CN115817211A - Rail vehicle and hydrogen energy hybrid power traction control circuit and control method thereof - Google Patents
Rail vehicle and hydrogen energy hybrid power traction control circuit and control method thereof Download PDFInfo
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 147
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 147
- 239000001257 hydrogen Substances 0.000 title claims abstract description 147
- 238000000034 method Methods 0.000 title claims abstract description 24
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 claims abstract description 129
- 229910052744 lithium Inorganic materials 0.000 claims abstract description 129
- 239000000446 fuel Substances 0.000 claims abstract description 125
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- 230000003137 locomotive effect Effects 0.000 abstract description 8
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- 230000000694 effects Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
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Abstract
The invention discloses a rail vehicle and a hydrogen energy hybrid power traction control circuit and a control method thereof, wherein the control circuit comprises a hydrogen fuel cell module, a DC/DC converter, a lithium battery module, a first management unit, a second management unit and a DC/DC converter control unit; the DC/DC converter control unit is respectively connected with the DC/DC converter, the first management unit and the second management unit; the DC/DC converter control unit controls the working state of the DC/DC converter and the output power of the hydrogen fuel cell module according to the vehicle state signal and the SOC of the lithium battery module, and power supply of the hydrogen fuel cell module and/or the lithium battery module to the traction converter is achieved. The invention can realize the transmission of energy among the hydrogen fuel cell module, the lithium battery module and the traction converter, so that the hydrogen fuel cell module and the lithium battery module can exert respective performance advantages, the traction performance advantages of the locomotive are exerted, and meanwhile, the regenerative braking energy is absorbed and recycled when the locomotive runs, thereby realizing the purposes of energy saving and environmental protection.
Description
Technical Field
The invention belongs to the technical field of rail vehicle control, and particularly relates to a rail vehicle, a hydrogen energy hybrid power traction control circuit and a hydrogen energy hybrid power traction control method of the rail vehicle.
Background
At present, a power grid needs to be erected on a line of a rail transit vehicle adopting a pantograph/current collector, exhaust emission generated when the rail transit vehicle adopting internal combustion power runs in a tunnel can be dangerous, and the running efficiency of a locomotive can be greatly improved by adopting a hydrogen energy hybrid power traction mode, so that the exhaust emission of the locomotive in the tunnel and even in a whole line section is reduced, and the locomotive is free from the power supply limitation of the power grid.
Hydrogen fuel cells have good energy density, but are more slowly loaded with power and have lower power density; the lithium battery has high response speed and high power density, but the service life and the efficiency of the lithium battery are adversely affected by continuous large-current discharge. How to effectively combine a hydrogen fuel cell and a lithium battery to provide power drive for rail transit vehicles is an urgent problem to be solved by the rail transit industry.
Disclosure of Invention
The invention aims to provide a rail vehicle, a hydrogen energy hybrid power traction control circuit and a control method thereof, and aims to solve the problems that in the prior art, only a hydrogen fuel cell is adopted, the power loading is slow, the power density is low, and only a lithium battery is adopted, the service life and the efficiency of the battery are influenced due to continuous large-current discharge.
The invention solves the technical problems through the following technical scheme: a hydrogen energy source hybrid traction control circuit for a rail vehicle, the control circuit comprising:
a hydrogen fuel cell module;
a DC/DC converter, the first end of which is connected with the output end of the hydrogen fuel cell module, and the second end of which is connected with a traction converter;
the lithium battery module is arranged between the DC/DC converter and the traction converter;
the first management unit is connected with the control end of the hydrogen fuel cell module and is used for controlling the output power of the hydrogen fuel cell module;
the second management unit is connected with the control end of the lithium battery module and is used for monitoring the SOC state of the lithium battery module;
the DC/DC converter control unit is respectively connected with the DC/DC converter, the first management unit and the second management unit; the DC/DC converter control unit is used for acquiring a vehicle state signal and a lithium battery module SOC, and controlling the working state of the DC/DC converter and the output power of the hydrogen fuel cell module according to the vehicle state signal and the lithium battery module SOC, so that the hydrogen fuel cell module and/or the lithium battery module can supply power to the traction converter.
Furthermore, the first management unit and the second management unit are in communication connection with the DC/DC converter control unit through a CAN bus.
