EP4200155A1 - Control method of locomotive dynamic device, locomotive dynamic device and locomotive - Google Patents

Control method of locomotive dynamic device, locomotive dynamic device and locomotive

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Publication number
EP4200155A1
EP4200155A1 EP21762130.9A EP21762130A EP4200155A1 EP 4200155 A1 EP4200155 A1 EP 4200155A1 EP 21762130 A EP21762130 A EP 21762130A EP 4200155 A1 EP4200155 A1 EP 4200155A1
Authority
EP
European Patent Office
Prior art keywords
power value
output power
lithium
ion battery
fuel cell
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21762130.9A
Other languages
German (de)
French (fr)
Inventor
Qubo XIE
Lei Tong
Yingchun Guo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Datong Co Ltd
Original Assignee
CRRC Datong Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRRC Datong Co Ltd filed Critical CRRC Datong Co Ltd
Publication of EP4200155A1 publication Critical patent/EP4200155A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/4207—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04925—Power, energy, capacity or load
    • H01M8/0494—Power, energy, capacity or load of fuel cell stacks
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present disclosure relates to locomotive technologies, and in particular to a control method of a locomotive dynamic device, a locomotive dynamic device and a locomotive.
  • a simple logic threshold control method is usually used to control the power distribution of locomotive dynamic devices.
  • a maximum discharge power value of a hydrogen fuel cell is set, and when operating power of a vehicle exceeds the maximum discharge power value of the hydrogen fuel cell module, a lithium-ion battery is used for power supplement.
  • the hydrogen fuel cell not only supplies power to the locomotive, but also charges the lithium-ion battery, so that the lithium-ion battery module is charged by the hydrogen fuel cell in real time when the hydrogen fuel cell is at the maximum discharge power value.
  • continuous charging and discharging is performed on the lithium-ion battery, causing a large amount of power to be consumed by generating heat in internal resistance of the battery, and making the overall energy utilization efficiency of the vehicle inefficient.
  • the object of the present disclosure is to provide a control method of a locomotive dynamic device, a locomotive dynamic device and a locomotive capable of improving the overall energy utilization efficiency of the locomotive.
  • a first aspect of the present disclosure provides a control method of a locomotive dynamic device including a lithium-ion battery module and a hydrogen fuel cell module, the control method includes:
  • the calculating output power value of the hydrogen fuel cell module according to the real-time charge value of the lithium-ion battery module includes:
  • the calculating, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module includes:
  • Ph is the output power value of the hydrogen fuel cell module
  • Phmax is the maximum output power value of the hydrogen fuel cell module
  • P h [(Phi-Ph 2 )(SOC 1 -SOCi)/(SOC 2 -SOCi)]+P h2 ,
  • Phi is the first output power value
  • Ph 2 is the second output power value
  • SOCi is the real-time charge value of the lithium-ion battery module
  • SOCi is the first threshold
  • SOC 2 is the second threshold
  • P h P h2 (SOC 1 -SOC 2 )/(1-SOC 2 ).
  • the locomotive dynamic device further includes a traction converter module, and the obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module includes:
  • the obtaining output power value of the traction converter module according to the operating power value includes:
  • the output power value of the traction converter module is equal to the operating power value
  • the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
  • the obtaining the output power value of the lithium-ion battery module according to the output power value of the traction convertor module and the output power value of the hydrogen fuel cell module includes:
  • the output power value of the lithium-ion battery module is a difference between the output power value of the traction converter module and the output power value of the hydrogen fuel cell module;
  • the output power value of the lithium-ion battery module is the maximum transient output power value of the lithium-ion battery module.
  • a second aspect of the present disclosure provides a locomotive dynamic device.
  • a locomotive includes a locomotive driver controller handle, and the locomotive dynamic device includes:
  • a lithium-ion battery module including a first positive electrode, a first negative electrode, a first signal transmission terminal and a second signal transmission terminal, where the first positive electrode and the first negative electrode are connected to the traction motor;
  • a hydrogen fuel cell module including a second positive electrode, a second negative electrode and a third signal transmission terminal, where the second positive electrode and the second negative electrode are connected to the traction motor;
  • a battery management module including a first receiving terminal and a first transmitting terminal, where the first receiving terminal is connected to the first signal transmission terminal;
  • a power control module including a second receiving terminal, a third receiving terminal, a second transmitting terminal, and a third transmitting terminal, where the second receiving terminal is connected to the first transmitting terminal, and the third receiving terminal is connected to the locomotive driver controller handle, the second transmitting terminal is connected to the second signal transmission terminal, and the third transmitting terminal is connected to the third signal transmission terminal;
  • the first positive electrode is connected to the second positive electrode, and the first negative electrode is connected to the second negative electrode.
  • the power control module further includes a fourth transmitting terminal
  • the locomotive dynamic device further includes:
  • a traction converter module including a first input terminal, a second input terminal, a first output terminal and a fourth signal transmission terminal, wherein the first input terminal is connected to the first positive electrode and the second positive electrode, the second input terminal is connected to the first negative electrode and the second negative electrode, the first output terminal is connected to the traction motor, and the fourth signal transmission terminal is connected to the fourth transmitting terminal.
  • the hydrogen fuel cell module includes:
  • a hydrogen fuel cell stack including a third positive electrode and a third negative electrode
  • a current converter including a third input terminal, a fourth input terminal, a second output terminal, a third output terminal and a fifth signal transmission terminal, where the third input terminal is connected to the third positive electrode, the fourth input terminal is connected to the third negative electrode, the second output terminal is connected to the second positive electrode, and the third output terminal is connected to the second negative electrode, and the fifth signal transmission terminal is connected to the third signal transmission terminal.
  • a third aspect of the present disclosure provides a locomotive including any of the locomotive dynamic devices described above.
  • the real-time state of charge of the lithium-ion battery module can be obtained by acquiring the real-time charge value of the lithium-ion battery module. Then, the output power value of the hydrogen fuel cell module is calculated based on the real-time charge value of the lithium-ion battery module, so that the output power value of the hydrogen fuel cell module can be obtained based on the real-time state of charge of the lithium-ion battery module. Next, the output power value of the lithium-ion battery module is obtained based on the operating power value required for the operation of the locomotive and the output power value of the hydrogen fuel cell module.
  • FIG. 1 is a schematic flow chart illustrating a control method of a locomotive dynamic device according to an exemplary embodiment of the present disclosure
  • FIG. 2 is a schematic block diagram illustrating a locomotive dynamic device according to an exemplary embodiment of the present disclosure
  • the present disclosure provides a control method of a locomotive dynamic device.
  • the control method as shown in FIG. 1 can solve the problem of repeated charging and discharging of the lithium-ion battery module, and improve the overall energy utilization efficiency of the locomotive dynamic device.
  • the control method of the locomotive dynamic device may include steps described below.
  • step S10 operating power value required for current operation of a locomotive is obtained.
  • step S20 real-time charge value of a lithium-ion battery module is obtained.
