KR102442774B1 - Failure control system for hydrogen fuel cell railway vehicles - Google Patents

Abstract

The present invention relates to a failure control system of a hydrogen fuel cell railway vehicle, and the failure of the hydrogen fuel cell, DC/DC converter, battery system, propulsion inverter and auxiliary power device, which are devices constituting the propulsion system of the hydrogen fuel cell railway vehicle, etc. When this occurs, we provide a failure control system for hydrogen fuel cell railway vehicles that can maximize the performance of the system under limited conditions by minimizing the effect of failure by reallocating the control function so that the system can operate organically. do.

Description

Failure control system for hydrogen fuel cell railway vehicles

The present invention relates to a failure control system for a hydrogen fuel cell railway vehicle, and more particularly, when a failure occurs in devices constituting a propulsion system of a hydrogen fuel cell railway vehicle, the effect can be minimized so that the vehicle can be operated even in a limited manner. It relates to a failure control system of a hydrogen fuel cell railway vehicle that controls the failure of devices so as to

In general, railroads are a representative means of transportation on land, and electric railroads with a relatively large transport scale that operate trains or vehicles using electricity as power, and light railroads, which are medium and low-speed public transportation means with a relatively small transport scale compared to electric railroads and urban commuter vehicles that generate driving power by spark ignition of diesel engines, and maintenance vehicles used in railway construction sites or railway repairs.

These railway vehicles have problems in that they require various facilities for vehicle operation or cause environmental pollution as they use electric power or fossil fuels as their power sources. For example, an electric railway vehicle that uses electricity as its power source requires an electricity supply system such as a substation facility and a current collector facility and various structural facilities for supplying the vehicle with the extra high voltage transmitted from the power plant in order to supply a huge amount of power. However, maintenance vehicles using fossil fuels have a problem in that environmental pollution occurs due to the exhaustion of fossil fuels, which are finite resources, and the emission of CO ₂ gas due to the use of the fossil fuels.

Of course, this is a prior art related to a railway vehicle that uses a hydrogen fuel cell as its power source so that the vehicle can be operated without using such fossil fuels. -0052163 (Reference 2) and the like have been proposed.

Reference 1 relates to a hydrogen fuel cell railway vehicle, and Reference 2 relates to a SOC management method of a secondary battery disposed inside a hydrogen fuel cell hybrid railway vehicle including a hydrogen fuel cell and a secondary battery.

Such an eco-friendly hydrogen fuel cell railway vehicle drives the vehicle by using electric energy generated through a chemical reaction of a hydrogen fuel cell stack. Unlike general electric trains, these hydrogen fuel cell railway vehicles have a complicated propulsion system, and if any of the components that make up the system fail, it may become impossible to operate the vehicle.

At this time, since the output power of the hydrogen fuel cell is not constant and it is difficult to control the output in real time due to a relatively slow chemical reaction rate, it is common to connect and use an energy storage device such as a battery system in parallel.

In this regard, FIG. 1 is a configuration diagram of a propulsion system of a hydrogen fuel cell railway vehicle. When a large-capacity battery system in a hydrogen fuel cell propulsion system is mounted, the input voltage of the propulsion inverter 1 is the output voltage of the battery system 2 . In this case, the DC/DC converter 4 in the front stage of the fuel cell 3 can share the power required by the propulsion motor 5 and the auxiliary load together with the battery system 2 through current control.

At this time, looking at the operation of each component of the propulsion system of the hydrogen fuel cell railway vehicle under normal conditions, the output power of the hydrogen fuel cell 3 is determined according to the operation of the DC/DC converter 4, and the DC/DC converter ( 4) performs current control on the output of the hydrogen fuel cell 3, and the battery system 2 maintains the On state of the Main Relay in a normal state, and when the propulsion inverter 2 is propelled, the hydrogen fuel cell ( 3) and the power of the battery system 2 to drive the propulsion motor 5, and when braking, the power generated through regenerative braking is stored in the battery system 2, and the APU (auxiliary power unit 6) is DC It receives the input from the -link stage and supplies the required power to the auxiliary load through the constant voltage (AC, DC) output.

