CN114572256B - Rail transit hybrid power pack control method and system based on position line information - Google Patents
Rail transit hybrid power pack control method and system based on position line information Download PDFInfo
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- CN114572256B CN114572256B CN202210382073.6A CN202210382073A CN114572256B CN 114572256 B CN114572256 B CN 114572256B CN 202210382073 A CN202210382073 A CN 202210382073A CN 114572256 B CN114572256 B CN 114572256B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
- B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
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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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The invention discloses a method and a system for controlling a track traffic hybrid power pack based on position line information, wherein the method comprises the following steps: acquiring the position of the current rail transit hybrid vehicle and the line information thereof, and the line information of the next section line; marking the road section of the current line, and obtaining the total electric quantity required by the rail transit hybrid electric vehicle when each section line passes; determining whether a power battery pack of the power battery management system fails; calculating a weighted accumulation constant of the rail transit hybrid electric vehicle from the current position to the next vehicle station; calculating the time of the track traffic hybrid vehicle passing through the segmented line; acquiring a fitted target vehicle speed; and controlling the diesel engine and the high-speed permanent magnet motor system. According to the invention, through different mixing forms of energy sources, the electric energy regenerated by braking can be fully recovered, the energy utilization rate of the whole vehicle operation is improved, and the vehicle damage caused by emission and mechanical braking is reduced.
Description
Technical Field
The invention relates to the technical field of rail transit hybrid power pack control method and system based on position line information.
Background
The hybrid power pack for the rail transit equipment is integrated equipment for providing power and a transmission system assembly for an internal combustion motor train unit or a hybrid motor train unit, the technology is still in a research and development stage in China, and the aim is to improve the power performance and the passenger comfort, reduce the energy consumption of the system, reduce the emission of carbon dioxide and particulate matters, reduce noise and realize the efficient utilization of energy. Secondly, simplify the driver operation, alleviate driver's driving fatigue, promote EMUs intelligent level. And thirdly, the period and the cost of the research and development, the assembly and the debugging of the whole vehicle are reduced.
The control strategy in the automobile field is changeable and random due to applicable line conditions, and the operation line, the operation schedule, stop information and the like of the rail transit vehicle are relatively fixed during passenger carrying operation, the position information and the speed limit information are clear, and the ramp, the turnout, the bridge tunnel and the curve of the vehicle in a certain distance in front of the vehicle are also fixed during operation. Therefore, how to improve the energy utilization rate, improve the vehicle power performance, reduce the carbon emission and reduce the operation fatigue strength of a driver in the running period on the premise of meeting the operation schedule requirement and the operation requirement of the driver is a problem to be solved.
Disclosure of Invention
The invention provides a method and a system for controlling a track traffic hybrid power pack based on position line information, which are used for solving the technical problems.
In order to achieve the above object, the technical scheme of the present invention is as follows:
a track traffic equipment hybrid power pack control method based on position and line information comprises the following steps:
step S1: acquiring the position of the current rail transit hybrid vehicle and the line information thereof and the line information of the next sectional line through a positioning system;
step S2: the hybrid power pack controller marks the road section of the current line according to the line information to obtain a plurality of section lines S 1 、S 2 ...S i ...S N And calculates the track traffic hybrid vehicle at each segment line S i The total energy required by passing is converted into electric quantity, and the total electric quantity C required by the rail transit hybrid electric vehicle when each sectional line passes is obtained i ；
Step S3: the hybrid power pack controller determines whether a power battery pack of the power battery management system fails;
if the power battery pack does not have a fault, executing S4;
if the power battery pack fails, the hybrid power pack controller controls the power battery pack to be released; ending the hybrid control;
Step S4: the hybrid power pack controller calculates a weighted accumulation constant C between the current position of the rail transit hybrid power vehicle and the next vehicle station;
step S5: the hybrid power pack controller calculates that the rail transit hybrid power vehicle passes through the segmented line S i Time t of (2) i ；
Step S6: the hybrid power pack controller performs target vehicle speed fitting on the segmented line according to the vehicle control unit so as to obtain a fitted target vehicle speed
Step S7: according to the track traffic hybrid vehicle, the target vehicle speed is achievedThrough the current segment line S i Is set to be the required total electric quantity C i The method comprises the steps of carrying out a first treatment on the surface of the The track traffic hybrid vehicle passes through the next section line S i+1 Is set to be the required total electric quantity C i+1 The method comprises the steps of carrying out a first treatment on the surface of the Rail transit hybrid vehicle passes through segmented line S i Time t of (2) i The method comprises the steps of carrying out a first treatment on the surface of the Current electric quantity C 0 Rechargeable electric quantity C c And dischargeable electric quantity C dc The hybrid power pack controller controls the diesel engine and the high-speed permanent magnet motor system.
Further, the method for obtaining the current position of the rail transit hybrid vehicle in the step S1 includes:
when the positioning system can acquire the position of the rail transit hybrid power vehicle, acquiring the position of the rail transit hybrid power vehicle through the positioning system;
when the positioning system cannot acquire the position of the rail transit hybrid power vehicle, acquiring the position of the rail transit hybrid power vehicle by adopting an off-line positioning method;
The off-line positioning method comprises the following steps:
the hybrid power pack controller confirms the travelling distance of the rail transit hybrid power vehicle in the offline period according to the last acquired position information of the positioning system and by combining the running speed, the running direction and the running time of the rail transit hybrid power vehicle;
and adding the travelling distance to the position of the last positioning to obtain the position of the current rail transit hybrid vehicle.
Further, the method for calculating the energy required by the rail transit hybrid vehicle when each segment line passes through in the step S2 and converting the required energy into electric quantity is as follows:
s21: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i The required active electricity consumption C fi ；
S22: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Auxiliary system power consumption C of (2) vi ；
S23: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Is set to be the required total electric quantity C i ：
C i ＝C fi +C vi
S24: according to the S21-S23, calculating that the track traffic hybrid vehicle passes through the (i+1) th subsection line S i+1 The total electric quantity C required i+1 。
Further, the method for calculating the weighted accumulation constant C in the step S4 is as follows:
wherein: n1 is the gradient ρ between two stations i >0, N2 is the gradient ρ between two stations i Segment number of line segments less than or equal to 0 ρ i Is the gradient of the ramp, L i Representing the ith segmented line S i Is a length of (2); l (L) j Representing a jth segment line S j Is a length of (c).