  • step S30 output power value of a hydrogen fuel cell module is calculated according to the real-time charge value of the lithium-ion battery module.
  • step S40 output power value of the lithium-ion battery module is obtained according to the operating power value and the output power value of the hydrogen fuel cell module.
  • step S50 the hydrogen fuel cell module is controlled to supply electric energy to a traction motor and the lithium-ion battery module according to the output power value of the hydrogen fuel cell module, and the lithium-ion battery module is controlled to supply electric energy to the traction motor according to the output power value of the lithium-ion battery module.
  • step S10 the operating power value required for the current operation of the locomotive is obtained.
  • the operating power value required by the locomotive can be controlled by a locomotive driver controller handle. It should be understood that the locomotive driver can control the operating power of the locomotive by manipulating the locomotive driver controller handle.
  • a sum of the power value required to be output from the lithium-ion battery module and the power value required to be output from the hydrogen fuel cell module can be obtained.
  • step S20 the real time charge value of the lithium-ion battery module is obtained.
  • the real time charge value recited herein is the charge value of the lithium-ion battery module when the locomotive is currently operated, and the charge value may be quantity of electric charges of the lithium-ion battery. Since the charge value of the lithium-ion battery module is dynamically changing during the operation of the locomotive, the charge values of the lithium-ion battery module at different timings are different. Thus, it is required to obtain the real-time charge value of the lithium-ion battery module.
  • the real-time charge value of a lithium-ion battery can be obtained through a sensor, but it is not limited to this, and other methods such as a battery management module can also be used, which are within the protection scope of the present disclosure.
  • step S30 output power value of the hydrogen fuel cell module is calculated according to the real-time charge value of the lithium-ion battery module.
  • step S30 may include steps described below.
  • step S301 the maximum output power value of the hydrogen fuel cell module is obtained.
  • a first threshold and a second threshold are set for the charge value of the lithium-ion battery module, where the first threshold is less than the second threshold, the first threshold is greater than or equal to 0, and the second threshold is less than or equal to 1.
  • step S3O3 a first output power value is set for the hydrogen fuel cell module according to the first threshold.
  • step S304 a second output power value is set for the hydrogen fuel cell module according to the first threshold.
  • step S305 based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module is calculated.
  • step S301 the maximum output power value of the hydrogen fuel cell module is a fixed value after the hydrogen fuel cell module is produced, and can be obtained by directly reading the fixed value.
  • the first threshold may be 0.05, 0.1, 0.2, but is not limited thereto.
  • the value of the first threshold is not limited in the present disclosure, as long as the first threshold is greater than or equal to 0 and less than the second threshold.
  • the second threshold can be 0.8, 0.9, 0.95, but is not limited thereto.
  • the value of the second threshold is not limited in the present disclosure, as long as the second threshold is less than or equal to 1 and greater than the first threshold. All of such thresholds are within the scope of protection of the present disclosure. It should be noted that all the first thresholds mentioned in the present disclosure are the first threshold of the charge value of the lithium-ion battery module, and all the second thresholds mentioned in the present disclosure are the second threshold of the charge of the lithium-ion battery module.
  • step S3O3 and step S304 the first output power value of the hydrogen fuel cell module and the second output power value of the hydrogen fuel cell module can be set according to actual needs, which is not limited in the present disclosure and all the output power values are within the scope of protection of the present disclosure.
  • step S305 when the real-time charge value of the lithium-ion battery module is less than or equal to the first threshold, the output power value of the hydrogen fuel cell module may be:
  • Ph is the output power value of the hydrogen fuel cell module, and s the maximum output power value of the hydrogen fuel cell module.
  • the real-time charge value of the lithium-ion battery module is less than the first threshold, it means that the charge value of the lithium-ion battery module is insufficient, that is, the remaining capacity of the lithium-ion battery module is insufficient.
  • the lithium-ion battery module fails to supply power to the locomotive, and needs to be supplied with a large amount of power. Therefore, the output power of the hydrogen fuel cell module can be the maximum output power thereof at this time, so that the hydrogen fuel cell module can quickly charge the lithium-ion battery module while supplying power to the locomotive.
  • the output power value of the hydrogen fuel cell module can be:
  • Phi is the first output power value
  • Ph 2 is the second output power value
  • SOCi is the real-time charge value of the lithium-ion battery module
  • SOCi is the first threshold
  • SOC 2 is the second threshold
  • the real-time charge value of the lithium-ion battery module is greater than the first threshold and less than or equal to the second threshold, it means that the lithium-ion battery module has a certain charge value at this time.
  • the output power of the hydrogen fuel cell module linearly changes with the change of the real-time charge value of the lithium-ion battery module. Therefore, the hydrogen fuel cell module can not only provide electric energy for the locomotive, but also prevent the lithium-ion battery module from being fully charged due to a quick charging, thereby solving the problem that the lithium-ion battery is charged excessively fast or overcharged caused by continuous excessive output power or rapid changes of the output power of the hydrogen fuel cell module.
  • the life of the lithium-ion battery is also prolonged, repeated charging and discharging of the lithium-ion battery is prevented, and the energy utilization efficiency of the vehicle is improved.
  • the output power value of the hydrogen fuel cell module can be:
  • the real-time charge value of the lithium-ion battery module is greater than the second threshold and less than or equal to 1, it means that the charge value of the lithium-ion battery is already in a saturated state, that is, it is about to be fully charged or has already been fully charged.
  • the output power of the hydrogen fuel cell module can be reduced, and the overcharging of the lithium-ion battery or shutdown of the hydrogen fuel cell can be avoided.
  • the locomotive dynamic device may further include a traction converter module, and the above step S40 may include steps described below.
  • step S401 output power value of the traction converter module is obtained according to the operating power value.
  • step S402 the output power value of the lithium-ion battery module is obtained according to the out power value of the traction converter module and the output power value of the hydrogen fuel cell module.
  • the maximum transient output power value of the lithium-ion battery module may be obtained.
  • the maximum transient output power value of the lithium-ion battery module is the maximum output power value during the operation of the lithium-ion battery module.
  • the maximum transient output power value of the lithium-ion battery module may be calculated by the battery management module according to the real-time charge value of the lithium-ion battery module, but it is not limited to this, and the maximum transient output power value of the lithium-ion battery module can also be obtained in other ways, which falls within the protection scope of the present disclosure.
  • the absolute value of the operating power value can be compared with the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
  • the operating power value may be a negative value, that is, the operating power value of the locomotive is positive when the locomotive is moving, and the operating power value of the locomotive is negative when the locomotive is braking. Therefore, in order to ensure the accuracy of the calculation, the absolute value of the operating power value, the maximum transient output power value of the lithium-ion battery module, and the maximum output power value of the hydrogen fuel cell module should be used during the calculation process.
  • the output power value of the traction converter module can be equal to the operating power value. It can be understood that when the absolute value of the operating power value is less than or equal to the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the operating power of the locomotive can be fully satisfied. Therefore, the output power value of the traction converter module can reach the operating power value.