However, when the propulsion inverter 1 fails, the DC/DC converter 4 constantly controls the fuel cell output in a situation where the vehicle cannot be driven, and there is a possibility that the battery system 2 may be overcharged.

And, when the hydrogen fuel cell 3 or the DC/DC converter 4 fails, the propulsion inverter 1 consumes the output power without limiting the power required by the driver. The power shared by (2) is shared only with the battery system 2, and the battery system 3 overdischarges or operates beyond the discharge power limit, which adversely affects the lifespan of the battery system 2 .

In addition, when the battery system 2 fails, a situation in which constant voltage power cannot be supplied to the load connected to the DC-link terminal may occur.

In other words, if any one of the components constituting the propulsion system fails, the vehicle cannot be operated despite the limited operation of the system may be possible, or a situation that may cause additional failure of other devices. can occur

Reference 1: Registered Patent No. 10-0838177 Reference 2: Korean Patent Publication No. 10-2020-0052163

Therefore, the present invention is intended to solve these problems, and the present invention minimizes the effect of a fault in the devices constituting the propulsion system of a hydrogen fuel cell railway vehicle to realize maximum performance even under limited conditions. The purpose of the present invention is to provide a failure control system for a hydrogen fuel cell railway vehicle that allows the system to operate organically by reallocating the control functions of each device in the system.

The present invention in order to solve this technical problem;

Hydrogen fuel cell A hydrogen fuel cell for supplying main power for driving a railway vehicle; a DC/DC converter converting the main power of the hydrogen fuel cell into driving power; a battery system which is charged by receiving driving power through the DC/DC converter; a propulsion inverter converting the driving power supplied from the DC/DC converter and the battery system into propulsion power of the propulsion motor; an auxiliary power supply receiving driving power from the DC/DC converter and the battery system and providing it to an auxiliary load; and a monitoring controller for reallocating a control function when an abnormality in any one of the hydrogen fuel cell, DC/DC converter, battery system, propulsion inverter and auxiliary power device is detected. A fault control system is provided.

In this case, the supervisory controller switches off the DC/DC converter when a failure of the hydrogen fuel cell occurs, limits the size of the output power of the propulsion inverter, and limits the use of an auxiliary load of the auxiliary power supply device.

And, the monitoring controller is characterized in that the battery system is normally operated when a failure of the hydrogen fuel cell occurs.

In addition, the supervisory controller turns off the hydrogen fuel cell when a failure of the DC/DC converter occurs, limits the size of the output power of the propulsion inverter, and limits the use of an auxiliary load of the auxiliary power supply device.

In addition, the monitoring controller is characterized in that the battery system is normally operated when a failure of the DC/DC converter occurs.

In addition, the supervisory controller converts the operation mode of the DC/DC converter when a failure of the battery system occurs, limits the size of the output power of the propulsion inverter, prohibits regenerative braking, and prevents the use of an auxiliary load of the auxiliary power supply characterized by limiting.

And, the monitoring controller is characterized in that the normal operation of the hydrogen fuel cell when a failure occurs in the battery system.

In addition, the monitoring controller is characterized in that when a failure of the propulsion inverter occurs, normal propulsion inverters other than the failed propulsion inverter operate normally.

In addition, the monitoring controller is characterized in that the hydrogen fuel cell, the DC/DC converter, the battery system, and the auxiliary power supply are normally operated when the propulsion inverter fails.

In addition, the monitoring controller is characterized in that the hydrogen fuel cell, the DC/DC converter, the battery system, and the propulsion inverter operate normally when the auxiliary power supply device fails.

According to the present invention, when a failure occurs in the hydrogen fuel cell, DC/DC converter, battery system, propulsion inverter, and auxiliary power supply, which are devices constituting the propulsion system of a hydrogen fuel cell railway vehicle, the control function of each device is reassigned. By allowing the system to operate organically, the effects of failures are minimized, so that the performance of the system can be maximized under limited conditions for railroad vehicles.