Further, the DC/DC converter control unit is in communication connection with the train control unit through a CAN bus, the train control unit is connected with the control handle and the power supply mode selection switch, and the DC/DC converter control unit acquires the vehicle state signals through the train control unit, wherein the vehicle state signals comprise power supply mode signals and control handle signals.
Based on the same invention concept, the invention also provides a hydrogen energy hybrid power traction control method, which comprises the following steps:
when the power supply mode is hybrid power supply, the SOC of the lithium battery module is in a normal working range and the control handle is at a zero position, the DC/DC converter is controlled to be in a voltage reduction mode, and the lithium battery module supplies power to the hydrogen fuel battery module through the DC/DC converter to prepare for starting a vehicle;
when the power supply mode is hybrid power supply and the control handle is in a traction position and runs at low power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and/or the lithium battery module supplies power to the traction converter; wherein, the low-power operation means that the level signal of the control handle is less than or equal to a set value;
when the power supply mode is hybrid power supply and the control handle is in a traction position and runs at high power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and the lithium battery module or the lithium battery module supply power to the traction converter; wherein, the high-power operation means that the level signal of the control handle is greater than a set value;
when the power supply mode supplies power for the hybrid power and the control handle is located at the braking position, the DC/DC converter is controlled to limit power to operate or stop, the hydrogen fuel cell module is controlled not to supply power externally through the first management unit, and the lithium cell module absorbs energy generated by braking.
Preferably, the set point is 70% of the depth of the control handle.
Further, when the power supply mode is hybrid power supply and the control handle is in traction position and low-power operation, the specific implementation process of controlling the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module according to the SOC of the lithium battery module is as follows:
when the SOC of the lithium battery module is less than or equal to a first set threshold value, the DC/DC converter is controlled to be in a boosting mode, and meanwhile, the hydrogen fuel battery module is controlled to output at full power through the first management unit, so that the power is supplied to the traction converter and the lithium battery module is charged;
when the SOC of the lithium battery module is smaller than the first set threshold and smaller than or equal to the second set threshold, the DC/DC converter is controlled to be in a boosting mode, meanwhile, the output power of the hydrogen fuel battery module is controlled to be equal to the sum of the traction power demand and the allowance through the first management unit, and the lithium battery module is charged while the power is supplied to the traction converter;
when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit, and the lithium battery module supplies power to the traction converter.
Further, in the process of adjusting the current output power of the hydrogen fuel cell module to the target output power, the lithium battery module and the hydrogen fuel cell module jointly supply power to the traction converter;
when the output power of the hydrogen fuel cell module reaches the target output power, the hydrogen fuel cell module supplies power to the traction converter and charges the lithium battery module at the same time;
wherein the target output power is the sum of the full power or traction power demand and the margin. The power loading of the hydrogen fuel cell module is slow, and before the output power of the hydrogen fuel cell module does not reach the target output power, the lithium battery module and the hydrogen fuel cell module jointly supply power to the traction converter, so that the requirement of traction power is met.
Further, the margin is equal to 5% -10% of the traction power demand of the previous calculation cycle.
Further, when the power supply mode is hybrid power supply and the control handle is in the traction position and runs at high power, the specific implementation process of controlling the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module according to the SOC of the lithium battery module is as follows:
when the SOC of the lithium battery module is less than or equal to a second set threshold value, the DC/DC converter is controlled to be in a boosting mode, the hydrogen fuel battery module is controlled to output at full power through the first management unit, and the hydrogen fuel battery module and the lithium battery module jointly supply power to the traction converter;
when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit, and the lithium battery module supplies power to the traction converter.
Preferably, the first set threshold is 20% and the second set threshold is 90%.
Based on the same inventive concept, the invention also provides a railway vehicle, which is provided with the hydrogen energy hybrid power traction control circuit.
Advantageous effects
Compared with the prior art, the invention has the advantages that:
the rail vehicle and the hydrogen energy hybrid traction control circuit and the control method thereof provided by the invention can realize that the rail vehicle works in a hybrid power supply mode and a lithium battery power supply mode, and realize the functional requirements that the lithium battery module starts to supply power to the hydrogen fuel battery module, the hydrogen fuel battery module charges the lithium battery module, the rail vehicle performs low-power/high-power traction and regenerative braking energy absorption through the switching of the DC/DC converter in different working modes, and the energy is transmitted among the hydrogen fuel battery module, the lithium battery module and the traction converter, so that the braking energy is matched with the hydrogen fuel battery module and the lithium battery module with different characteristics, the respective performance advantages are exerted, the traction performance advantages of the locomotive are exerted, and meanwhile, the regenerative energy is absorbed and reused when the locomotive runs, and the purposes of energy conservation and environmental protection are realized.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic diagram of a hydrogen energy hybrid traction control circuit in an embodiment of the invention;
FIG. 2 is a flow chart of a hydrogen-powered hybrid traction control method in an embodiment of the invention.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The technical solution of the present application will be described in detail below with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.