  • the output power value of the traction converter module can be equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module. It can be understood that when the absolute value of the operating power value is greater than the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the operating power of the locomotive cannot be fully satisfied.
  • the output power value of the traction converter module cannot reach the operating power value, thus the output power value of the traction converter module can only reach the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
  • the output power value of the traction converter module can be a positive value when the locomotive is moving, and the output power value of the traction converter module can be a negative value when the locomotive brakes.
  • step S402 when the output power value of the traction converter module is equal to the operating power value, the output power value of the lithium-ion battery module is the difference between the output power value of the traction converter module and the output power value of the hydrogen fuel cell module. That is,
  • P Li is the output power value of the lithium-ion battery module
  • P v is the output power value of the traction converter module
  • Ph is the output power value of the hydrogen fuel cell module.
  • the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the lithium-ion battery module can be the maximum output power value of the lithium-ion battery module. That is,
  • P max is the maximum transient output power value of the lithium-ion battery module.
  • the lithium-ion battery module can be reasonably utilized through the above method, which further improves the energy utilization efficiency of the entire locomotive.
  • the above steps can be repeated, so that the locomotive dynamic device can be controlled in real time during the operation of the locomotive. Therefore, the locomotive dynamic device can always maintain the optimal working state during the operation of the locomotive, thereby extending the life of the locomotive dynamic device and ensuring high energy utilization efficiency during the operation of the locomotive.
  • the hydrogen fuel cell module is prevented from always supplying the maximum output power when the lithium-ion battery module is working, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided.
  • the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.
  • a second aspect of the present disclosure provides a locomotive dynamic device.
  • the locomotive may include a locomotive driver controller handle 1 for controlling the operating power of the locomotive.
  • the locomotive dynamic device may include a traction motor 2, a lithium-ion battery module 3, a hydrogen fuel cell module 4, a battery management module 5 and a power control module 6.
  • the hydrogen fuel cell module 4 is prevented from always supplying the maximum output power when the lithium-ion battery module 3 is running, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided.
  • the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.
  • the traction motor 2 may be an AC traction motor 2 configured to provide dynamic to the locomotive.
  • the type and power of the traction motor 2 are not limited in the present disclosure.
  • the traction motor 2 can also be a DC traction motor 2.
  • the type and power of the traction motor 2 can be selected according to the actual situation, which are all within the protection scope of the present disclosure.
  • the lithium-ion battery module 3 may include a first positive electrode, a first negative electrode, a first signal transmission terminal, and a second signal transmission terminal.
  • the first positive electrode and the first negative electrode can be connected to the traction motor 2 to provide electrical energy for the traction motor 2. It should be noted that the lithium-ion battery module 3 may be a lithium-ion battery.
  • the hydrogen fuel cell module 4 may have a second positive electrode, a second negative electrode, and a third signal transmission terminal.
  • the second positive electrode and the second negative electrode can be connected to the traction motor 2 to provide electrical energy for the traction motor 2. Meanwhile, the second positive electrode can also be connected to the first positive electrode, and the second negative electrode can also be connected to the first negative electrode, so that the hydrogen fuel cell module 4 charges the lithium-ion battery module 3. It should be noted that the hydrogen fuel cell module 4 may be a hydrogen fuel cell.
  • the battery management module 5 may have a first receiving terminal and a first transmitting terminal, and the first receiving terminal may be connected to the first signal transmission terminal to obtain the real-time charge value of the lithium-ion battery module 3.
  • the battery management module 5 can be a sensor, but is not limited to this, and can also be a monitoring computer, etc., which are all within the protection scope of the present disclosure.
  • the power control module 6 may have a second receiving terminal, a third receiving terminal, a second transmitting terminal, and a third transmitting terminal.
  • the second receiving terminal can be connected to the first transmitting terminal for receiving the real-time charge value of the lithium-ion battery module 3.
  • the third receiving terminal can be connected to the locomotive driver controller handle 1 for receiving the operating power value required for the current operation of the locomotive.
  • the second transmitting terminal can be connected to the second signal transmission terminal for transmitting the output power value of the lithium-ion battery module 3 to the lithium-ion battery module 3.
  • the third transmitting terminal can be connected to the third signal transmission terminal for transmitting the output power value of the hydrogen fuel cell module 4 to the hydrogen fuel cell module 4.
  • the power control module 6 can be a central processing unit, but is not limited to this, and can also be other devices, which are all within the protection scope of the present disclosure.
  • the output power value of the hydrogen fuel cell module 4 can be controlled according to the real-time charge value of the lithium-ion battery, and the output power value of the lithium-ion battery can be controlled according to the output power value of the hydrogen fuel cell module 4 and the operating power value of the locomotive. Therefore, the problem of repeated charging and discharging of the lithium-ion battery module 3 can be solved, and the output power of the hydrogen fuel cell module 4 and the output power of the lithium-ion battery module 3 can be reasonably distributed, thereby improving the energy utilization efficiency of the entire locomotive.
  • the power control module 6 may further have a fourth transmitting terminal
  • the locomotive dynamic device may further include a traction converter module 7.
  • the traction converter module 7 may have a first input terminal, a second input terminal, a first output terminal, and a fourth signal transmission terminal.
  • the first input terminal can be connected to the first positive electrode and the second positive electrode
  • the second input terminal can be connected to the first negative electrode and the second negative electrode, so as to receive the electric energy provided by the lithium-ion battery module 3 and the hydrogen fuel cell module 4, and convert the electric energy into alternating current.
  • the first output terminal can be connected to the traction motor 2 to output alternating current to the traction motor 2.
  • the fourth signal transmission terminal can be connected to the fourth transmitting terminal for receiving the output power value of the traction converter module 7 sent from the power control module 6.
  • the hydrogen fuel cell module 4 may include a hydrogen fuel cell stack 41 and a current converter 42.
  • the hydrogen fuel cell stack 41 has a third positive electrode and a third negative electrode for generating electrical energy.
  • the electric energy generated by the hydrogen fuel cell stack 41 can be direct current power, but is not limited to this, and can also be alternating current power.
  • the current converter 42 may have a third input terminal, a fourth input terminal, a second output terminal, a third output terminal, and a fifth signal transmission terminal.
  • the third input terminal can be connected to the third positive electrode, and the fourth input terminal can be connected to the third negative electrode for receiving the electric energy generated by the hydrogen fuel cell stack 41.
  • the second output terminal can be connected to the second positive electrode, and the third the output terminal can be connected to the second negative electrode to output current that has been converted.
  • the fifth signal transmission terminal can be connected to the third signal transmission terminal to receive the output power of the hydrogen fuel cell module 4, thereby controlling the output of the hydrogen fuel cell stack 41.
  • the current converter 42 may be a DC/DC converter when the power generated by the hydrogen fuel cell stack 41 is direct current power, and may be an AC/DC converter when the power generated by the hydrogen fuel cell stack 41 is alternating current power.