1 is a configuration diagram of a propulsion system of a general hydrogen fuel cell railway vehicle.
2 is a block diagram of a failure control system for a hydrogen fuel cell railway vehicle according to the present invention.
3 is a table illustrating a failure control technique according to a failure situation of a hydrogen fuel cell railway vehicle.
4 is a configuration diagram of a system illustrating an example of a failure of a hydrogen fuel cell stack of a propulsion system of a hydrogen fuel cell railway vehicle.
5 is a graph illustrating an example of limiting the maximum power of the propulsion inverter according to the failure of the hydrogen fuel cell stack of FIG. 4 .
6 is a configuration diagram of a system showing an example of a battery system failure of a propulsion system of a hydrogen fuel cell railway vehicle.
7 is a graph illustrating an example of limiting the maximum power of the propulsion inverter according to the failure of the battery system of FIG. 4 .

Hereinafter, the features of the failure control system for a hydrogen fuel cell railway vehicle according to the present invention will be understood by way of embodiments described in detail with reference to the accompanying drawings.

Prior to this, the terms or words used in the present specification and claims should not be construed as being limited to conventional or dictionary meanings, and the inventor should properly understand the concept of the term in order to best describe his invention. Based on the principle that it can be defined, it should be interpreted as meaning and concept consistent with the technical idea of the present invention.

Accordingly, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiment of the present invention, and do not represent all of the technical spirit of the present invention, so at the time of the present application, they can be replaced It should be understood that various equivalents and modifications may exist.

Referring to FIG. 2, the failure control system of a hydrogen fuel cell railway vehicle according to the present invention includes a hydrogen fuel cell 10, a DC/DC converter 20, and a battery system ( 30), the state of the propulsion inverter 40 and the auxiliary power supply 50 is monitored by the monitoring controller 60 to minimize the effect depending on the failure state of individual devices, thereby maximizing the performance of the propulsion system even under limited conditions. Reallocate the control function of each device so that the system can operate organically.

As described above, the present invention includes a hydrogen fuel cell 10 for supplying main power for driving a railway vehicle; a DC/DC converter 20 for converting the main power of the hydrogen fuel cell 10 into driving power; a battery system 30 that is charged by receiving driving power through the DC/DC converter 20; a propulsion inverter 40 for converting the driving power supplied from the DC/DC converter 20 and the battery system 30 into the propulsion power of the propulsion motor 42; an auxiliary power unit (APU: Auxiliary Power Unit) 50 that receives driving power from the DC/DC converter 20 and the battery system 30 and provides it to an auxiliary load; And when an abnormality in any one of the hydrogen fuel cell 10, the DC/DC converter 20, the battery system 30, the propulsion inverter 40 and the auxiliary power supply 50 is detected, the control function is reallocated. It includes a monitoring controller (60).

Here, the monitoring controller 60 is a hydrogen fuel cell 10, a DC/DC converter 20, a battery system 30, a propulsion inverter 40, and an auxiliary power device, which are individual devices constituting the propulsion system of the railway vehicle. It monitors the state of (50) and performs a function of adjusting on/off or output power of the individual devices. Accordingly, the monitoring controller 60 includes various sensing means for monitoring the status of individual devices, and is a concept including a switch for adjusting on/off or output power of individual devices.

Hereinafter, a failure control case according to a failure situation of a propulsion system of a hydrogen fuel cell railway vehicle of the present invention will be described with reference to FIG. 3 .

First of all, the devices that may fail are the hydrogen fuel cell 10, the DC/DC converter 20, the battery system 30, the propulsion inverter 40, and the auxiliary power supply 50. When a failure occurs, the monitoring controller 60 is Individual devices are controlled as shown in the table shown in FIG. 3 .