Further, in the step S5: the time for the rail transit hybrid vehicle to pass through the segmented line is calculated as follows:
when gradient ρ i When less than or equal to 0, through a segmented line S i Time t of (2) i The method comprises the following steps:
when gradient ρi>At 0, through the segment line S i The time ti of (2) is:
wherein T is the section line S of the rail transit hybrid electric vehicle i Is a function of the total duration of (a).
Further, in the step S6, the method for performing the target vehicle speed fitting on the segmented line includes:
s61: when the constant speed running is included in the command issued by the vehicle control unit VCU,
wherein:the target vehicle speed after fitting is obtained; v (V) s The vehicle speed is set for constant-speed running;
s62: when the constant-speed running is not included in the instruction issued by the vehicle control unit VCU,
further, the control strategy of the hybrid power pack controller in the step S7 for controlling the diesel engine and the high-speed permanent magnet motor system is as follows:
s71: when C i Less than or equal to 0 and when-C i ≤C c When the diesel engine is stopped, the high-speed permanent magnet motor system starts a power generation mode to drive Power battery pack charge to C 0 +C i ；
S72: when C i Less than or equal to 0 and when-C i >C c When the diesel engine is stopped, the high-speed permanent magnet motor system starts a power generation mode to supplement the electric quantity of the power battery pack to C 0 +C c ；
S73: when P E *t i >C i >0, and C i+1 <0, where P E The power corresponding to the highest efficiency point of the diesel engine operation is that the diesel engine is stopped, and the high-speed permanent magnet motor system starts an electric mode so that the rail transit hybrid electric vehicle passes through S i+1 The electric braking energy can be fully recovered;
s74: when P E *t i >C i >0, and C i+1 When the speed is more than or equal to 0, the diesel engine is started, and the high-speed permanent magnet motor system starts a power generation mode;
s75: when P E *t i +C dc ≥C i ≥P E *t i When the diesel engine is started, the high-speed permanent magnet motor system starts an electric mode;
s76: when C i >P E *t i +C dc When the diesel engine is started, the high-speed permanent magnet motor system starts an electric mode;
s77: when the track traffic hybrid vehicle acquires the next subsection route S i+1 When the high-speed permanent magnet motor system is in a road section of pure electric operation, the high-speed permanent magnet motor system starts a power generation mode; when the track traffic hybrid vehicle starts to enter the next subsection route S i+1 And when the high-speed permanent magnet motor system starts an electric mode.
A control system for a track traffic equipment hybrid package control method based on location and route information, comprising: the system comprises a vehicle control unit, a hybrid power pack controller, a diesel engine management computer, a hybrid power box controller, a high-speed permanent magnet motor system control system, a gearbox control unit, a positioning system, a 4G/5G communication module, a power battery management system and a thermal management system;
The vehicle control unit is in communication connection with the hybrid power pack controller to receive a control instruction of the vehicle control unit and state information of the rail transit hybrid power and feed back a real-time state of the hybrid power pack to the vehicle control unit;
the diesel engine management computer is in communication connection with the hybrid power pack controller; the system comprises a diesel engine management computer, a control system and a control system, wherein the control system is used for controlling the starting, stopping and rotating speed/torque of the diesel engine and feeding back the real-time running state of the diesel engine;
the high-speed permanent magnet motor system is connected with the high-speed permanent magnet motor system control system, and the high-speed permanent magnet motor system control system is connected with the hybrid power pack controller; the high-speed permanent magnet motor system is controlled by the high-speed permanent magnet motor system control system to perform electric or power generation;
the gearbox is connected with the gearbox control unit; the gearbox control unit is connected with the hybrid power pack controller to control the gearbox to perform power interruption-free gear shifting;
the mixing box is connected with the mixing box controller, and the mixing box controller is connected with the hybrid power pack controller to control the mixing box to transmit the power of the diesel engine and the high-speed permanent magnet motor system;
The positioning system is in communication connection with the hybrid power pack controller to determine the position of the current vehicle and the current line information;
the 4G/5G communication module is in communication connection with the hybrid power pack controller so as to transmit and store the operation data of the hybrid power pack to a remote server;
the power battery management system is in communication connection with the hybrid power pack controller so as to control the power battery pack to charge or discharge through the hybrid power pack controller;
the thermal management system is in communication connection with the hybrid power pack controller to control the thermal management system to regulate the ambient temperature at which the power battery pack operates through the hybrid power pack controller.
The beneficial effects are that: according to the method and the system for controlling the track traffic hybrid power pack based on the position line information, the running line of the track traffic hybrid power car and the current position are combined, the vehicle speed of each road section is formulated through time distribution of road sections with different gradients, and the output power of the power pack is automatically controlled by combining with the instructions of the vehicle control unit so as to meet the requirements of the running schedule of the track traffic hybrid power car. And the comprehensive efficiency of the system is improved through different mixing forms of energy sources. And the electric brake is fully utilized to recover braking energy, so that the energy utilization rate in the running process of the vehicle is improved. Providing good electric energy space for charging or discharging for electric braking energy regeneration or electric driving of the front road section. The electric energy regenerated by braking can be fully recovered, the energy utilization rate of the whole vehicle running is improved, and the vehicle damage caused by emission and mechanical braking is reduced. And can provide higher traction force when ascending an uphill, and maintain the dynamic performance of the vehicle.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it will be obvious that the drawings in the following description are some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of the composition and network topology of a rail transit equipment hybrid power system of the present invention;
FIG. 2 is a schematic diagram of the time distribution of the track traffic equipment hybrid package control strategy of the present invention;
FIG. 3 is a flow chart of a track traffic equipment hybrid control strategy of the present invention;
fig. 4 is a schematic diagram of a BP neural network algorithm for performing system learning by using the rail transit equipment hybrid power pack of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment provides a track traffic equipment hybrid power pack control method based on position and line information, as shown in fig. 2-4;
first, when the diesel engine, the power battery pack, and the high-speed permanent magnet motor fail to be used, the HCU cuts off the corresponding actuator or function. This condition is a high priority condition.