  • the locomotive dynamic device may utilize the control method of the locomotive dynamic device described above. It is understandable that the locomotive dynamic device may be controlled by the above control method of the locomotive dynamic device. However, it is not limited to this, and the locomotive dynamic device may not be controlled by the above control method of the locomotive dynamic device, which is all within the protection scope of the present disclosure.
  • a third aspect of the present disclosure provides a locomotive including the locomotive dynamic device.
  • the hydrogen fuel cell module 4 is prevented from always supplying the maximum output power when the lithium-ion battery module 3 is running, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided.
  • the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.

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Abstract

A control method of a locomotive dynamic device, a locomotive dynamic device and a locomotive are provided. The locomotive dynamic device includes a lithium-ion battery module and a hydrogen fuel cell module. The method includes: obtaining operating power value required for current operation of the locomotive; obtaining real-time charge value of the lithium-ion battery module; calculating output power value of the hydrogen fuel cell module according to the real-time charge value; obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module; controlling, according to the output power value of the hydrogen fuel cell module, the hydrogen fuel cell module to supply electric energy to a traction motor and the lithium-ion battery module, and controlling, according to the output power value of the lithium-ion battery module, the lithium-ion battery module to supply electric energy to the traction motor. The control method of the locomotive dynamic device can solve the problem of repeated charging and discharging of the lithium-ion battery module, and improve the overall energy utilization efficiency of the locomotive dynamic device.

Description

CONTROL METHOD OF LOCOMOTIVE DYNAMIC DEVICE, LOCOMOTIVE
DYNAMIC DEVICE AND LOCOMOTIVE
CROSS-REFERENCE
[0001] This application claims priority to Chinese Patent Application No. 202010841966.3 filed on August 20, 2020, the disclosure of which is incorporated therein by reference in its entirety.
TECHNICAL FIELD
[0002] The present disclosure relates to locomotive technologies, and in particular to a control method of a locomotive dynamic device, a locomotive dynamic device and a locomotive.
BACKGROUND
[0003] At present, in the field of locomotive technology, a simple logic threshold control method is usually used to control the power distribution of locomotive dynamic devices. In such simple logic threshold control method, a maximum discharge power value of a hydrogen fuel cell is set, and when operating power of a vehicle exceeds the maximum discharge power value of the hydrogen fuel cell module, a lithium-ion battery is used for power supplement. Such control method is too rough. Moreover, the hydrogen fuel cell not only supplies power to the locomotive, but also charges the lithium-ion battery, so that the lithium-ion battery module is charged by the hydrogen fuel cell in real time when the hydrogen fuel cell is at the maximum discharge power value. As a result, continuous charging and discharging is performed on the lithium-ion battery, causing a large amount of power to be consumed by generating heat in internal resistance of the battery, and making the overall energy utilization efficiency of the vehicle inefficient.
[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present disclosure, and may include information that does not constitute the related art known to those ordinary skilled in the art.
SUMMARY
[0005] The object of the present disclosure is to provide a control method of a locomotive dynamic device, a locomotive dynamic device and a locomotive capable of improving the overall energy utilization efficiency of the locomotive.
[0006] A first aspect of the present disclosure provides a control method of a locomotive dynamic device including a lithium-ion battery module and a hydrogen fuel cell module, the control method includes:
[0007] obtaining operating power value required for current operation of a locomotive;
[0008] obtaining real-time charge value of the lithium-ion battery module;
[0009] calculating output power value of the hydrogen fuel cell module according to the real-time charge value of the lithium-ion battery module;
[0010] obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module; and
[0011] controlling, according to the output power value of the hydrogen fuel cell module, the hydrogen fuel cell module to supply electric energy to a traction motor and the lithium-ion battery module, and controlling, according to the output power value of the lithium-ion battery module, the lithium-ion battery module to supply electric energy to the traction motor.
[0012] In an exemplary embodiment of the present disclosure, the calculating output power value of the hydrogen fuel cell module according to the real-time charge value of the lithium-ion battery module includes:
[0013] obtaining maximum output power value of the hydrogen fuel cell module;
[0014] setting a first threshold and a second threshold of the charge value of the lithium-ion battery module, where the first threshold is less than the second threshold, the first threshold is greater than or equal to 0, and the second threshold is less than or equal to 1;
[0015] setting a first output power value for the hydrogen fuel cell module according to the first threshold;
[0016] setting a second output power value for the hydrogen fuel cell module according to the second threshold; and
[0017] calculating, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module.
[0018] In an exemplary embodiment of the present disclosure, the calculating, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module includes:
[0019] in response to determining that the real-time charge value of the lithium-ion battery module is less than or equal to the first threshold, calculating the output power value of the hydrogen fuel cell module through the following formula:
[0020] Ph=Phmax,
[0021] where Ph is the output power value of the hydrogen fuel cell module, and Phmax is the maximum output power value of the hydrogen fuel cell module;
[0022] in response to determining that the real-time charge value of the lithium-ion battery module is greater than the first threshold and less than or equal to the second threshold, calculating the output power value of the hydrogen fuel cell module through the following formula:
[0023] Ph=[(Phi-Ph2)(SOC1 -SOCi)/(SOC2-SOCi)]+Ph2,
[0024] where Phi is the first output power value, Ph2 is the second output power value, SOCi is the real-time charge value of the lithium-ion battery module, SOCi is the first threshold, and SOC2 is the second threshold;
[0025] in response to determining that the real-time charge value of the lithium-ion battery module is greater than the second threshold and less than 1, calculating the output power value of the hydrogen fuel cell module through the following formula:
[0026] Ph=Ph2(SOC1 -SOC2)/(1-SOC2).
[0027] In an exemplary embodiment of the present disclosure, the locomotive dynamic device further includes a traction converter module, and the obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module includes:
[0028] obtaining output power value of the traction converter module according to the operating power value; and
[0029] obtaining the output power value of the lithium-ion battery module according to the output power value of the traction convertor module and the output power value of the hydrogen fuel cell module.
[0030] In an exemplary embodiment of the present disclosure, the obtaining output power value of the traction converter module according to the operating power value includes:
[0031] obtaining maximum transient output power value of the lithium-ion battery module; [0032] comparing an absolute value of the operating power value with the absolute value of a sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module;
[0033] in response to determining that the absolute value of the operating power value is less than or equal to the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module is equal to the operating power value;
[0034] in response to determining that the absolute value of the operating power value is greater than the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
[0035] In an exemplary embodiment of the present disclosure, the obtaining the output power value of the lithium-ion battery module according to the output power value of the traction convertor module and the output power value of the hydrogen fuel cell module includes:
[0036] in response to determining that the output power value of the traction converter module is equal to the operating power value, the output power value of the lithium-ion battery module is a difference between the output power value of the traction converter module and the output power value of the hydrogen fuel cell module;
[0037] in response to determining that the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the lithium-ion battery module is the maximum transient output power value of the lithium-ion battery module.