As shown in fig. 1, a hydrogen energy hybrid traction control circuit provided in an embodiment of the present invention includes a hydrogen fuel cell module, a DC/DC converter, a lithium battery module, a first management unit FCCU, a second management unit BMS, and a DC/DC converter control unit CU; the first end of the DC/DC converter is connected with the output end of the hydrogen fuel cell module, and the second end of the DC/DC converter is connected with the traction converter; a lithium battery module is arranged between the DC/DC converter and the traction converter; the first management unit FCCU is connected with the control end of the hydrogen fuel cell module and is used for controlling the output power of the hydrogen fuel cell module; the second management unit BMS is connected with the control end of the lithium battery module and is used for monitoring the SOC state of the lithium battery module; the DC/DC converter control unit CU is respectively connected with the DC/DC converter, the first management unit FCCU and the second management unit BMS;
and the DC/DC converter control unit CU is used for acquiring the vehicle state signal and the lithium battery module SOC, controlling the working state of the DC/DC converter and the output power of the hydrogen fuel cell module according to the vehicle state signal and the lithium battery module SOC, and realizing the power supply of the hydrogen fuel cell module and/or the lithium battery module to the traction converter.
The lithium battery module is directly connected with the direct-current bus, so that the vehicle traction power requirement can be quickly responded, for example, the energy fed back during the regenerative braking of the vehicle can be absorbed immediately and released in the next vehicle traction stage, the regenerative braking energy can be efficiently recycled, and meanwhile, the lithium battery module also has the function of stabilizing the voltage of the direct-current bus. When the vehicle runs in a low-power traction mode, the hydrogen fuel cell module supplies power to the traction converter through the DC/DC converter, the lithium battery module serves as an instant response power supply when the vehicle power changes, and meanwhile, the hydrogen fuel cell module can charge the lithium battery module; when the vehicle runs under high-power traction, the hydrogen fuel cell module and the lithium battery module jointly supply power to the traction converter through the DC/DC converter.
The DC/DC converter is a Buck-Boost (Boost-Buck) circuit in principle, realizes energy transmission among the hydrogen fuel cell module, the lithium battery module and the traction converter by controlling the DC/DC converter to be in a Boost or Buck bidirectional working mode, and is a core component for controlling charging and discharging of an energy storage power pack consisting of the hydrogen fuel cell module and the lithium battery module. The DC/DC converter has four working modes, namely a working mode 1: the lithium battery module supplies power to the hydrogen fuel battery module for starting; the working mode 2 is as follows: the vehicle is towed with low power; working mode 3: high-power traction of the vehicle; the working mode 4 is as follows: and (5) regenerative braking of the vehicle.
The first management unit FCCU, the second management unit BMS and the train control unit CCU are communicated with the DC/DC converter control unit CU through a CAN bus respectively. When the vehicle runs, the first management unit FCCU sends a hydrogen fuel cell output power signal, the second management unit BMS sends a lithium battery SOC status signal to the DC/DC converter control unit CU, and the train control unit CCU transmits a vehicle status signal to the DC/DC converter control unit CU, wherein the vehicle status signal includes a hybrid/hydrogen fuel cell/lithium battery power supply mode signal sent by a power supply mode selection switch and a traction/brake handle signal sent by a driver control handle. And the DC/DC converter control unit CU judges whether the execution conditions of the four working modes of the DC/DC converter are met or not according to the input signals, outputs a voltage boosting/reducing signal to the DC/DC converter, supplies power to the hydrogen fuel cell module by the lithium battery module when the voltage reducing signal is output, and supplies power to the hydrogen fuel cell module when the voltage boosting signal is output to finish the charge and discharge control of the energy storage power pack.