First, when a failure of the hydrogen fuel cell 10 occurs, the DC/DC converter 20 is switched off, the battery system 30 is operated normally, and the size of the output power of the propulsion inverter 40 is limited. and control the auxiliary power supply 50 to limit the use of the auxiliary load. (Case #1)

And, when a failure of the DC/DC converter 20 occurs, the hydrogen fuel cell 10 is turned off, the battery system 30 is operated normally, and the size of the output power of the propulsion inverter 40 is limited, , control the auxiliary power supply 50 to limit the use of the auxiliary load. (Case #2)

Next, when a failure of the battery system 30 occurs, the hydrogen fuel cell 10 is operated normally, the operation mode of the DC/DC converter 20 is changed (constant voltage control), and the output power of the propulsion inverter 40 is It limits the size and at the same time prohibits regenerative braking, and controls the auxiliary power supply 50 to limit the use of the auxiliary load. (Case #3)

In addition, when a failure of the propulsion inverter 40 occurs, the hydrogen fuel cell 10, the DC/DC converter 20, and the battery system 30 operate normally, and a normal propulsion inverter 40 other than the failed propulsion inverter 40. is operated normally, and the auxiliary power supply 50 is controlled to operate normally. (Case #4)

In addition, when a failure occurs in the auxiliary power supply device 50, the hydrogen fuel cell 10, the DC/DC converter 20, the battery system 30, and the propulsion inverter 40 are controlled to operate normally. (Case # 5)

Hereinafter, a failure control method according to failure conditions (Case #1 to #5) for each device constituting the propulsion system of the hydrogen fuel cell railway vehicle of the present invention will be described in detail with reference to FIGS. 4 to 7 .

First, a failure control method when a hydrogen fuel cell stack fails (Case #1) will be described with reference to FIGS. 4 and 5 .

The DC/DC converter 20 constituting the propulsion system of the hydrogen fuel cell railway vehicle is a device responsible for transmitting the output power of the hydrogen fuel cell 10 through the dc-link terminal. When the fuel cell stack fails, DC It is impossible to perform the corresponding function of the /DC converter 20 . As such, when a hydrogen fuel cell stack failure occurs, the monitoring controller 60 stops the switching operation of the DC/DC converter 20 so that the faulty part can be isolated from the system.

)와 달리 수소연료전지(10)의 고장으로 추진시스템 내에서 사용할 수 있는 에너지원이 배터리시스템(30)만 존재함에 따라 추진인버터(40)가 사용하는 최대 파워(

)를 제한(최대파워 :

)한다. This is a normal state in which the output power of the hydrogen fuel cell 10 is supplied to the DC/DC converter 20 (

), the maximum power used by the propulsion inverter 40 (

) limit (maximum power:

)do.

At this time, since the battery system 30 cannot be charged except for regenerative braking during operation, the battery system 30 is operated limitedly up to "SOC_min". In FIG. 5 , “SOC_max” is the maximum SOC among the SOC regions in which the battery system 30 can operate, “SOC_normal” is the SOC region in which the battery system 30 can operate, and “SOC_min” is the operation of the battery system 30 . It is the minimum SOC among the SOC areas that can operate.

And, when the DC/DC converter for hydrogen fuel cell fails (Case #2), the failure control method is as follows.

When the DC/DC converter 20 constituting the propulsion system of the hydrogen fuel cell railway vehicle fails, the output power of the hydrogen fuel cell 10 cannot be transmitted to the dc-link stage. Since the operation is meaningless, the power generation function of the hydrogen fuel cell 10 is stopped (hydrogen supply and A/Comp operation stop, etc.)

)를 제한(최대파워 :

)한다. In addition, when the DC/DC converter 20 fails, as in the case of a hydrogen fuel cell stack failure (Case #1), since only the battery system 30 exists as an energy source that can be used in the propulsion system, the propulsion inverter 40 the maximum power used by

) limit (maximum power:

)do.

In addition, since the battery system 30 cannot be charged except for regenerative braking during operation, it is controlled to operate limitedly up to SOC_min.

Next, a failure control method in case of a battery system failure (Case #3) will be described with reference to FIGS. 6 and 7 .

When a failure occurs in the battery system 30 even though the input voltage must be within a certain range for the propulsion inverter 40 constituting the propulsion system of the hydrogen fuel cell railway vehicle to operate normally, a constant voltage is applied to the input terminal of the propulsion inverter 40 authorization is not possible.