[0038] A second aspect of the present disclosure provides a locomotive dynamic device. A locomotive includes a locomotive driver controller handle, and the locomotive dynamic device includes:
[0039] a traction motor;
[0040] a lithium-ion battery module including a first positive electrode, a first negative electrode, a first signal transmission terminal and a second signal transmission terminal, where the first positive electrode and the first negative electrode are connected to the traction motor;
[0041] a hydrogen fuel cell module including a second positive electrode, a second negative electrode and a third signal transmission terminal, where the second positive electrode and the second negative electrode are connected to the traction motor;
[0042] a battery management module including a first receiving terminal and a first transmitting terminal, where the first receiving terminal is connected to the first signal transmission terminal; and
[0043] a power control module including a second receiving terminal, a third receiving terminal, a second transmitting terminal, and a third transmitting terminal, where the second receiving terminal is connected to the first transmitting terminal, and the third receiving terminal is connected to the locomotive driver controller handle, the second transmitting terminal is connected to the second signal transmission terminal, and the third transmitting terminal is connected to the third signal transmission terminal;
[0044] the first positive electrode is connected to the second positive electrode, and the first negative electrode is connected to the second negative electrode.
[0045] In an exemplary embodiment of the present disclosure, the power control module further includes a fourth transmitting terminal, and the locomotive dynamic device further includes:
[0046] a traction converter module including a first input terminal, a second input terminal, a first output terminal and a fourth signal transmission terminal, wherein the first input terminal is connected to the first positive electrode and the second positive electrode, the second input terminal is connected to the first negative electrode and the second negative electrode, the first output terminal is connected to the traction motor, and the fourth signal transmission terminal is connected to the fourth transmitting terminal.
[0047] In an exemplary embodiment of the present disclosure, the hydrogen fuel cell module includes:
[0048] a hydrogen fuel cell stack including a third positive electrode and a third negative electrode;
[0049] a current converter including a third input terminal, a fourth input terminal, a second output terminal, a third output terminal and a fifth signal transmission terminal, where the third input terminal is connected to the third positive electrode, the fourth input terminal is connected to the third negative electrode, the second output terminal is connected to the second positive electrode, and the third output terminal is connected to the second negative electrode, and the fifth signal transmission terminal is connected to the third signal transmission terminal.
[0050] A third aspect of the present disclosure provides a locomotive including any of the locomotive dynamic devices described above.
[0051] The following beneficial effects can be achieved through the solutions of the present disclosure.
[0052] According to the control method of the locomotive dynamic device provided by the present disclosure, the real-time state of charge of the lithium-ion battery module can be obtained by acquiring the real-time charge value of the lithium-ion battery module. Then, the output power value of the hydrogen fuel cell module is calculated based on the real-time charge value of the lithium-ion battery module, so that the output power value of the hydrogen fuel cell module can be obtained based on the real-time state of charge of the lithium-ion battery module. Next, the output power value of the lithium-ion battery module is obtained based on the operating power value required for the operation of the locomotive and the output power value of the hydrogen fuel cell module.
[0053] It should be understood that the above general description and detailed description described hereinafter are only exemplary and explanatory, and not intended to limit the present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0054] The drawings herein, which are incorporated into the specification and constitute a part of the specification, show embodiments in accordance with the present disclosure, and explain the principle of the present disclosure in conjunction with the specification. It is apparent that the drawings in the following description are only some embodiments of the present disclosure, for those ordinary skilled in the art, other drawings can be obtained based on these drawings without creative work.
[0055] FIG. 1 is a schematic flow chart illustrating a control method of a locomotive dynamic device according to an exemplary embodiment of the present disclosure;
[0056] FIG. 2 is a schematic block diagram illustrating a locomotive dynamic device according to an exemplary embodiment of the present disclosure;
[0057] Reference signs:
[0058] 1. Locomotive driver controller handle; 2. Traction motor; 3. Lithium-ion battery module; 4. Hydrogen fuel cell module; 5. Battery management module; 6. Power control module; 7. Traction converter module; 41. Hydrogen Fuel cell stack; 42. current converter. DETAILED DESCRIPTION
[0059] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in various forms, and should not be construed as being limited to the embodiments set forth herein. On the contrary, these embodiments are provided to make the present disclosure comprehensive and complete, and the concept of the exemplary embodiments may be fully conveyed to those skilled in the art. The same reference signs in the drawings indicate the same or similar structures, and thus their detailed descriptions will be omitted.
[0060] Relative terms are used in this specification. However, for example, "a/an", "the", "said" are used to indicate that there are one or more elements/components and the like; terms "including" and "having" are used to indicate open-ended inclusion and means that other elements/components/etc. in addition to the listed elements/components may be provided; terms "first" and "second" and the like are only used as marks, not a limit to the number of objects.
[0061] First, the present disclosure provides a control method of a locomotive dynamic device. The control method as shown in FIG. 1 can solve the problem of repeated charging and discharging of the lithium-ion battery module, and improve the overall energy utilization efficiency of the locomotive dynamic device. The control method of the locomotive dynamic device may include steps described below.
[0062] In step S10, operating power value required for current operation of a locomotive is obtained.
[0063] In step S20, real-time charge value of a lithium-ion battery module is obtained.
[0064] In step S30, output power value of a hydrogen fuel cell module is calculated according to the real-time charge value of the lithium-ion battery module.
[0065] In step S40, output power value of the lithium-ion battery module is obtained according to the operating power value and the output power value of the hydrogen fuel cell module.
[0066] In step S50, the hydrogen fuel cell module is controlled to supply electric energy to a traction motor and the lithium-ion battery module according to the output power value of the hydrogen fuel cell module, and the lithium-ion battery module is controlled to supply electric energy to the traction motor according to the output power value of the lithium-ion battery module.
[0067] The above steps are described in detail below. [0068] In step S10, the operating power value required for the current operation of the locomotive is obtained. In particular, the operating power value required by the locomotive can be controlled by a locomotive driver controller handle. It should be understood that the locomotive driver can control the operating power of the locomotive by manipulating the locomotive driver controller handle. In the present disclosure, by obtaining the operating power value required for the operation of the locomotive, a sum of the power value required to be output from the lithium-ion battery module and the power value required to be output from the hydrogen fuel cell module can be obtained.
[0069] In step S20, the real time charge value of the lithium-ion battery module is obtained. In particular, the real time charge value recited herein is the charge value of the lithium-ion battery module when the locomotive is currently operated, and the charge value may be quantity of electric charges of the lithium-ion battery. Since the charge value of the lithium-ion battery module is dynamically changing during the operation of the locomotive, the charge values of the lithium-ion battery module at different timings are different. Thus, it is required to obtain the real-time charge value of the lithium-ion battery module. For example, the real-time charge value of a lithium-ion battery can be obtained through a sensor, but it is not limited to this, and other methods such as a battery management module can also be used, which are within the protection scope of the present disclosure.
[0070] In step S30, output power value of the hydrogen fuel cell module is calculated according to the real-time charge value of the lithium-ion battery module. In particular, step S30 may include steps described below.
[0071] In step S301, the maximum output power value of the hydrogen fuel cell module is obtained.
