CN113043848B - Fault control system and method for extended range fuel cell hybrid power system and vehicle - Google Patents
Fault control system and method for extended range fuel cell hybrid power system and vehicle Download PDFInfo
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- CN113043848B CN113043848B CN202110362978.2A CN202110362978A CN113043848B CN 113043848 B CN113043848 B CN 113043848B CN 202110362978 A CN202110362978 A CN 202110362978A CN 113043848 B CN113043848 B CN 113043848B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/24—Using the vehicle's propulsion converter for charging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Life Sciences & Earth Sciences (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Sustainable Development (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Fuel Cell (AREA)
Abstract
The invention discloses a fault control system and method for a hybrid power system of an extended-range fuel cell, which comprises the following steps: the power system comprises two or more groups of power systems, each group of power system comprises a fuel cell unit, a booster circuit and a power cell unit, and the output of the fuel cell unit is connected with the power cell unit after passing through the booster circuit; the output ends of the fuel cell units of the adjacent groups of power systems are connected with a switch element; and the control unit is configured to select the power system of the adjacent group when the fuel battery unit of a certain group of power systems fails, and control the corresponding switch element to be closed so as to charge the power battery unit of the failed group by the adjacent group of fuel battery units. Under the fault working condition of the fuel cell, the SOC of the power cell unit of the fault group can still be controlled to be in the set SOC discharging interval, the deep discharging working condition is avoided, and the service life of the power cell is prolonged.
Description
Technical Field
The invention relates to the technical field of hybrid power of railway vehicles, in particular to a fault control system and method of an extended-range fuel cell hybrid power system and a vehicle.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
At present, the extended range fuel cell hybrid power system generally includes a fuel cell and a power cell; the normal operation of the vehicle under different working conditions is ensured through the common coordination of the fuel cell and the power cell.
Due to the advantages of no pollution, high energy density and the like of the hydrogen fuel cell, the hydrogen fuel cell has great potential in the field of serving as a standby power supply for the rail vehicle. The fuel cell generates electricity and water by taking hydrogen and oxygen as reactants, has high conversion efficiency, no pollution and zero emission, and is the development direction of vehicle-mounted energy in the future.
The rail transit vehicle is often required to be provided with a high-power hydrogen power system, and each hydrogen power system is in a modular layout; if a fuel cell in a hydrogen power system of a certain module group fails, the power cell of the group may be deeply discharged, the service life of the cell may be reduced, and the power of the group may be cut off due to the low SOC of the power cell of the failed group, the running performance of the train may be reduced, or even the train may be taken off line and repaired.
Disclosure of Invention
In view of this, the invention provides a system, a method and a vehicle for controlling a fault of a hybrid power system of an extended-range fuel cell, wherein the system can still control the SOC of a power cell of a fault group to be in a set SOC discharge interval under the fault condition of a fuel cell of a certain group of hydrogen power system, thereby avoiding the deep discharge condition and prolonging the service life of the power cell.
According to a first aspect of an embodiment of the present invention, there is provided an extended range fuel cell hybrid system fault control system, including:
each group of power systems comprises a fuel cell unit, a booster circuit and a power cell unit, wherein the output of the fuel cell unit is connected with the power cell unit after passing through the booster circuit; the output ends of the fuel cell units of the adjacent groups of power systems are connected with a switch element;
and the control unit is configured to select the power system of the adjacent group when the fuel battery unit of a certain group of power systems fails, and control the corresponding switch element to be closed so as to charge the power battery unit of the failed group by the adjacent group of fuel battery units.
As a further scheme, each group of power systems corresponds to a set of traction converters; in each group of power systems, the discharge capacity of the power battery unit can at least meet the power requirement of the traction converter.
As a further alternative, when a fuel cell unit of a certain group of power systems fails, if the vehicle is in a traction condition, the power cell unit of the failed group of power systems and the adjacent group of fuel cell units together provide the required power for the traction converter of the failed group.
If the vehicle is in a constant speed, coasting or parking condition, the adjacent group of fuel cell units provides traction power supply for the traction converter of the failed group, and simultaneously charges the power cell unit of the failed group and the power cell unit of the adjacent group.
If the vehicle is in a braking working condition, the load of the fuel cell is reduced to the minimum output power, and the power battery unit is charged by regenerative braking feedback energy.
As a further approach, the output power of the adjacent group of fuel cell units is equal to the sum of the given power of the adjacent group boost circuit and the given power of the faulty group boost circuit.