Therefore, when a failure occurs in the battery system 30, the DC/DC converter 20 changes the operation mode (output stage current control -> voltage control) so that a constant voltage can be applied to the input terminal of the propulsion inverter 40 .

)와 달리 배터리시스템(30)의 고장으로 추진시스템 내에서 사용할 수 있는 에너지원이 수소연료전지 스택만 존재함에 따라 추진인버터(40)가 사용하는 최대 파워(

)를 제한(최대파워 :

)한다.In addition, in a normal state in which the output power of the hydrogen fuel cell 10 is supplied to the DC/DC converter 20 (

), the maximum power used by the propulsion inverter 40 (

) limit (maximum power:

)do.

In addition, since there is no storage medium capable of storing the energy generated by the regenerative braking when the battery system 30 fails, power generation braking or mechanical braking is applied when braking the vehicle.

And, when the propulsion inverter fails (Case #4), the failure control method is as follows.

A plurality of propulsion inverters 40 constituting the propulsion system of a hydrogen fuel cell railway vehicle are generally mounted in a railway vehicle. limitedly possible.

Of course, when such a failure of the propulsion inverter 40, the hydrogen fuel cell 10, the DC/DC converter 20, the battery system 30, and the auxiliary power supply 50 are controlled to operate normally.

In addition, when the auxiliary power supply fails (Case #5), the failure control method is as follows.

The auxiliary power supply 50 constituting the propulsion system of the hydrogen fuel cell railway vehicle is a device that provides auxiliary power to an auxiliary load. Power is supplied to the auxiliary power source through the extended power supply of (50). Of course, when the auxiliary power supply device 50 fails, the hydrogen fuel cell 10 , the DC/DC converter 20 , the battery system 30 , and the propulsion inverter 40 are controlled to operate normally.

The above description is merely illustrative of the technical idea of the present invention, and various modifications and variations are possible without departing from the essential characteristics of the present invention by those skilled in the art to which the present invention pertains. The scope of protection should be interpreted by the following claims, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

10: hydrogen fuel cell 20: DC/DC converter
30: battery system 40: propulsion inverter
42: propulsion motor 50: auxiliary power supply
60: monitoring controller

Claims (10)

Hydrogen fuel cell A hydrogen fuel cell for supplying main power for driving a railway vehicle; a DC/DC converter converting the main power of the hydrogen fuel cell into driving power; a battery system which is charged by receiving driving power through the DC/DC converter; a propulsion inverter converting the driving power supplied from the DC/DC converter and the battery system into propulsion power of the propulsion motor; an auxiliary power supply receiving driving power from the DC/DC converter and the battery system and providing it to an auxiliary load; and monitoring the states of individual devices including the hydrogen fuel cell, DC/DC converter, battery system, propulsion inverter and auxiliary power supply, and turning on/off of individual devices when abnormal occurrence is detected in any one of the individual devices or a monitoring controller for adjusting the output power; including,
The monitoring controller is
When a failure of the hydrogen fuel cell occurs, the DC/DC converter is switched off, the size of the output power of the propulsion inverter and the use of an auxiliary load of the auxiliary power supply are limited, and the battery system is operated normally,
When the DC/DC converter fails, the hydrogen fuel cell is turned off, the size of the output power of the propulsion inverter and the use of an auxiliary load of the auxiliary power supply are limited, and the battery system is operated normally,
When a failure of the battery system occurs, the operation mode of the DC/DC converter is changed, the size of the output power of the propulsion inverter is limited, regenerative braking is prohibited, the use of an auxiliary load of the auxiliary power supply is restricted, and the hydrogen fuel cell operate normally,
When the propulsion inverter fails, the hydrogen fuel cell, the DC/DC converter, the battery system, and the auxiliary power supply are operated normally,
When a failure occurs in the auxiliary power supply, the hydrogen fuel cell, DC/DC converter, battery system, and propulsion inverter are normally operated.
delete delete delete delete delete delete The method of claim 1,
The monitoring and controller is a hydrogen fuel cell railway vehicle failure control system, characterized in that when a failure of the propulsion inverter occurs, normal propulsion inverters other than the failed propulsion inverter operate normally.
delete delete

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