[0072] In step S302, a first threshold and a second threshold are set for the charge value of the lithium-ion battery module, where the first threshold is less than the second threshold, the first threshold is greater than or equal to 0, and the second threshold is less than or equal to 1.
[0073] In step S3O3, a first output power value is set for the hydrogen fuel cell module according to the first threshold.
[0074] In step S304, a second output power value is set for the hydrogen fuel cell module according to the first threshold.
[0075] In step S305, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module is calculated.
[0076] In step S301, the maximum output power value of the hydrogen fuel cell module is a fixed value after the hydrogen fuel cell module is produced, and can be obtained by directly reading the fixed value.
[0077] In step S302, the first threshold may be 0.05, 0.1, 0.2, but is not limited thereto. The value of the first threshold is not limited in the present disclosure, as long as the first threshold is greater than or equal to 0 and less than the second threshold. The second threshold can be 0.8, 0.9, 0.95, but is not limited thereto. The value of the second threshold is not limited in the present disclosure, as long as the second threshold is less than or equal to 1 and greater than the first threshold. All of such thresholds are within the scope of protection of the present disclosure. It should be noted that all the first thresholds mentioned in the present disclosure are the first threshold of the charge value of the lithium-ion battery module, and all the second thresholds mentioned in the present disclosure are the second threshold of the charge of the lithium-ion battery module.
[0078] In step S3O3 and step S304, the first output power value of the hydrogen fuel cell module and the second output power value of the hydrogen fuel cell module can be set according to actual needs, which is not limited in the present disclosure and all the output power values are within the scope of protection of the present disclosure.
[0079] In step S305, when the real-time charge value of the lithium-ion battery module is less than or equal to the first threshold, the output power value of the hydrogen fuel cell module may be:
[0080] Ph=Phmax,
[0081] where Ph is the output power value of the hydrogen fuel cell module, and s the maximum output power value of the hydrogen fuel cell module.
[0082] When the real-time charge value of the lithium-ion battery module is less than the first threshold, it means that the charge value of the lithium-ion battery module is insufficient, that is, the remaining capacity of the lithium-ion battery module is insufficient. At this time, the lithium-ion battery module fails to supply power to the locomotive, and needs to be supplied with a large amount of power. Therefore, the output power of the hydrogen fuel cell module can be the maximum output power thereof at this time, so that the hydrogen fuel cell module can quickly charge the lithium-ion battery module while supplying power to the locomotive.
[0083] When the real-time charge value of the lithium-ion battery module is greater than the first threshold and less than or equal to the second threshold, the output power value of the hydrogen fuel cell module can be:
[0084] Ph=[(Phi-Ph2)(SOCi-SOCi)/(SOC2-SOCi)]+Ph2,
[0085] where Phi is the first output power value, Ph2 is the second output power value, SOCi is the real-time charge value of the lithium-ion battery module, SOCi is the first threshold, and SOC2 is the second threshold.
[0086] When the real-time charge value of the lithium-ion battery module is greater than the first threshold and less than or equal to the second threshold, it means that the lithium-ion battery module has a certain charge value at this time. Through the above calculation method, the output power of the hydrogen fuel cell module linearly changes with the change of the real-time charge value of the lithium-ion battery module. Therefore, the hydrogen fuel cell module can not only provide electric energy for the locomotive, but also prevent the lithium-ion battery module from being fully charged due to a quick charging, thereby solving the problem that the lithium-ion battery is charged excessively fast or overcharged caused by continuous excessive output power or rapid changes of the output power of the hydrogen fuel cell module. The life of the lithium-ion battery is also prolonged, repeated charging and discharging of the lithium-ion battery is prevented, and the energy utilization efficiency of the vehicle is improved.
[0087] When the real-time charge value of the lithium-ion battery module is greater than the second threshold and less than 1, the output power value of the hydrogen fuel cell module can be:
[0088] Ph=Ph2 (SOCi-SOC2)/(l-SOC2).
[0089] When the real-time charge value of the lithium-ion battery module is greater than the second threshold and less than or equal to 1, it means that the charge value of the lithium-ion battery is already in a saturated state, that is, it is about to be fully charged or has already been fully charged. Through the above calculation method, the output power of the hydrogen fuel cell module can be reduced, and the overcharging of the lithium-ion battery or shutdown of the hydrogen fuel cell can be avoided.
[0090] In an embodiment of the present disclosure, the locomotive dynamic device may further include a traction converter module, and the above step S40 may include steps described below.
[0091] In step S401, output power value of the traction converter module is obtained according to the operating power value.
[0092] In step S402, the output power value of the lithium-ion battery module is obtained according to the out power value of the traction converter module and the output power value of the hydrogen fuel cell module.
[0093] In particular, in step S401, the maximum transient output power value of the lithium-ion battery module may be obtained. The maximum transient output power value of the lithium-ion battery module is the maximum output power value during the operation of the lithium-ion battery module. For example, the maximum transient output power value of the lithium-ion battery module may be calculated by the battery management module according to the real-time charge value of the lithium-ion battery module, but it is not limited to this, and the maximum transient output power value of the lithium-ion battery module can also be obtained in other ways, which falls within the protection scope of the present disclosure.
[0094] Further, the absolute value of the operating power value can be compared with the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module. It should be noted that the operating power value may be a negative value, that is, the operating power value of the locomotive is positive when the locomotive is moving, and the operating power value of the locomotive is negative when the locomotive is braking. Therefore, in order to ensure the accuracy of the calculation, the absolute value of the operating power value, the maximum transient output power value of the lithium-ion battery module, and the maximum output power value of the hydrogen fuel cell module should be used during the calculation process.
[0095] When the absolute value of the operating power value is less than or equal to the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module can be equal to the operating power value. It can be understood that when the absolute value of the operating power value is less than or equal to the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the operating power of the locomotive can be fully satisfied. Therefore, the output power value of the traction converter module can reach the operating power value.
[0096] When the absolute value of the operating power value is greater than the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module can be equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module. It can be understood that when the absolute value of the operating power value is greater than the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the operating power of the locomotive cannot be fully satisfied. In this case, the output power value of the traction converter module cannot reach the operating power value, thus the output power value of the traction converter module can only reach the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
[0097] It should be noted that the output power value of the traction converter module can be a positive value when the locomotive is moving, and the output power value of the traction converter module can be a negative value when the locomotive brakes.
[0098] In the above step S402, when the output power value of the traction converter module is equal to the operating power value, the output power value of the lithium-ion battery module is the difference between the output power value of the traction converter module and the output power value of the hydrogen fuel cell module. That is,
[0099] PL1=PV-Ph>
[00100] where PLi is the output power value of the lithium-ion battery module, Pv is the output power value of the traction converter module, and Ph is the output power value of the hydrogen fuel cell module.
[00101]When the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the lithium-ion battery module can be the maximum output power value of the lithium-ion battery module. That is,
[00102] PL1=Pmax,
[00103] where Pmax is the maximum transient output power value of the lithium-ion battery module.