As a further scheme, the given power of the adjacent group booster circuit and the given power of the fault group booster circuit are respectively determined according to the SOC size of the power battery unit connected with the fault group booster circuit.
As a further scheme, when the power system of the adjacent group is selected, if only one group of power systems adjacent to the adjacent group is selected, the group is selected as the adjacent group; and if two groups of power systems are adjacent to the adjacent group, selecting one group of the two groups of power systems with the larger power battery SOC as the adjacent group.
According to a second aspect of the embodiments of the present invention, there is provided a method for controlling a fault of an extended range fuel cell hybrid system, including:
when the fuel battery unit of a certain group of power system is in fault, if the vehicle is in a traction working condition, the power battery unit of the power system of the fault group and the adjacent group of fuel battery unit together provide required power for the traction converter of the fault group;
if the vehicle is in a constant speed, coasting or parking condition, the adjacent fuel cell units provide traction power supply for the traction converter of the fault group, and simultaneously charge the power cell unit of the fault group and the power cell unit of the adjacent group;
if the vehicle is in a braking condition, the load of the fuel battery units of the adjacent groups is reduced to the minimum output power, and the power battery units are charged by regenerative braking feedback energy.
According to a third aspect of the embodiment of the invention, a rail transit vehicle is provided, which comprises the above-mentioned extended-range fuel cell hybrid power system fault control system; or, the fault control method of the extended-range fuel cell hybrid power system is adopted to realize the fault control of the fuel cell unit.
Compared with the prior art, the invention has the beneficial effects that:
(1) Under the fault working condition of the fuel cell, the SOC of the power cell unit of the fault group can still be controlled to be in the set SOC discharging interval, the deep discharging working condition is avoided, and the service life of the power cell is prolonged.
Meanwhile, the vehicle can still continuously and normally run, the power of the power battery pack can not be cut off due to the fact that the SOC of the power battery pack in a fault state is too low, the running performance of the vehicle is reduced, and even the vehicle is taken off line and enters a warehouse for maintenance.
(2) When the vehicle is in different operating conditions, different power battery unit charging strategies are adopted, so that the normal operation of the power battery unit of the fault group can be ensured, the energy consumption can be reduced, and the normal operation of the power system of the adjacent group can be ensured.
Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic diagram of a fault control system for an extended range fuel cell hybrid power system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of another programmed fuel cell hybrid system fault control system according to an embodiment of the invention.
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise, and it should be understood that the terms "comprises" and "comprising", and any variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
Example one
According to an embodiment of the present invention, there is provided an embodiment of a fault control system for an extended range fuel cell hybrid system, including: each group of power systems comprises a fuel cell unit, a booster circuit and a power cell unit, wherein the output of the fuel cell unit is connected with the power cell unit after passing through the booster circuit; the output ends of the fuel cell units of the adjacent groups of power systems are connected with a switch element;
and the control unit is configured to select the power system of the adjacent group when the fuel battery unit of a certain group of power systems fails, and control the corresponding switch element to be closed so as to charge the power battery unit of the failed group by the adjacent group of fuel battery units.
Specifically, the power system of the embodiment is a hydrogen power system, and the hydrogen power system may be distributed in each compartment of the rail transit vehicle, referring to the topology shown in fig. 1, or all the power systems may be arranged in the same compartment, referring to fig. 2.
Each group of hydrogen power systems corresponds to one set of traction converter, each set of traction converter corresponds to one bogie, and all motors of the bogie are controlled.
In each group of hydrogen power systems, the output of the fuel cell unit passes through the DC/DC booster circuit and then is respectively connected with the corresponding power cell unit and the traction converter.
Under the normal operation condition, each hydrogen power system respectively supplies power to the corresponding traction converter, and each switching element is in a disconnected state; the electric energy generated by the fuel cell unit is boosted and then supplies power to the train together with the power battery; due to the characteristics of the fuel cell and the reserved fault operation capacity, when the hydrogen power system is configured, the traction braking peak power can be independently provided by the power cell, namely the discharge capacity of the power cell can meet the requirements of the traction converter.
In the embodiment, when the power system of the adjacent group is selected, if only one group of power systems adjacent to the adjacent group is selected, the group is selected as the adjacent group; and if two groups of power systems are adjacent to the adjacent group, selecting one group of the two groups of power systems with the larger power battery SOC as the adjacent group.
Taking the topology shown in fig. 1 as an example, the first hydrogen power system comprises a first fuel cell unit, a first DC/DC circuit and a first power cell unit; the second hydrogen power system comprises a second fuel battery unit, a second DC/DC circuit and a second power battery unit; and so on.