If the diesel engine, the power battery pack and the high-speed permanent magnet motor do not have faults, the rail transit hybrid vehicle is controlled according to the following steps;
step S1: acquiring line information of the current track traffic hybrid vehicle and line information of a next ramp subsection line by a hybrid power pack controller;
specifically, the hybrid power pack controller HCU obtains the position of the current rail transit hybrid power car from the positioning system through the CAN bus, and then searches a line information table of a current line built in the hybrid power pack controller HUC through a table lookup method to obtain line information between the current position and a next vehicle station, wherein the line information comprises information such as speed limit, ramp, curve, bridge tunnel and the like; the hybrid package controller HCU in this embodiment is an existing mature product.
Preferably, the method for the current position of the rail transit hybrid vehicle comprises the following steps:
when the positioning system can acquire the position of the rail transit hybrid power vehicle, acquiring the position of the rail transit hybrid power vehicle through the positioning system;
when the positioning system cannot acquire the position of the rail transit hybrid power vehicle, namely the network signal of the positioning system is poor, and the vehicle position cannot be positioned through the network, acquiring the position of the rail transit hybrid power vehicle by adopting an off-line positioning method;
the off-line positioning method comprises the following steps:
the hybrid power pack controller HCU confirms the travel distance of the rail transit hybrid power vehicle in the offline period according to the last acquired position information of the positioning system and by combining the running speed, the running direction and the running time of the rail transit hybrid power vehicle;
and adding the travelling distance to the position of the last positioning to obtain the current position of the rail transit hybrid vehicle.
Step S2: the hybrid power pack controller HCU marks the road section of the current line according to the line information, acquires a plurality of section lines, calculates the energy required by the rail transit hybrid power vehicle when each section line passes, and converts the required energy into electric quantity; acquiring total electric quantity C required by each sectional line of the rail transit hybrid electric vehicle when passing i ；
Specifically, the hybrid power pack controller HCU marks road segments with different characteristics (ramp, curve, bridge tunnel, speed limit) as N segment lines, respectively as S 1 、S 2 ...S i ...S N And calculates the track traffic hybrid vehicle passing through the ith subsection line S i And the (i+1) th segment line S i+1 The required energy is converted into electric quantity to measure. The method comprises the following specific steps:
1. active electricity consumption of track traffic hybrid vehicle is calculated
The parameters of the road with characteristics of ramp, curve, bridge tunnel, speed limit and the like, which are obtained by the rail transit hybrid vehicle according to the table lookup, are specifically the gradient; the parameters of the curve are the bending radius and the bending length of the curve, so that the running resistance of the rail transit hybrid electric vehicle can be influenced; the bridge tunnel has special speed limiting or zero emission requirements, for example, an engine is closed before entering the tunnel, and the control strategy of the hybrid power is selected in a sliding or electric mode; vehicle weight, windward area, wheel diameter and vehicle of rail transit hybrid electric vehicleThe speed ratio of the shaft gear box and other data are calculated to calculate that the rail transit hybrid vehicle passes through the ith subsection line S 1 Resistance F of (2) fi Work W is done by resistance fi And W is taken as fi Active electricity consumption C converted into rail transit hybrid electric vehicle fi ；
2. Calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Auxiliary system power consumption C of (2) vi ；
3. Calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Is set to be the required total electric quantity C i ：
C i ＝C fi +C vi
Wherein C is i Is positive, indicates that the rail transit hybrid vehicle passes through the segmented line S i The hybrid power pack is required to do positive work, namely the power pack is required to exert power; c (C) i When negative, the track traffic hybrid vehicle passes through the segmented line S i The hybrid power pack is not required to do work, and energy is available in surplus, so that the power pack can recover the surplus energy.
Similarly, the (i+1) th segment line S is calculated according to the method i+1 The total electric quantity C required i+1 。
Step S3: the hybrid pack controller HCU determines whether a power battery pack of the power battery management system BMS has a failure;
if the power battery pack has no fault, executing a step S4;
if the power battery pack fails, the hybrid power pack controller HCU controls the power battery pack to be released; ending the hybrid control;
specifically, the hybrid power pack controller HCU is configured to control the current electric quantity C of the power battery pack according to the BMS 0 Rechargeable electric quantity C c Electric quantity C capable of discharging dc The power battery pack charging enabling information, discharging enabling information, faults and the like are used for determining whether the power battery pack has faults or not; if the power battery pack does not have faults, executing S4, and controlling the power battery pack to participate in an electric or power generation working condition by the HCU; if the power isThe battery pack fails, and if the power battery pack fails due to the failure of the heat dissipation system and the power battery pack exceeds the temperature, the hybrid power pack controller HCU controls the power battery pack to be released; ending the hybrid control;
step S4: the hybrid power pack controller HCU calculates a weighted accumulation constant C between the current position of the rail transit hybrid power vehicle and the next vehicle station.
In particular, since the track traffic hybrid vehicle is running, the schedule of each station along the way is fixed, i.e., the total time period T taken to originate from the own station to reach the next station is fixed. However, the ramp, curve, speed limit and other factors of the line can influence the track traffic hybrid vehicle to pass through the segmented line L i Is a time of (a) to be used. Since for rail transit hybrid vehicles, ramps and speed limits are the main influencing factors, special segmented lines such as curves, bridges and tunnels are secondary factors. Therefore, in the embodiment, when the weighted accumulation constant C is calculated, the gradient is taken as the weight, and the time required by the track traffic hybrid vehicle to pass through the segmented lines with different gradients is distributed in a weighting manner.