Based on the same inventive concept, as shown in fig. 2, the invention also provides a hydrogen energy hybrid power traction control method, which comprises the following steps:
working mode 1: lithium battery module supplies power to hydrogen fuel cell module for starting
When the vehicle is started, the lithium battery module supplies power to the hydrogen fuel cell module through the DC/DC converter for starting, and preparation is made for running of the vehicle. The execution conditions are as follows:
(1) The SOC of the lithium battery module is in a normal working range and faults are not reported;
(2) The output power signal of the hydrogen fuel cell module fails to report a fault;
(3) The power supply mode is a hybrid power supply mode;
(4) The driver control handle is in a zero position working condition.
Namely, when the power supply mode is hybrid power supply, the SOC of the lithium battery module is in a normal working range and the control handle is at a zero position, the DC/DC converter is controlled to be in a voltage reduction mode, and the lithium battery module supplies power to the hydrogen fuel battery module through the DC/DC converter to prepare for starting a vehicle.
The working mode 2 is as follows: low power traction of vehicle
When the vehicle is in low-power traction operation, the hydrogen fuel cell module is preferentially used for supplying power to the traction circuit, and the lithium battery module is used as a buffer (the hydrogen fuel cell module is supplemented with insufficient power or absorbs excessive power supplied by the hydrogen fuel cell module). The execution conditions are as follows:
(1) The SOC of the lithium battery module is in a normal working range and faults are not reported;
(2) The output power signal of the hydrogen fuel cell module fails to report;
(3) The power supply mode is a hybrid power supply mode;
(4) The driver control handle is in the 'traction' working condition, and the handle level signal is less than or equal to 70% of the depth of the control handle (low-power operation).
Namely, when the power supply mode is used for supplying power for the hybrid power and the control handle is in the traction position and runs with low power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and/or the lithium battery module supplies power to the traction converter.
When the vehicle runs in a low-power traction mode, the hydrogen fuel cell module supplies power to the traction converter through the DC/DC converter, the lithium battery module serves as an instant response power supply when the vehicle power changes, and meanwhile, the hydrogen fuel cell module can charge the lithium battery module, the maximum power of the DC/DC converter is the rated output power of the hydrogen fuel cell module, and the DC/DC converter is in a boosting mode.
When the SOC of the lithium battery module is in a normal working range, the traction power requirement is set to be X1, the output power of the hydrogen fuel battery module depends on the traction power requirement X1, meanwhile, because the dynamic response speed of the hydrogen fuel battery module is low and errors may exist in calculation of the traction power requirement by a train control unit CCU, a margin X2 is added on the basis of the traction power requirement, the output power of the hydrogen fuel battery module can meet the traction power requirement of a locomotive, namely the output power of the hydrogen fuel battery module = X1+ X2, and the surplus power after power supply is carried out on the traction converter is absorbed by the lithium battery module.
As shown in table 1, when the vehicle runs at low power, the specific implementation process of controlling the operating mode of the DC/DC converter and the output power of the hydrogen fuel cell module according to the SOC of the lithium battery module is as follows:
when the SOC of the lithium battery module is less than or equal to a first set threshold value, controlling the DC/DC converter to be in a boosting mode, and simultaneously controlling the hydrogen fuel battery module to output at full power through the first management unit FCCU to supply power to the traction converter and charge the lithium battery module;
when the SOC of the lithium battery module is smaller than the first set threshold and smaller than or equal to the second set threshold, the DC/DC converter is controlled to be in a boosting mode, meanwhile, the output power of the hydrogen fuel battery module is controlled to be equal to the sum of traction power demand and allowance through the first management unit FCCU, and the lithium battery module is charged while the power is supplied to the traction converter;
and when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit FCCU, and the lithium battery module supplies power to the traction converter.
TABLE 1 specific control conditions at low power operation
Because the power loading of the hydrogen fuel cell module is slow, the output power of the hydrogen fuel cell module cannot meet the requirement of traction power before the output power of the hydrogen fuel cell module does not reach the target output power, the lithium battery module and the hydrogen fuel cell module jointly supply power to the traction converter, namely the lithium battery module and the hydrogen fuel cell module jointly supply power to the traction converter in the process of adjusting the current output power of the hydrogen fuel cell module to the target output power. When the output power of the hydrogen fuel cell module reaches the target output power, the output power of the hydrogen fuel cell module can meet the traction power requirement, so that the hydrogen fuel cell module supplies power to the traction converter, and meanwhile, redundant power charges the lithium battery module. Wherein the target output power is the sum of the full power or traction power demand and the margin.