When the fuel cell unit of the first hydrogen power system breaks down, automatically cutting off the first fuel cell unit; meanwhile, determining the second hydrogen power system as an adjacent group; the first switching element is closed, at which time the second fuel cell unit can simultaneously output to the first DC/DC circuit and the second DC/DC circuit, the output power of the second fuel cell unit being the sum of the given power of the first DC/DC circuit and the given power of the second DC/DC circuit.
The specific control strategy in this case is as follows:
(1) When the vehicle is in a traction working condition, the output of the first power battery unit can meet the power requirement of the traction converter, so that the given power of the second fuel battery unit does not exceed the maximum output capacity of the second fuel battery unit, and the second fuel battery unit can output power according to the required power.
(2) When the vehicle is in a constant speed, coasting or parking condition, the second fuel cell unit provides power for traction of the vehicle, and at the moment, the second fuel cell unit simultaneously charges the first power cell unit and the second power cell unit; the second fuel battery unit can determine the power output to the first DC/DC circuit and the second DC/DC circuit according to the SOC of the power battery unit and different set power levels; the smaller the SOC of the power battery unit is, the larger the output power of the fuel battery unit is until the full power is output.
The given power of the first DC/DC circuit and the second DC/DC circuit is determined according to the SOC of the first power battery and the SOC of the second power battery; if the sum of the given powers of the first DC/DC circuit and the second DC/DC circuit exceeds the maximum output power of the second fuel cell, the second fuel cell outputs at the maximum output power.
(3) When the vehicle is in a braking working condition, the load of the second fuel cell is reduced to the minimum output power, and the regenerative braking feedback energy is used for charging the first power cell.
The regenerative braking feedback energy specifically means that when the vehicle brakes, kinetic energy of the vehicle is converted into electric energy through the motor, and the electric energy is fed back to the high-voltage bus through the converter so as to charge the power battery.
In the process, the third hydrogen power system and the fourth hydrogen power system still work normally.
Still taking the topology structure shown in fig. 1 as an example, when the second hydrogen power system fails, at this time, comparing the SOC of the power batteries in the adjacent first hydrogen power system and third hydrogen power system, selecting one group with a large SOC of the power battery as the adjacent group of hydrogen power system, and selecting the third hydrogen power system in this embodiment; and closing a second switching element between the second hydrogen power system and the third hydrogen power system.
The remaining control strategies are the same as described above and will not be described further herein.
Example two
According to an embodiment of the present invention, an embodiment of a method for controlling a fault of an extended range fuel cell hybrid system is provided, which includes the following steps:
when a fuel cell unit of a certain group of power systems fails, cutting off the fuel cell unit of the group; selecting a power system of an adjacent group according to the SOC of the power battery; and controlling the fuel cell units of the adjacent group of power systems to charge the power cell unit of the failed group.
The specific control strategy is as follows:
when the fuel cell unit of a certain group of power system is in fault, if the vehicle is in a traction working condition, the power cell unit of the power system of the fault group and the adjacent fuel cell unit jointly provide required power for the traction converter of the fault group.
If the vehicle is in a constant speed, coasting or parking condition, the adjacent group of fuel cell units provides traction power supply for the traction converter of the failed group, and simultaneously charges the power cell unit of the failed group and the power cell unit of the adjacent group.
If the vehicle is in a braking working condition, the load of the fuel cell is reduced to the minimum output power, and the power battery unit is charged by regenerative braking feedback energy.
The specific implementation of the control strategy is described in the first embodiment, and is not described herein again.
The fault control method for the extended-range fuel cell hybrid power system can still control the SOC of the power cell of the fault group to be in a set SOC discharging interval under the fault working condition of the fuel cell, avoid deep discharging working condition and prolong the service life of the power cell. Meanwhile, the train can still continuously and normally run, the power of the power battery pack can not be cut off due to the fact that the SOC of the power battery pack with a fault is too low, the running performance of the train is reduced, and even the train is withdrawn and enters a warehouse for maintenance.
EXAMPLE III
According to an embodiment of the invention, an embodiment of a rail vehicle is provided, which includes the failure control system of the extended range fuel cell hybrid power system described in the first embodiment;
or, the fault control method of the extended-range fuel cell hybrid power system described in the second embodiment is adopted to realize the fault control of the fuel cell.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.