The weighted accumulation constant C is calculated as follows:
when the slope of the ramp ρ i When the weight coefficient is less than or equal to 0, the weight coefficient is 1, and when the gradient rho of the ramp is equal to or less than 0 i >When 0, the weighting coefficient takes the gradient value rho i . Weighted accumulation constant C:
wherein: n1 is the gradient ρ between two stations i >0, N2 is the gradient ρ between two stations i Segment number of line segments less than or equal to 0 ρ i Is the gradient of the ramp, L i Representing the ith segmented line S i Is a length of (2); l (L) j Representing a jth segment line S j Is a length of (2);
step S5: hybrid packet controller HCU calculates the total number of data to be transmitted through segment line S i Time t of (2) i ；
When gradient ρ i When less than or equal to 0, throughSegment line S i Time t of (2) i The method comprises the following steps:
when gradient ρi>At 0, through the segment line S i The time ti of (2) is:
step S6: the hybrid power pack controller HCU performs target vehicle speed fitting on each segmented line according to a vehicle control unit VCU (driver operation instruction) to obtain a fitted target vehicle speed;
specifically, the embodiment automatically controls the output power of the hybrid power pack by making the speed of the rail transit hybrid power vehicle at each road section and combining with the VCU control instruction so as to meet the requirement of the vehicle running schedule.
The method for carrying out target vehicle speed fitting on the segmented line in the S6 comprises the following steps:
s61: when the driver operation instruction includes constant speed driving,
Wherein:the target vehicle speed after fitting is obtained; v (V) s The vehicle speed is set for constant-speed running;
s62: when the constant speed running is not included in the driver's operation instruction,
step S7: according to the track traffic hybrid vehicle passing through the current subsection line S i Is set to be the required total electric quantity C i The method comprises the steps of carrying out a first treatment on the surface of the Rail trackThe traffic hybrid vehicle passes through the next segment line S i+1 Is set to be the required total electric quantity C i+1 The method comprises the steps of carrying out a first treatment on the surface of the Current electric quantity C 0 Rechargeable electric quantity C c Electric quantity C capable of discharging dc The hybrid power pack controller HCU controls the diesel engine and the high-speed permanent magnet motor system.
Preferably, the high-speed permanent magnet motor system in the present embodiment includes a first high-speed permanent magnet motor MG1 and a second high-speed permanent magnet motor MG2; correspondingly, the control system of the high-speed permanent magnet motor system in the embodiment comprises a first high-speed permanent magnet motor controller MCU1 and a second high-speed permanent magnet motor controller MCU2;
the control strategy of the hybrid package controller HCU in step S7 for controlling the diesel engine, the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 is as follows:
s71: when C i Less than or equal to 0 and when-C i ≤C c When, i.e. the rail transit hybrid vehicle passes through the sectionalized line L i When energy recovery can be carried out without providing energy by the hybrid power pack controller, the hybrid power pack controller HCU communicates with the diesel engine management computer FFR and communicates with the hybrid tank and the hybrid tank controller ECCU, so that the connection between the diesel engine and the hybrid tank is released, and the diesel engine is controlled to stop; the HCU is communicated with a first high-speed permanent magnet motor controller/a second high-speed permanent magnet motor controller (MCU 1/MCU 2), the first high-speed permanent magnet motor MG 1/the second high-speed permanent magnet motor MG2 starts a power generation mode to electrically brake and store generated electric energy in the power battery pack, wherein the combination form of the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 is dependent on the magnitude of required charging power, and the electric quantity of the power battery pack is supplemented to C 0 And C i 。
S72: when C i Less than or equal to 0 and when-C i >C c When the hybrid power pack controller HCU communicates with the diesel engine management computer FFR and communicates with the hybrid tank and the hybrid tank controller ECCU, the connection between the diesel engine and the hybrid tank is released, the diesel engine is stopped and communicates with a first high-speed permanent magnet motor controller/a second high-speed permanent magnet motor controller (MCU 1/MCU 2), and the first high-speed permanent magnet motor MG 1-The second high-speed permanent magnet motor MG2 starts the power generation mode to perform electric braking, and stores the generated electric energy in the power battery pack. The combination of MG1 and MG2 supplements the electric quantity of the power battery pack to C according to the required charging power 0 +C c I.e. the sum of the current charge and the chargeable charge increases. At this time-C i -C c Is consumed by a power consumption resistor or a mechanical braking mode.
S73: when P E *t i >C i >0, and C i+1 <0, i.e. the rail transit hybrid vehicle passes through the sectionalized line L i Requires a hybrid package controller to provide power and is connected with a segment line L i+1 When energy recovery is possible, the HCU communicates with the FFR and with the ECCU, the diesel engine is separated from the hybrid tank, and the hybrid tank and the MG1/MG2 are combined to control and stop the diesel engine. The HCU communicates with MCU1/MCU2 to operate MG1/MG2 in motoring mode. When MG1/MG2 will C dc Before consumption reaches 0, the rail transit hybrid electric vehicle passes through L i At that point, the HCU enters control of the next segment line. When MG1/MG2 will C dc Before consumption reaches 0, the rail transit hybrid vehicle does not pass S i When the HCU communicates with the FFR, the diesel engine is started and operated at the highest efficiency point, and the ecu communicates with the hybrid tank and MG1/MG2. The HCU is communicated with the MCU1/MCU2, so that the MG1/MG2 works in a power generation mode, a part of the diesel engine exceeding the power requirement of the rail transit hybrid electric vehicle is used for generating power, and the available discharge amount of the power battery pack is supplemented to a new C dc And then stopping the diesel engine and separating the diesel engine from the mixing box. Novel C dc Meet the requirement of passing through a sectional line S after the diesel engine stops i The required electrical energy. Thus, the rail transit hybrid vehicle passes through S i+1 The electric braking energy can be fully recovered.
