substation;

step 330, calculating the minimum charging power Pmin required by the bus A to reach the SOC target value by using the following minimum charging power calculation formula;

step 340, if the Pmin is less than the available load of the transformer substation, generating the highest allowable power

Step 341, if the Pmin is less than the highest charging power acceptable by the battery of the bus A, the Pmin is issued as the highest allowable charging power in the charging control strategy of the bus A;

and 342, if the Pmin is larger than or equal to the highest charging power acceptable by the battery of the bus A, the highest charging power acceptable by the battery of the bus A is taken as the highest allowable charging power in the charging control strategy of the bus A to be issued.

Step 400, issuing a charging control strategy and executing

step 500, charging is completed and pairing is released

When the trickle charging current of the battery is less than 5A and lasts for 30 minutes, the battery management chip of the bus A firstly disconnects the contactor at the negative end of the pantograph and then informs the pantograph to execute pantograph lowering operation; meanwhile, the vehicle-mounted terminal of the bus A sends a charging completion signal to the enterprise platform server, the enterprise platform server withdraws the charging priority of the bus A, and the bus A is unpaired with the transformer substation; the staff removes 2 horizontal poles and moves the position on the track, makes 4 stop blocks keep away from bus A's wheel, rotates 2 horizontal poles, makes 2 horizontal poles rotate respectively to the track both sides.

In addition, for the buses which are charged, the charging priority of the charging buses in the charging station is redistributed according to the departure time and whether the SOC target value is reached:

calling all charging control strategies distributed by the current charging station, if the buses charged before do not reach the charging SOC target value, redistributing a unique priority value to each bus charged completely according to the sequence of departure time, wherein the priority value is located in the interval of [1,49], and the priority is higher when the number is smaller;

when the SOC of a certain bus B which is charged up reaches the SOC target value, the enterprise platform server reduces the charging priority of the bus B, so that the charging priority of the bus B is within the interval of [50, 100 ];

and according to departure time, calculating the minimum charging power Pmin required by the departure by using a minimum charging power calculation formula, setting the Pmin as the highest allowable charging power, dynamically generating a new charging control strategy and issuing the new charging control strategy again.

It should be understood that this example is for illustrative purposes only and is not intended to limit the scope of the present invention. Further, it should be understood that various changes or modifications of the present invention may be made by those skilled in the art after reading the teaching of the present invention, and such equivalents may fall within the scope of the present invention as defined in the appended claims.

Claims

1. A control method of a bus remote charging management system comprises a vehicle-mounted terminal (1), a battery management chip (2), a vehicle-mounted charger (3), a national javelin charging interface (4) and a pantograph (5) which are arranged on a bus, a plurality of substations arranged in each charging station area, a substation terminal (6) and a wire net arranged in each substation, and an enterprise platform server (7); a track (101) is arranged on the ground below the wire mesh, M1 transverse rods (102) vertical to the track are arranged on the track, one end of each transverse rod is rotatably and slidably connected with the track, two supporting vertical rods (103) vertical to the lower surfaces of the transverse rods are arranged on the transverse rods, and a stop block (104) inserted between the ground and a wheel is arranged at the lower ends of the supporting vertical rods; the battery management chip is electrically connected with the vehicle-mounted terminal through a CAN bus (8), the industrial personal computer (65) is electrically connected with the transformer substation terminal, the enterprise platform server is respectively electrically connected with the vehicle-mounted terminal and the transformer substation terminal, and M1 is larger than 1; the method is characterized by comprising the following steps:

(1-1) initiating a charging request:

(1-2) vehicle pairing with charging station:

(1-3) the enterprise platform server generates a charging control strategy and gives the charging priority of the bus A:

(1-3-1) the enterprise platform server calculates the SOC target value of the bus A:

(1-3-2) calling battery information of the bus A, and determining the highest charging power acceptable by the battery of the bus A; calling information of a transformer substation, and determining residual load information of the transformer substation;

(1-3-3) calculating the minimum charging power Pmin required by the bus A to reach the SOC target value by using the following minimum charging power calculation formula;

(1-3-4) if the Pmin is less than the available load of the transformer substation, generating the highest allowable power:

(1-3-4-1) if the Pmin is less than the highest charging power acceptable by the battery of the bus A, issuing the Pmin as the highest allowable charging power in the charging control strategy of the bus A;

(1-3-4-2) if the Pmin is more than or equal to the highest charging power acceptable by the battery of the bus A, taking the highest charging power acceptable by the battery of the bus A as the highest allowable charging power in the charging control strategy of the bus A and issuing the highest allowable charging power;

(1-4) issuing a charging control strategy and executing:

(1-5) charging is completed, and pairing is released:

2. The method as claimed in claim 1, wherein the stopper is in the shape of a quadrangular pyramid, and the cross-sectional area of the stopper increases gradually from top to bottom; the lower surface of the stop block is provided with a plurality of elastic bulges.

3. The control method of the bus remote charging management system according to claim 1, wherein the track comprises a left guide rail (1011) and a right guide rail (1012), wherein the right guide rail is provided with M1 rotating shafts (1013), each rotating shaft is slidably connected with the right guide rail through a slider (1014), and the M1 rotating shafts are respectively connected with M1 cross bars.

4. The control method of the bus remote charging management system according to claim 1, 2 or 3, wherein the vehicle-mounted terminal comprises a vehicle-mounted processor (11), a CAN bus interface (12), a vehicle-mounted GPS/Beidou positioning module (13) and a vehicle-mounted GPRS wireless communication module (14); the transformer substation terminal comprises a transformer substation processor (61), an RS232 interface (62), a transformer substation GPS/Beidou positioning module (63) and a transformer substation GPRS wireless communication module (64); the vehicle-mounted processor is respectively and electrically connected with the CAN bus interface, the vehicle-mounted GPS/Beidou positioning module and the vehicle-mounted GPRS wireless communication module, the substation processor is respectively and electrically connected with the RS232 interface, the substation GPS/Beidou positioning module and the transformer substation GPRS wireless communication module, the RS232 interface is electrically connected with the industrial control host of the transformer substation, the CAN bus interface is electrically connected with the CAN bus of the bus, and the transformer substation GPRS wireless communication module and the vehicle-mounted GPRS wireless communication module are both in wireless connection with the enterprise platform server.

5. The control method of the bus remote charging management system according to claim 1, further comprising the steps of:

(5-1) for the buses which are charged, redistributing the charging priority of the charged buses in the charging station according to the departure time and whether the SOC target value is reached:

(5-1-1) calling all charging control strategies distributed by the current charging station, if the buses charged before do not reach the charging SOC target value, redistributing a unique priority value to each bus charged completely according to the sequence of departure time, wherein the priority value is located in the interval of [1, k ], k is a natural number greater than 10, and the smaller the number is, the higher the priority is;

(5-1-2) when the SOC of a certain bus B which is charged up reaches the SOC target value, the enterprise platform server reduces the charging priority of the bus B, so that the charging priority of the bus B is located in a [ k +1, 2k +2] interval;

(5-1-3) according to departure time, calculating the minimum charging power Pmin required by the departure by using a minimum charging power calculation formula, setting the Pmin as the highest allowable charging power, dynamically generating a new charging control strategy and issuing the new charging control strategy again.

6. The control method of the bus remote charging management system according to claim 5, further comprising the steps of:

when the SOC value reaches the SOC target value, the charging priority is regenerated and falls in the interval of 50-100, the charging priority enters the interval of 50-100 according to the time sequence of entering the interval, and the earlier the charging priority enters the interval of 50-100, the larger the value of the charging priority is.