Claims (8)
1. A system for controlling a fault in an extended range fuel cell hybrid power system, comprising:
the power system comprises two or more groups of power systems, each group of power system comprises a fuel cell unit, a booster circuit and a power cell unit, and the output of the fuel cell unit is connected with the power cell unit after passing through the booster circuit; the output ends of the fuel cell units of the adjacent groups of power systems are connected with a switch element;
the control unit is configured to select a power system of an adjacent group when a fuel cell unit of a certain group of power systems fails, and control the corresponding switch element to be closed so as to charge the adjacent group of fuel cell units for the power cell unit of the failed group or output set power for the traction converter of the failed group;
when a first fuel cell unit of the first hydrogen power system breaks down, automatically cutting off the first fuel cell unit; meanwhile, determining the second hydrogen power system as an adjacent group; closing the first switching element, while the second fuel cell unit is capable of outputting to both the first DC/DC circuit and the second DC/DC circuit, the output power of the second fuel cell unit being the sum of the given power of the first DC/DC circuit and the given power of the second DC/DC circuit;
when the fuel battery unit of a certain group of power system is in fault, if the vehicle is in a traction working condition, the power battery unit of the power system of the fault group and the adjacent group of fuel battery unit together provide required power for the traction converter of the fault group;
when the fuel battery units of a certain group of power system are in fault, if the vehicle is in a constant speed, idle running or parking working condition, the adjacent group of fuel battery units provide traction power supply for the traction converter of the fault group, and simultaneously charge the power battery units of the fault group and the adjacent group of power battery units;
when the fuel battery unit of a certain group of power system is in fault, if the vehicle is in a braking working condition, the fuel battery unit of the adjacent group is reduced to the minimum output power, and the power battery unit is charged by regenerative braking feedback energy.
2. The extended range fuel cell hybrid power system fault control system of claim 1, wherein each group of power systems corresponds to a traction converter; in each group of power systems, the discharge capacity of the power battery unit can at least meet the power requirement of the traction converter.
3. The extended range fuel cell hybrid system fault control system of claim 1, wherein the output power of an adjacent group of fuel cell units is equal to the sum of the given power of an adjacent group of boost circuits and the given power of the faulty group of boost circuits.
4. The extended range fuel cell hybrid system fault control system of claim 3, wherein the given power of the adjacent bank boost circuit and the given power of the faulty bank boost circuit are determined based on the SOC magnitude of the power cell unit connected thereto, respectively.
5. The extended range fuel cell hybrid power system fault control system of any one of claims 1-4, wherein when selecting a power system of an adjacent group, if only one group of power systems is adjacent to it, then selecting that group as the adjacent group; and if two groups of power systems are adjacent to the adjacent group, selecting one group of the two groups of power systems with the larger power battery SOC as the adjacent group.
6. A fault control method of an extended range fuel cell hybrid system, which employs the extended range fuel cell hybrid system fault control system according to any one of claims 1 to 5, comprising:
when the fuel battery unit of a certain group of power systems fails, the power system of the adjacent group is selected, and the fuel battery unit of the adjacent group of power systems is controlled to charge the power battery unit of the failed group.
7. The extended range fuel cell hybrid power system fault control method of claim 6, wherein when a fuel cell unit of a certain group of power systems fails, if the vehicle is in a traction condition, the power cell unit of the failed group of power systems and an adjacent group of fuel cell units together provide required power for a traction converter of the failed group;
if the vehicle is in a constant speed, coasting or parking condition, the adjacent fuel cell units provide traction power supply for the traction converter of the fault group, and simultaneously charge the power cell unit of the fault group and the power cell unit of the adjacent group;
if the vehicle is in a braking condition, the load of the fuel battery units of the adjacent groups is reduced to the minimum output power, and the power battery units are charged by regenerative braking feedback energy.
8. A rail transit vehicle comprising the extended range fuel cell hybrid power system fault control system of any one of claims 1-5; alternatively, the fault control of the fuel cell unit is realized by using the fault control method of the extended range fuel cell hybrid power system according to any one of claims 6 to 7.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110362978.2A CN113043848B (en) | 2021-04-02 | 2021-04-02 | Fault control system and method for extended range fuel cell hybrid power system and vehicle |
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| CN202110362978.2A CN113043848B (en) | 2021-04-02 | 2021-04-02 | Fault control system and method for extended range fuel cell hybrid power system and vehicle |
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| CN113043848A CN113043848A (en) | 2021-06-29 |
| CN113043848B true CN113043848B (en) | 2022-10-28 |
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