[00104] In the present disclosure, the lithium-ion battery module can be reasonably utilized through the above method, which further improves the energy utilization efficiency of the entire locomotive.
[00105] In an embodiment of the present disclosure, the above steps can be repeated, so that the locomotive dynamic device can be controlled in real time during the operation of the locomotive. Therefore, the locomotive dynamic device can always maintain the optimal working state during the operation of the locomotive, thereby extending the life of the locomotive dynamic device and ensuring high energy utilization efficiency during the operation of the locomotive.
[00106] Through the control method of the locomotive dynamic device provided by the present disclosure, the hydrogen fuel cell module is prevented from always supplying the maximum output power when the lithium-ion battery module is working, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided. As a result, the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.
[00107] A second aspect of the present disclosure provides a locomotive dynamic device. Referring to FIG. 2, the locomotive may include a locomotive driver controller handle 1 for controlling the operating power of the locomotive. The locomotive dynamic device may include a traction motor 2, a lithium-ion battery module 3, a hydrogen fuel cell module 4, a battery management module 5 and a power control module 6. Through the locomotive dynamic device, the hydrogen fuel cell module 4 is prevented from always supplying the maximum output power when the lithium-ion battery module 3 is running, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided. As a result, the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.
[00108] In particular, the traction motor 2 may be an AC traction motor 2 configured to provide dynamic to the locomotive. However, the type and power of the traction motor 2 are not limited in the present disclosure. For example, the traction motor 2 can also be a DC traction motor 2. The type and power of the traction motor 2 can be selected according to the actual situation, which are all within the protection scope of the present disclosure.
[00109] The lithium-ion battery module 3 may include a first positive electrode, a first negative electrode, a first signal transmission terminal, and a second signal transmission terminal. The first positive electrode and the first negative electrode can be connected to the traction motor 2 to provide electrical energy for the traction motor 2. It should be noted that the lithium-ion battery module 3 may be a lithium-ion battery.
[00110] The hydrogen fuel cell module 4 may have a second positive electrode, a second negative electrode, and a third signal transmission terminal. The second positive electrode and the second negative electrode can be connected to the traction motor 2 to provide electrical energy for the traction motor 2. Meanwhile, the second positive electrode can also be connected to the first positive electrode, and the second negative electrode can also be connected to the first negative electrode, so that the hydrogen fuel cell module 4 charges the lithium-ion battery module 3. It should be noted that the hydrogen fuel cell module 4 may be a hydrogen fuel cell.
[00111] The battery management module 5 may have a first receiving terminal and a first transmitting terminal, and the first receiving terminal may be connected to the first signal transmission terminal to obtain the real-time charge value of the lithium-ion battery module 3. The battery management module 5 can be a sensor, but is not limited to this, and can also be a monitoring computer, etc., which are all within the protection scope of the present disclosure.
[00112] The power control module 6 may have a second receiving terminal, a third receiving terminal, a second transmitting terminal, and a third transmitting terminal. The second receiving terminal can be connected to the first transmitting terminal for receiving the real-time charge value of the lithium-ion battery module 3. The third receiving terminal can be connected to the locomotive driver controller handle 1 for receiving the operating power value required for the current operation of the locomotive. The second transmitting terminal can be connected to the second signal transmission terminal for transmitting the output power value of the lithium-ion battery module 3 to the lithium-ion battery module 3. The third transmitting terminal can be connected to the third signal transmission terminal for transmitting the output power value of the hydrogen fuel cell module 4 to the hydrogen fuel cell module 4. The power control module 6 can be a central processing unit, but is not limited to this, and can also be other devices, which are all within the protection scope of the present disclosure.
[00113] Through the power control module 6, the output power value of the hydrogen fuel cell module 4 can be controlled according to the real-time charge value of the lithium-ion battery, and the output power value of the lithium-ion battery can be controlled according to the output power value of the hydrogen fuel cell module 4 and the operating power value of the locomotive. Therefore, the problem of repeated charging and discharging of the lithium-ion battery module 3 can be solved, and the output power of the hydrogen fuel cell module 4 and the output power of the lithium-ion battery module 3 can be reasonably distributed, thereby improving the energy utilization efficiency of the entire locomotive.
[00114] In an embodiment of the present disclosure, the power control module 6 may further have a fourth transmitting terminal, and the locomotive dynamic device may further include a traction converter module 7. The traction converter module 7 may have a first input terminal, a second input terminal, a first output terminal, and a fourth signal transmission terminal. The first input terminal can be connected to the first positive electrode and the second positive electrode, and the second input terminal can be connected to the first negative electrode and the second negative electrode, so as to receive the electric energy provided by the lithium-ion battery module 3 and the hydrogen fuel cell module 4, and convert the electric energy into alternating current. The first output terminal can be connected to the traction motor 2 to output alternating current to the traction motor 2. The fourth signal transmission terminal can be connected to the fourth transmitting terminal for receiving the output power value of the traction converter module 7 sent from the power control module 6.
[00115] In an embodiment of the present disclosure, the hydrogen fuel cell module 4 may include a hydrogen fuel cell stack 41 and a current converter 42. The hydrogen fuel cell stack 41 has a third positive electrode and a third negative electrode for generating electrical energy. The electric energy generated by the hydrogen fuel cell stack 41 can be direct current power, but is not limited to this, and can also be alternating current power.
[00116] The current converter 42 may have a third input terminal, a fourth input terminal, a second output terminal, a third output terminal, and a fifth signal transmission terminal. The third input terminal can be connected to the third positive electrode, and the fourth input terminal can be connected to the third negative electrode for receiving the electric energy generated by the hydrogen fuel cell stack 41. The second output terminal can be connected to the second positive electrode, and the third the output terminal can be connected to the second negative electrode to output current that has been converted. The fifth signal transmission terminal can be connected to the third signal transmission terminal to receive the output power of the hydrogen fuel cell module 4, thereby controlling the output of the hydrogen fuel cell stack 41.
[00117] Moreover, the current converter 42 may be a DC/DC converter when the power generated by the hydrogen fuel cell stack 41 is direct current power, and may be an AC/DC converter when the power generated by the hydrogen fuel cell stack 41 is alternating current power.
[00118] It should be noted that the locomotive dynamic device may utilize the control method of the locomotive dynamic device described above. It is understandable that the locomotive dynamic device may be controlled by the above control method of the locomotive dynamic device. However, it is not limited to this, and the locomotive dynamic device may not be controlled by the above control method of the locomotive dynamic device, which is all within the protection scope of the present disclosure.
[00119] A third aspect of the present disclosure provides a locomotive including the locomotive dynamic device. According to the locomotive, the hydrogen fuel cell module 4 is prevented from always supplying the maximum output power when the lithium-ion battery module 3 is running, and thus the repeated or excessive charging and discharging of the lithium-ion battery can be effectively avoided. As a result, the energy loss in the locomotive dynamic device is reduced, and the heat generated by the internal resistance of the battery is reduced, thereby greatly improving the energy utilization efficiency of the locomotive.