In this embodiment, the margin X2 is equal to 5% to 10% of the traction power requirement X1 of the previous calculation period. The first set threshold is 20% and the second set threshold is 90%.
Working mode 3: high power traction for vehicle
When the vehicle is in high-power traction operation, the hydrogen fuel cell module outputs full power to supply power to the traction circuit, and the lithium battery module supplements the deficiency of the hydrogen fuel cell module in power supply. The execution conditions are as follows:
(1) The SOC of the lithium battery module is in a normal working range and faults are not reported;
(2) The output power signal of the hydrogen fuel cell module fails to report a fault;
(3) The power supply mode is a hybrid power supply mode;
(4) The driver control handle is in the 'traction' working condition, and the handle level signal is more than 70% of the depth of the control handle (high-power operation).
Namely, when the power supply mode is used for supplying power for the hybrid power, and the control handle is in a traction position and runs at high power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and the lithium battery module or the lithium battery module supply power for the traction converter.
When the vehicle runs under high-power traction, the hydrogen fuel cell module and the lithium battery module jointly supply power to the traction converter through the DC/DC converter. At the moment, the maximum power of the DC/DC converter is the rated output power of the hydrogen fuel cell module, and the DC/DC converter is in a boosting mode.
When the SOC of the lithium battery module is in a normal working range, the hydrogen fuel battery module outputs full power; when the SOC of the lithium battery module is too high, the hydrogen fuel battery module enters an idle mode, and no external power is supplied, and the lithium battery module supplies power at this time, and the specific control conditions are shown in table 2.
TABLE 2 concrete control conditions at high power operation
When the SOC of the lithium battery module is less than or equal to a second set threshold value, the DC/DC converter is controlled to be in a boosting mode, the hydrogen-fuel battery module is controlled to output at full power through the first management unit FCCU, and the hydrogen-fuel battery module and the lithium battery module jointly supply power to the traction converter; and when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit FCCU, and the lithium battery module supplies power to the traction converter.
The working mode 4 is as follows: regenerative braking regime
When the vehicle is regeneratively braked, the hydrogen fuel cell module stops outputting, and the lithium battery module absorbs energy generated by braking. The execution conditions are as follows:
(1) The SOC of the lithium battery module is in a normal working range and faults are not reported;
(2) The output power signal of the hydrogen fuel cell module fails to report a fault;
(3) The power supply mode is a hybrid power supply mode;
(4) The driver control handle is in a 'braking' working condition.
Namely, when the power supply mode is hybrid power supply and the control handle is at the braking position, the DC/DC converter is controlled to limit power to operate or stop, the hydrogen fuel cell module is controlled not to supply power to the outside through the first management unit FCCU, and the lithium battery module absorbs energy generated by braking.
When the vehicle is in a regenerative braking working condition and the voltage of a traction circuit is abnormally increased due to regenerative braking feedback energy of the vehicle, the DC/DC converter limits power to operate or stop working. The hydrogen fuel cell module enters an idle mode without supplying power to the outside, and the energy generated by braking is absorbed by the lithium battery module at the moment.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.
Claims (10)
1. A hydrogen energy source hybrid traction control circuit applied to a rail vehicle is characterized by comprising:
a hydrogen fuel cell module;
a DC/DC converter, the first end of which is connected with the output end of the hydrogen fuel cell module, and the second end of which is connected with a traction converter;
the lithium battery module is arranged between the DC/DC converter and the traction converter;
the first management unit is connected with the control end of the hydrogen fuel cell module and is used for controlling the output power of the hydrogen fuel cell module;
the second management unit is connected with the control end of the lithium battery module and is used for monitoring the SOC state of the lithium battery module;
the DC/DC converter control unit is respectively connected with the DC/DC converter, the first management unit and the second management unit; the DC/DC converter control unit is used for acquiring a vehicle state signal and a lithium battery module SOC, and controlling the working state of the DC/DC converter and the output power of the hydrogen fuel cell module according to the vehicle state signal and the lithium battery module SOC, so that the hydrogen fuel cell module and/or the lithium battery module can supply power to the traction converter.
2. The hydrogen energy source hybrid traction control circuit according to claim 1, characterized in that: and the first management unit and the second management unit are in communication connection with the DC/DC converter control unit through a CAN bus.