S74: when P E *t i >C i >0, and C i+1 When not less than 0, namely the rail transit hybrid vehicle passes through the segmented line S i Requires the hybrid package controller to supply energy and is connected with the power supply through a segmented line S i+1 When the hybrid package controller is also needed to supply energy, the HCU communicates with the FFR, starts the diesel engine and makes the diesel engine to be the most efficient by adjusting the back-end load powerHigh efficiency point work according to P E Exerting power. The blending box is in communication with the ECCU in combination with MG1/MG2. The HCU is communicated with the MCU1/MCU2, the MG1/MG2 is operated in a power generation mode, a part of the diesel engine exceeding the power requirement of the rail transit hybrid electric vehicle is used for generating power, and if P E *t i -C i ≥C c Supplementing the power battery to C 0 +C c The method comprises the steps of carrying out a first treatment on the surface of the If P E *t i -C i <C c Supplementing the power battery to C 0 +P E *t i -C i . Thus, the rail transit hybrid vehicle passes through S i+1 When the power battery pack is in use, the power battery pack can keep higher electric energy level so as to meet the power requirement of the rail transit hybrid electric vehicle.
S75: when P E *t i +C dc ≥C i ≥P E *t i When, i.e. the rail transit hybrid vehicle passes through the sectionalized line S i When the hybrid power pack controller is required to supply energy, the HCU and the FFR are communicated to control the diesel engine to work at the highest efficiency point, and the diesel engine is enabled to work at P by adjusting the rear end load power E Exerting power. Communication with the ECCU incorporates the connection of the diesel engine to the hybrid tank and incorporates MG1/MG2. And the power battery pack is communicated with the MCU1/MCU2, so that the MG1/MG2 works in an electric mode, and the MCU1/MCU2 consumes the power of the power battery pack and drives the rail transit hybrid electric vehicle to run together with the diesel engine. When power battery C dc When the consumption reaches 0, the HCU is communicated with the FFR, the rotating speed of the diesel engine is regulated, and the diesel engine is controlled to work at a high power point so as to meet the traction requirement of the rail transit hybrid electric vehicle.
S76: when C i >P E *t i +C dc When, i.e. the rail transit hybrid vehicle passes through the sectionalized line S i When the hybrid power pack controller is required to supply energy and the working point of the diesel engine exceeds the highest efficiency point, the HCU communicates with the FFR, adjusts the rotating speed of the diesel engine and controls the diesel engine to work at a high power point. Communication with the ECCU incorporates the connection of the diesel engine to the hybrid tank and incorporates MG1/MG2. The HCU is communicated with the MCU1/MCU2, so that the MG1/MG2 works in an electric mode, the MCU1/MCU2 consumes the electric energy of the power battery pack, and the power battery pack and the diesel engine jointly drive the rail transit hybrid electric vehicle to run so as to be full Traction requirements of the foot rail transit hybrid vehicle.
S77: when the track traffic hybrid vehicle acquires the next subsection route S i+1 When the high-speed permanent magnet motor system is in a road section of pure electric operation, the high-speed permanent magnet motor system starts a power generation mode; when the track traffic hybrid vehicle starts to enter the next subsection route S i+1 And when the high-speed permanent magnet motor system starts an electric mode. Specifically, the road sections which are operated purely electrically comprise road sections which are operated purely electrically and need a diesel engine to stop, such as zero-line sections, mute sections, tunnels and the like which are generally specified in the rail transit industry.
Specifically, the track traffic hybrid vehicle acquires the next segment line S i+1 When in the zero-row and mute interval, when S i+1 When the traffic is zero-row, mute interval, tunnel and other special road sections needing diesel engine stop, the HCU calculates the traffic through S i+1 Electric energy C i+1 . If there are multiple continuous special sections requiring the stop of the diesel engine, merging and calculating into one C i+1 . When C i+1 ≥C dc When the HCU calculates to charge the power battery pack to C i+1 The track traffic hybrid vehicle needs to travel a distance when horizontal. At the track traffic hybrid power arrival S i+1 When the distance is before starting, the HCU controls the high-speed permanent magnet motor system to start a power generation mode, and the power battery pack C dc Lifting to C i+1 Level; when C i+1 <C dc When HCU calculates C dc -C i+1 I.e. at track traffic hybrid arrival L i+1 The dischargeable amount before the start and according to L i The actual conditions of the diesel engine, MG1, MG2 determine the operation modes of the engine.
The step S7 further comprises the following steps:
the HCU accumulates the control strategies for the different segmented lines and performs adaptive learning to keep the hybrid packet controller relatively fixed when operating at current line conditions.
The self-adaptive learning method is that the hybrid power pack controller HCU adopts an intelligent algorithm based on a BP neural network, and outputs a control strategy relatively stable to the running of the front section line through learning historical control strategy data.
Specifically, when the rail transit hybrid vehicle runs, the HCU records running data, an operation command and a working mode of a line-out position according to line conditions and operation habits of a driver, and sends the running data, the operation command and the working mode to a remote server through a 4G/5G module. Through multiple operations, a learning sample of the BP neural network, namely an input layer sample, is formed. The BP continuously learns and trains accumulated operation data, and can deduce the operation information such as the operation mode of the vehicle, the charge and discharge capacity of the power battery pack, the operation time, the vehicle speed and the like when the vehicle runs to the same position next time, so that the control mode of each position of the whole line is obtained, and a stable control strategy is formed.
For example, the track traffic hybrid vehicle passes through the subsection line S i When the engine is stopped, the MG1 and the MG2 work in the power generation state. Due to line fixation, at each pass S i When the line is segmented, the operation habit of a driver is relatively fixed. The HCU collects each pass of the segmented line S i Driver operation instruction at the time and electric quantity C of power battery pack 0 Rechargeable electric quantity C c Electric quantity C capable of discharging dc The data is used as an input layer sample of a neural network algorithm to train so as to form relatively stable output, including diesel engine shutdown, MG1, MG2 braking power control and the like.