[00120] Those skilled in the art will easily conceive of other embodiments of the present disclosure after considering the specification and practicing the embodiments disclosed herein. The present disclosure is intended to cover any variations, uses, or adaptive changes of the embodiments. Such variations, uses, or adaptive changes follow the general principles of the present disclosure and include common knowledge or conventional technical means in the technical field that are not disclosed by the present disclosure. The description and the embodiments are to be regarded as exemplary only, and the true scope and spirit of the present disclosure are defined by the appended claims.

Claims

WHAT IS CLAIMED IS:
1. A control method of a locomotive dynamic device comprising a lithium-ion battery module and a hydrogen fuel cell module, wherein the control method comprises: obtaining operating power value required for current operation of a locomotive; obtaining real-time charge value of the lithium-ion battery module; calculating output power value of the hydrogen fuel cell module according to the real-time charge value of the lithium-ion battery module; obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module; and controlling, according to the output power value of the hydrogen fuel cell module, the hydrogen fuel cell module to supply electric energy to a traction motor and the lithium-ion battery module, and controlling, according to the output power value of the lithium-ion battery module, the lithium-ion battery module to supply electric energy to the traction motor.
2. The control method according to claim 1, wherein the calculating output power value of the hydrogen fuel cell module according to the real-time charge value of the lithium-ion battery module comprises: obtaining maximum output power value of the hydrogen fuel cell module; setting a first threshold and a second threshold of the charge value of the lithium-ion battery module, wherein the first threshold is less than the second threshold, the first threshold is greater than or equal to 0, and the second threshold is less than or equal to 1; setting a first output power value for the hydrogen fuel cell module according to the first threshold; setting a second output power value for the hydrogen fuel cell module according to the second threshold; and calculating, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module.
3. The control method according to claim 2, wherein the calculating, based on the maximum output power value of the hydrogen fuel cell module, the real-time charge value of the lithium-ion battery module, the first threshold, the second threshold, the first output power value and the second output power value, the output power value of the hydrogen fuel cell module comprises: in response to determining that the real-time charge value of the lithium-ion battery module is less than or equal to the first threshold, calculating the output power value of the hydrogen fuel cell module through the following formula:
Ph — P|inia.\' wherein Ph is the output power value of the hydrogen fuel cell module, and Phmax is the maximum output power value of the hydrogen fuel cell module; in response to determining that the real-time charge value of the lithium-ion battery module is greater than the first threshold and less than or equal to the second threshold, calculating the output power value of the hydrogen fuel cell module through the following formula:
Ph=[(Phi-Ph2)(SOC1 -SOCi)/(SOC2 -SOCi)]+Ph2, wherein Phi is the first output power value, Ph2 is the second output power value, SOCi is the real-time charge value of the lithium-ion battery module, SOCi is the first threshold, and SOC2 is the second threshold; in response to determining that the real-time charge value of the lithium-ion battery module is greater than the second threshold and less than 1, calculating the output power value of the hydrogen fuel cell module through the following formula:
Ph=Ph2(SOCi -SOC2)/(1-SOC2).
4. The control method according to claim 3, wherein the locomotive dynamic device further comprises a traction converter module, and the obtaining output power value of the lithium-ion battery module according to the operating power value and the output power value of the hydrogen fuel cell module comprises: obtaining output power value of the traction converter module according to the operating power value; and obtaining the output power value of the lithium-ion battery module according to the output power value of the traction convertor module and the output power value of the hydrogen fuel cell module.
5. The control method according to claim 4, wherein the obtaining output power value of the traction converter module according to the operating power value comprises: obtaining maximum transient output power value of the lithium-ion battery module; comparing an absolute value of the operating power value with the absolute value of a sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module; in response to determining that the absolute value of the operating power value is less than or equal to the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module is equal to the operating power value; in response to determining that the absolute value of the operating power value is greater than the absolute value of the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module.
6. The control method according to claim 5, wherein the obtaining the output power value of the lithium-ion battery module according to the output power value of the traction convertor module and the output power value of the hydrogen fuel cell module comprises: in response to determining that the output power value of the traction converter module is equal to the operating power value, the output power value of the lithium-ion battery module is a difference between the output power value of the traction converter module and the output power value of the hydrogen fuel cell module; in response to determining that the output power value of the traction converter module is equal to the sum of the maximum transient output power value of the lithium-ion battery module and the maximum output power value of the hydrogen fuel cell module, the output power value of the lithium-ion battery module is the maximum transient output power value of the lithium-ion battery module.
7. A locomotive dynamic device, wherein a locomotive comprises a locomotive driver controller handle, and the locomotive dynamic device comprises: a traction motor; a lithium-ion battery module comprising a first positive electrode, a first negative electrode, a first signal transmission terminal and a second signal transmission terminal, wherein the first positive electrode and the first negative electrode are connected to the traction motor; a hydrogen fuel cell module comprising a second positive electrode, a second negative electrode and a third signal transmission terminal, wherein the second positive electrode and the second negative electrode are connected to the traction motor; a battery management module comprising a first receiving terminal and a first transmitting terminal, wherein the first receiving terminal is connected to the first signal transmission terminal; and
19 a power control module comprising a second receiving terminal, a third receiving terminal, a second transmitting terminal, and a third transmitting terminal, wherein the second receiving terminal is connected to the first transmitting terminal, and the third receiving terminal is connected to the locomotive driver controller handle, the second transmitting terminal is connected to the second signal transmission terminal, and the third transmitting terminal is connected to the third signal transmission terminal; wherein the first positive electrode is connected to the second positive electrode, and the first negative electrode is connected to the second negative electrode.
8. The locomotive dynamic device according to claim 7, wherein the power control module further comprises a fourth transmitting terminal, and the locomotive dynamic device further comprises: a traction converter module comprising a first input terminal, a second input terminal, a first output terminal and a fourth signal transmission terminal, wherein the first input terminal is connected to the first positive electrode and the second positive electrode, the second input terminal is connected to the first negative electrode and the second negative electrode, the first output terminal is connected to the traction motor, and the fourth signal transmission terminal is connected to the fourth transmitting terminal.
9. The locomotive dynamic device according to claim 8, wherein the hydrogen fuel cell module comprises: a hydrogen fuel cell stack comprising a third positive electrode and a third negative electrode; a current converter comprising a third input terminal, a fourth input terminal, a second output terminal, a third output terminal and a fifth signal transmission terminal, wherein the third input terminal is connected to the third positive electrode, the fourth input terminal is connected to the third negative electrode, the second output terminal is connected to the second positive electrode, and the third output terminal is connected to the second negative electrode, and the fifth signal transmission terminal is connected to the third signal transmission terminal.
10. A locomotive comprising the locomotive dynamic device according to any one of claims 7-9.
20
EP21762130.9A 2020-08-20 2021-08-20 Control method of locomotive dynamic device, locomotive dynamic device and locomotive Pending EP4200155A1 (en)

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