3. The hydrogen energy source hybrid traction control circuit according to claim 1 or 2, characterized in that: the DC/DC converter control unit is in communication connection with the train control unit through a CAN bus, the train control unit is connected with the control handle and the power supply mode selection switch, and the DC/DC converter control unit acquires the vehicle state signal through the train control unit, wherein the vehicle state signal comprises a power supply mode signal and a control handle signal.
4. A hydrogen energy hybrid traction control method is characterized by comprising the following steps:
when the power supply mode is hybrid power supply, the SOC of the lithium battery module is in a normal working range and the control handle is at a zero position, the DC/DC converter is controlled to be in a voltage reduction mode, and the lithium battery module supplies power to the hydrogen fuel battery module through the DC/DC converter to prepare for starting a vehicle;
when the power supply mode supplies power for the hybrid power and the control handle is at a traction position and runs with low power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and/or the lithium battery module supplies power to the traction converter; wherein, the low-power operation means that the level signal of the control handle is less than or equal to a set value;
when the power supply mode supplies power for the hybrid power and the control handle is in a traction position and runs at high power, the working mode of the DC/DC converter and the output power of the hydrogen fuel cell module are controlled according to the SOC of the lithium battery module, and the hydrogen fuel cell module and the lithium battery module or the lithium battery module supply power for the traction converter; wherein, the high-power operation means that the level signal of the control handle is greater than a set value;
when the power supply mode supplies power for the hybrid power and the control handle is located at a braking position, the DC/DC converter is controlled to limit power to operate or stop, the hydrogen fuel cell module is controlled not to supply power to the outside through the first management unit, and the lithium battery module absorbs energy generated by braking;
preferably, the set point is 70% of the depth of the control handle.
5. The hydrogen energy hybrid traction control method according to claim 4, wherein when the power supply mode is hybrid power supply and the control handle is in traction position and running with low power, the specific implementation process of controlling the operation mode of the DC/DC converter and the output power of the hydrogen fuel cell module according to the SOC of the lithium battery module is as follows:
when the SOC of the lithium battery module is less than or equal to a first set threshold value, the DC/DC converter is controlled to be in a boosting mode, and meanwhile, the hydrogen fuel battery module is controlled to output at full power through the first management unit, so that the power is supplied to the traction converter and the lithium battery module is charged;
when the SOC of the lithium battery module is smaller than the first set threshold and smaller than or equal to the second set threshold, the DC/DC converter is controlled to be in a boosting mode, meanwhile, the output power of the hydrogen fuel battery module is controlled to be equal to the sum of the traction power demand and the allowance through the first management unit, and the lithium battery module is charged while the power is supplied to the traction converter;
when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit, and the lithium battery module supplies power to the traction converter.
6. The hydrogen energy hybrid traction control method according to claim 5, wherein the traction converter is powered by both the lithium battery module and the hydrogen fuel cell module in the process of adjusting the current output power of the hydrogen fuel cell module to the target output power;
when the output power of the hydrogen fuel cell module reaches the target output power, the hydrogen fuel cell module supplies power to the traction converter and simultaneously charges the lithium battery module;
wherein the target output power is the sum of the full power or traction power demand and the margin.
7. A hydrogen powered hybrid traction control method as claimed in any one of claims 4 to 6, characterized in that the margin is equal to 5% to 10% of the traction power demand of the last calculation cycle.
8. The hydrogen energy hybrid traction control method according to claim 4, wherein when the power supply mode is hybrid power supply and the control handle is in traction position and is in high-power operation, the specific implementation process of controlling the operation mode of the DC/DC converter and the output power of the hydrogen fuel cell module according to the SOC of the lithium battery module is as follows:
when the SOC of the lithium battery module is less than or equal to a second set threshold value, the DC/DC converter is controlled to be in a boosting mode, the hydrogen fuel battery module is controlled to output at full power through the first management unit, and the hydrogen fuel battery module and the lithium battery module jointly supply power to the traction converter;
when the second set threshold value is smaller than the SOC of the lithium battery module and smaller than or equal to 100%, the DC/DC converter is controlled to be in a stop state, the hydrogen fuel battery module is controlled not to supply power to the outside through the first management unit, and the lithium battery module supplies power to the traction converter.
9. The hydrogen energy source hybrid traction control method according to claim 5 or 8, characterized in that the first set threshold is 20% and the second set threshold is 90%.
10. A rail vehicle, characterized in that the rail vehicle is provided with a hydrogen energy hybrid traction control circuit according to any one of claims 1 to 3.
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