The embodiment also discloses a track traffic equipment hybrid power system based on the position and the line information, as shown in fig. 1; comprising the following steps: the system comprises a vehicle control unit VCU, a hybrid power pack controller HCU, a diesel engine management computer FFR, a hybrid power box controller ECCU, a high-speed permanent magnet motor system control system MCU, a gearbox control unit TCU, a positioning system, a 4G/5G communication module, a power battery management system BMS and a thermal management system TMS;
the vehicle control unit VCU is in communication connection with the hybrid power pack controller HCU to receive a control instruction of the vehicle control unit VCU and state information of rail traffic hybrid power and feed back a real-time state of a hybrid power pack to the vehicle control unit VCU;
Specifically, the HCU in this embodiment, as a controller of the hybrid power pack, has functions of processing an external interface, scheduling an internal subsystem of the power pack, and performing calculation and logic judgment. The HCU is in network and hard wire communication with the vehicle control unit VCU through a hard wire or a network, receives state information and control instructions transmitted by the VCU, and feeds back the real-time state of the power pack to the VCU; in the figure, the DCU is a diesel engine aftertreatment control unit, the EDC is an electronic injection control unit, and the DCU and the EDC are both subordinate to an internal subsystem of the diesel engine.
The diesel engine management computer FFR is in communication connection with the hybrid power pack controller HCU; the signal transmitted by the FFR is received through the CAN network, so that the starting, stopping and rotating speed/torque adjustment of the diesel engine are controlled, and the real-time running state of the diesel engine CAN be fed back.
Specifically, the diesel engine management computer FFR can feed back the diesel engine operation state, process data, fault information, and the like to the HCU.
The high-speed permanent magnet motor system is connected with the high-speed permanent magnet motor system control system, and the high-speed permanent magnet motor system control system is connected with the hybrid power pack controller HCU; the high-speed permanent magnet motor system is controlled by the high-speed permanent magnet motor system control system to perform electric or power generation;
Specifically, the hybrid power pack controller HCU is connected with data of a control system of the high-speed permanent magnet motor system through a CAN network, and controls the high-speed permanent magnet motor system to perform electric or power generation according to set power;
the gearbox is connected with the gearbox control unit TCU; the gearbox control unit TCU is connected with the hybrid power pack controller HCU to control the gearbox to perform power-interruption-free gear shifting;
specifically, the hybrid power pack controller HCU receives TCU data through a CAN network and controls the gearbox to perform power-free interruption gear shifting action; the power is transferred to the output of the hybrid package.
The mixing box is connected with the mixing box controller ECCU, and the mixing box controller ECCU is connected with the hybrid power pack controller HCU to control the mixing box to transmit the power of the diesel engine and the high-speed permanent magnet motor system;
specifically, the hybrid power pack controller HCU receives ECCU data through a CAN network and controls the hybrid box to transmit power of the diesel engine and the high-speed permanent magnet motor system in different coupling modes;
the positioning system is in communication connection with the hybrid power pack controller HCU so as to determine the position of the current vehicle and the current line information;
Specifically, the positioning system in this embodiment adopts a beidou positioning system or a GPS navigation system, the hybrid packet controller HCU receives positioning system data through a CAN network, and then determines the current position of the vehicle and current line information by combining with line information data stored in the hybrid packet controller HCU; including ramp distance, turning radius, speed limit, station, bridge tunnel, switch, etc.
The 4G/5G communication module is in communication connection with the hybrid power pack controller HCU so as to transmit and store the operation data of the hybrid power pack to a remote server;
specifically, the hybrid power pack controller HCU communicates with the 4G/5G module through a CAN network to store the operation data of the hybrid power pack to a remote server;
the power battery management system BMS is in communication connection with the hybrid power pack controller HCU so as to control the power battery pack to charge or discharge through the hybrid power pack controller HCU;
the thermal management system TMS is in communication connection with the hybrid power pack controller HCU so as to control the thermal management system to adjust the working environment temperature of the power battery pack through the hybrid power pack controller HCU.
Specifically, the power battery management system BMS is in communication connection with the hybrid power pack controller HCU, and is configured to detect data such as an electric quantity, a temperature, fault information, a charging/discharging current/voltage, and the like of the power battery pack, and send the data to the HCU through the CAN bus, so as to control the power battery pack to charge or discharge;
the thermal management system TMS is in communication connection with the hybrid power pack controller HCU, and the environmental temperature of the power battery pack is maintained by automatically controlling the heat dissipation capacity, so that the requirement of the power battery pack on the working temperature is met;
specifically, in the embodiment, when the vehicle controller VCU communicates with the HCU through the CAN bus, the two are directly connected through the CAN bus; when the two are communicated through other networks, such as MVB network or Ethernet, the HCU is connected to the gateway through the CAN bus, and the HCU is converted into a corresponding network form through the gateway to realize network communication with the VCU. The system is internally communicated with a CAN bus, the HCU is respectively communicated with FFR, ECCU, MCU, TCU, a positioning system, a 4G/5G communication module, BMS and TMS through the CAN bus, and the FFR is respectively communicated with the DCU and EDC in the diesel engine through the CAN bus.
The working principle of the track traffic equipment hybrid power pack control method based on the position and line information in the embodiment is as follows:
the HCU determines the power P corresponding to the highest efficiency point of the operation of the diesel engine according to the characteristics of the diesel engine E And the diesel engine speed n at this point E Fuel consumption rate information. The HCU obtains control instructions from a vehicle control unit VCU, such as traction force setting, braking force setting and vehicle speed setting, as well as data of vehicle weight, windward area, wheel diameter, axle gear box transmission ratio and the like of the vehicle through a hard wire or a network, obtains vehicle position information of a positioning system through a CAN bus, obtains current station information, current station-to-next-station line information and current station-to-next-station line information, and the gradient rho of each ramp road section i Length L i Speed limit information and vehicle operation schedule, and a transit time t of each road section is allocated i As a time reference, further calculate the passing road section L i Average vehicle speed requiredThe HCU calculates the passing road section of the vehicle according to the current vehicle instruction, the vehicle parameters and the current road section informationL i When L is to i Vehicle resistance at each position, power pack meeting power required to be exerted under vehicle speed setting, and drawing power demand curve, and vehicle speed domain determined by combining line speed limiting condition, so as to solve vehicle passing L i The required electric energy C i (including electrical energy for vehicle auxiliary systems such as air conditioning, lighting, etc.). When the VCU has a constant-speed running instruction, the power pack operates according to a set vehicle speed; when VCU has no constant speed running instruction, the power pack fitting vehicle speed is set to +.>The HCU controls the diesel engine, the MG1, the MG2, the mixing box and the transmission box to work, so that the output rotating speed of the transmission box and the calculated speed of the rear axle gearbox and the wheel diameter reach the set speed or the fitting speed ≡>Vehicle travel through L i Is the actual time t of (2) ai And t i Is a difference deltat of (1) i (Δt i ＝t ai -t i ) Distribution time t accumulated to next path segment i+1 I.e. +.>The HCU obtains information such as current electric quantity, available electric quantity, chargeable electric quantity, charging enabling, discharging enabling and failure of the power battery pack sent by the BMS through the CAN bus, and determines whether the power battery pack has a failure or not and the current electric quantity C of the power battery pack 0 Rechargeable electric quantity C c And dischargeable electric quantity C dc 。
After C is obtained i 、Thereafter, the HCU generates the electric energy required for each road section of the vehicle and the available electric energy C of the current power battery pack c 、C dc In contrast, different control strategies are executed according to the comparison result. The control strategy in the embodiment fully utilizes the high efficiency of the electric drive of the hybrid power pack, the energy recovery of line braking and diesel The characteristic that the oil engine works in a high-efficiency area realizes the highest comprehensive output efficiency of the power pack system, improves the energy utilization rate, and achieves the aims of reducing emission and environmental pollution; and the operation of a driver is reduced by automatic control of the power pack.
The hybrid power pack in this embodiment adopts fade-in and fade-out control when the working mode is switched, that is, the HCU calculates the torque change rate at the output end of the gearbox before and after the power element is cut in and cut out, and the vehicle acceleration change Δa caused by the torque change. When delta a is smaller than a set threshold value, the power element is directly cut in or out; when delta a is not smaller than the set threshold value, the power element firstly increases the rotating speed to the rotating speed of the corresponding connecting element, and then the power element is switched in/out. The hybrid output of the power element can be realized through the control of the HCU on the premise of ensuring the running schedule of the vehicle, so that frequent operation of a driver is reduced, and the comprehensive efficiency of the power pack is improved. When the vehicle runs on a downhill road section and needs to brake, the braking electric energy can be fully recovered, and the energy utilization rate is improved. When the diesel engine works in the highest efficiency area and has power surplus, the power of the diesel engine can be fully absorbed, and the high-efficiency operation of the diesel engine is maintained. By increasing or decreasing the charge of the power battery pack, a good electric energy space for charging or discharging is provided for electric braking energy regeneration or electric driving in the front road section. Therefore, the electric energy regenerated by braking can be fully recovered, the energy utilization rate of the whole vehicle running is improved, and the vehicle damage caused by emission and mechanical braking is reduced. And can provide higher traction force when ascending a slope, and maintain the dynamic performance of the vehicle.
When the diesel engine, the power battery pack and the high-speed permanent magnet motor system fail to be used, the HCU cuts off corresponding functions.
The HCU records the control strategies and the road section information corresponding to each control strategy in a data storage in a historical data form, and sends the control strategies and the road section information to a remote server through a 4G/5G network. A large number of learning samples are formed through multiple line operations of the vehicle, and the HCU continuously trains the learning samples through a BP neural network algorithm to form a stable control strategy.
The control strategy in the embodiment considers special line requirements such as mute running, zero emission form and the like of the line, and improves the adaptability of the vehicle to the line. And through using first high-speed motor controller and second high-speed motor controller, can make two high-speed motor controllers use one high-speed motor controller and two high-speed motor controllers to use simultaneously according to the power condition that the system needs, can be abundant improve the energy utilization rate during the operation, promote vehicle dynamic performance, reduce carbon emission.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (5)
1. The track traffic equipment hybrid power pack control method based on the position and the line information is characterized by comprising the following steps:
step S1: acquiring the position of the current rail transit hybrid vehicle and the line information thereof and the line information of the next sectional line through a positioning system;
step S2: the hybrid power pack controller marks the road section of the current line according to the line information to obtain a plurality of section lines S 1 、S 2 ...S i ...S N And calculates the track traffic hybrid vehicle at each segment line S i The total energy required by passing is converted into electric quantity, and the total electric quantity C required by the rail transit hybrid electric vehicle when each sectional line passes is obtained i ；
Step S3: the hybrid power pack controller determines whether a power battery pack of the power battery management system fails;
if the power battery pack has no fault, executing a step S4;
if the power battery pack fails, the hybrid power pack controller controls the power battery pack to be released; ending the hybrid control;
step S4: the hybrid power pack controller calculates a weighted accumulation constant C between the current position of the rail transit hybrid power vehicle and the next vehicle station;
The weighted accumulation constant C calculation method comprises the following steps:
wherein: n1 is the gradient ρ between two stations i >0, N2 is the gradient ρ between two stations i Segment number of line segments less than or equal to 0 ρ i Is the gradient of the ramp, L i Representing the ith segmented line S i Is a length of (2); l (L) j Representing a jth segment line S j Is a length of (2);
step S5: the hybrid power pack controller calculates that the rail transit hybrid power vehicle passes through the segmented line S i Time t of (2) i ；
The time for the rail transit hybrid vehicle to pass through the segmented line is calculated as follows:
when gradient ρ i When less than or equal to 0, through a segmented line S i Time t of (2) i The method comprises the following steps:
when gradient ρ i >At 0, through the segment line S i Time t of (2) i The method comprises the following steps:
wherein T is the section line S of the rail transit hybrid electric vehicle i Is a total length of time of (2);
step S6: hybrid power pack controller according to carThe vehicle control unit performs target vehicle speed fitting on the segmented line to obtain a fitted target vehicle speed
Step S7: according to the track traffic hybrid vehicle, the target vehicle speed is achievedThrough the current segment line S i Is set to be the required total electric quantity C i The method comprises the steps of carrying out a first treatment on the surface of the The track traffic hybrid vehicle passes through the next section line S i+1 Is set to be the required total electric quantity C i+1 The method comprises the steps of carrying out a first treatment on the surface of the Rail transit hybrid vehicle passes through segmented line S i Time t of (2) i The method comprises the steps of carrying out a first treatment on the surface of the Current electric quantity C 0 Rechargeable electric quantity C c And dischargeable electric quantity C dc The hybrid power pack controller controls the diesel engine and the high-speed permanent magnet motor system;
the control strategy of the hybrid power pack controller for controlling the diesel engine and the high-speed permanent magnet motor system is as follows:
s71: when C i Less than or equal to 0 and when-C i ≤C c When the diesel engine is stopped, the high-speed permanent magnet motor system starts a power generation mode to supplement the electric quantity of the power battery pack to C 0 +C i ；
S72: when C i Less than or equal to 0 and when-C i >C c When the diesel engine is stopped, the high-speed permanent magnet motor system starts a power generation mode to supplement the electric quantity of the power battery pack to C 0 +C c ；
S73: when P E *t i >C i >0, and C i+1 <0, where P E The power corresponding to the highest efficiency point of the diesel engine operation is that the diesel engine is stopped, and the high-speed permanent magnet motor system starts an electric mode so that the rail transit hybrid electric vehicle passes through S i+1 The electric braking energy can be fully recovered;
s74: when P E *t i >C i >0, and C i+1 When not less than 0, the firewoodThe oil engine is started, and the high-speed permanent magnet motor system starts a power generation mode;
s75: when P E *t i +C dc ≥C i ≥P E *t i When the diesel engine is started, the high-speed permanent magnet motor system starts an electric mode;
s76: when C i >P E *t i +C dc When the diesel engine is started, the high-speed permanent magnet motor system starts an electric mode;
S77: when the track traffic hybrid vehicle acquires the next subsection route S i+1 When the high-speed permanent magnet motor system is in a road section of pure electric operation, the high-speed permanent magnet motor system starts a power generation mode; when the track traffic hybrid vehicle starts to enter the next subsection route S i+1 And when the high-speed permanent magnet motor system starts an electric mode.
2. The method for controlling the track traffic equipment hybrid power pack based on the position and the line information according to claim 1, wherein the method for acquiring the position of the current track traffic hybrid power car in the step S1 is as follows:
when the positioning system can acquire the position of the rail transit hybrid power vehicle, acquiring the position of the rail transit hybrid power vehicle through the positioning system;
when the positioning system cannot acquire the position of the rail transit hybrid power vehicle, acquiring the position of the rail transit hybrid power vehicle by adopting an off-line positioning method;
the off-line positioning method comprises the following steps:
the hybrid power pack controller confirms the travelling distance of the rail transit hybrid power vehicle in the offline period according to the last acquired position information of the positioning system and by combining the running speed, the running direction and the running time of the rail transit hybrid power vehicle;
And adding the travelling distance to the position of the last positioning to obtain the position of the current rail transit hybrid vehicle.
3. The method for controlling a hybrid powertrain for a rail transit vehicle based on position and route information of claim 1, wherein,
the method for calculating the energy required by the rail transit hybrid vehicle when each sectional line passes through and converting the required energy into electric quantity in the step S2 is as follows:
s21: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i The required active electricity consumption C fi ；
S22: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Auxiliary system power consumption C of (2) vi ；
S23: calculating that the track traffic hybrid vehicle passes through the ith subsection line S i Is set to be the required total electric quantity C i ：
C i ＝C fi +C vi
S24: according to the S21-S23, calculating that the track traffic hybrid vehicle passes through the (i+1) th subsection line S i+1 The total electric quantity C required i+1 。
4. The method for controlling a hybrid power pack of a rail transit device based on position and route information according to claim 3, wherein the method for performing the target vehicle speed fitting on the segmented route in step S6 is as follows:
s61: when the constant speed running is included in the command issued by the vehicle control unit VCU,
Wherein:the target vehicle speed after fitting is obtained; v (V) s The vehicle speed is set for constant-speed running;
s62: when the constant-speed running is not included in the instruction issued by the vehicle control unit VCU,
5. the control system of a hybrid pack control method for rail transit equipment based on position and route information according to any one of claims 1 to 4, comprising: the system comprises a vehicle control unit, a hybrid power pack controller, a diesel engine management computer, a hybrid power box controller, a high-speed permanent magnet motor system control system, a gearbox control unit, a positioning system, a 4G/5G communication module, a power battery management system and a thermal management system;
the vehicle control unit is in communication connection with the hybrid power pack controller to receive a control instruction of the vehicle control unit and state information of the rail transit hybrid power and feed back a real-time state of the hybrid power pack to the vehicle control unit;
the diesel engine management computer is in communication connection with the hybrid power pack controller; the system comprises a diesel engine management computer, a control system and a control system, wherein the control system is used for controlling the starting, stopping and rotating speed/torque of the diesel engine and feeding back the real-time running state of the diesel engine;
The high-speed permanent magnet motor system is connected with the high-speed permanent magnet motor system control system, and the high-speed permanent magnet motor system control system is connected with the hybrid power pack controller; the high-speed permanent magnet motor system is controlled by the high-speed permanent magnet motor system control system to perform electric or power generation;
the gearbox is connected with the gearbox control unit; the gearbox control unit is connected with the hybrid power pack controller to control the gearbox to perform power interruption-free gear shifting;
the mixing box is connected with the mixing box controller, and the mixing box controller is connected with the hybrid power pack controller to control the mixing box to transmit the power of the diesel engine and the high-speed permanent magnet motor system;
the positioning system is in communication connection with the hybrid power pack controller to determine the position of the current vehicle and the current line information;
the 4G/5G communication module is in communication connection with the hybrid power pack controller so as to transmit and store the operation data of the hybrid power pack to a remote server;
the power battery management system is in communication connection with the hybrid power pack controller so as to control the power battery pack to charge or discharge through the hybrid power pack controller;
The thermal management system is in communication connection with the hybrid power pack controller to control the thermal management system to regulate the ambient temperature at which the power battery pack operates through the hybrid power pack controller.
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