WO2015135330A1 - 有轨电车动力系统及控制方法 - Google Patents

有轨电车动力系统及控制方法 Download PDF

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Publication number
WO2015135330A1
WO2015135330A1 PCT/CN2014/090380 CN2014090380W WO2015135330A1 WO 2015135330 A1 WO2015135330 A1 WO 2015135330A1 CN 2014090380 W CN2014090380 W CN 2014090380W WO 2015135330 A1 WO2015135330 A1 WO 2015135330A1
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WIPO (PCT)
Prior art keywords
tram
converter
power
fuel cell
power battery
Prior art date
Application number
PCT/CN2014/090380
Other languages
English (en)
French (fr)
Inventor
孙帮成
陈维荣
黄烈威
李明高
李明
刘志祥
石俊杰
臧晓燕
Original Assignee
唐山轨道客车有限责任公司
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Publication date
Application filed by 唐山轨道客车有限责任公司 filed Critical 唐山轨道客车有限责任公司
Priority to PL14885656T priority Critical patent/PL3118080T3/pl
Priority to EP14885656.0A priority patent/EP3118080B1/en
Priority to LTEP14885656.0T priority patent/LT3118080T/lt
Publication of WO2015135330A1 publication Critical patent/WO2015135330A1/zh
Priority to US15/264,566 priority patent/US20170001538A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • 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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/006—Electric propulsion adapted for monorail vehicles, suspension vehicles or rack railways
    • 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
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling 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
    • 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
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B61C3/02—Electric locomotives or railcars with electric accumulators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
    • B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D29/00—Lighting
    • 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
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
    • 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 invention relates to the technical field of hybrid power systems, in particular to a power system and a control method for a tram.
  • Tangche has developed a hybrid 100% low-floor tram powered by a contact network and a vehicle-mounted supercapacitor and power battery.
  • the power supply principle is: the contact network and the vehicle battery (including super capacitor and power battery)
  • the power supply hybrid system has a power supply strategy: when the contact network is powered, the contact network supplies power to the traction converter (DC/AC converter), when the contact network or the contact network is dead, the super capacitor and
  • the power battery pack supplies power to the traction converter through respective converters (DC/DC converters) to drive the tram.
  • the above-mentioned 100% low-floor tram consisting of a hybrid power supply of a contact net and a vehicle super capacitor and a power battery.
  • the operating performance is limited by the level of power battery charging and discharging technology.
  • the invention provides a tramway power system and a control method thereof, which are used for solving the running performance of a 100% low-floor tram composed of a hybrid power supply of a contact network and a vehicle super capacitor and a power battery. Limited by the technical level of power battery charging and discharging.
  • the invention provides a tramway power system, comprising:
  • Fuel cell super capacitor, power battery, one-way DC converter, first bidirectional DC Inverter, second bidirectional DC converter, DC bus, inverter and main control unit;
  • the fuel cell is connected to the one-way DC converter; the super capacitor is connected to the first bidirectional DC converter; and the power battery is connected to the second bidirectional DC converter;
  • the one-way DC converter, the first bidirectional DC converter, and the second bidirectional DC converter are connected to the inverter through the DC bus;
  • the inverter is connected to a motor of the tram
  • the fuel cell, the super capacitor, the power battery, the first bidirectional DC converter, the second bidirectional DC converter, and the inverter are connected to the main control unit;
  • the main control unit is connected to the tram control device of the tram.
  • the invention also provides a control method for a tramway power system, comprising:
  • the main control unit receives the signal sent by the tram vehicle control device
  • the super capacitor is controlled to provide electric power to the motor of the tram, when the rail is When the electric vehicle does not reach the target speed and the super capacitor power is discharged, controlling the fuel cell and/or the power battery to continue to supply power to the motor, or controlling the fuel cell and/or the power battery to be the motor of the tram Providing electrical energy, when the power supply provided by the fuel cell and/or the power battery is insufficient when the tram does not reach the target speed, then controlling the super capacitor to provide the electric energy required for the differential power portion;
  • Controlling by the main control unit, a signal sent by the tram vehicle control device as a brake signal or a deceleration signal, controlling the fuel cell to supply power to the motor, and controlling the super capacitor to absorb excess brake feedback Energy or controlling the fuel cell to charge the supercapacitor.
  • the invention utilizes the high power density characteristic of the super capacitor, can provide high starting acceleration and climbing ability, and can realize long driving range by using the high energy density characteristics of the fuel cell and the power battery, and the priority of controlling the super capacitor is
  • the tram provides the power needed for acceleration, controls the fuel cell and the power battery to provide the power required for uniform operation, solves the shortcomings of insufficient energy of the super capacitor and insufficient power characteristics of the power battery, or prioritizes the fuel cell and/or the power battery.
  • Tram provides acceleration The required electric energy, when the power required by the tram is higher than the power that the fuel cell and/or the power battery can provide, the electric energy required for the differential power portion is supplemented by the super capacitor, thereby achieving the lack of complementarity between the energy storage components.
  • the utility model can effectively utilize the advantages of the high power density of the super capacitor, prolong the power supply time of the super capacitor, realize the best acceleration performance of the tram, and at the same time, the fuel cell and the power battery are mutually redundant, and one of the power supply failure conditions can be realized. Emergency rescue, etc.
  • FIG. 1 is a schematic structural view of an embodiment of a tramway power system according to the present invention.
  • FIG. 2 is a schematic flow chart of an embodiment of a method for controlling a power system of a tram provided by the present invention.
  • a schematic structural diagram of an embodiment of a tram power system includes: a fuel cell 11 , a super capacitor 12 , a power battery 13 , a unidirectional DC converter 14 , and a first bidirectional DC converter 15 .
  • a second bidirectional DC converter 16 a DC bus 17, an inverter 18, and a main control unit 19;
  • the fuel cell 11 is connected to the unidirectional DC converter 14; the super capacitor 12 and the first bidirectional The DC converter 15 is connected;
  • the power battery 13 is connected to the second bidirectional DC converter 16;
  • the unidirectional DC converter 14, the first bidirectional DC converter 15, and the second bidirectional DC converter 16 is connected to the inverter 18 through the DC bus 17;
  • the inverter 18 is connected to a motor of the tram;
  • the first bidirectional DC converter 15, the second bidirectional DC converter 16, and the inverter 18 are connected to the main control unit 19; the main control unit 19 and the tram of the tram The tram control unit is connected.
  • the connection between the bus bars 17, the connection between the DC bus 17 and the inverter 18, and the connection between the inverter 18 and the motor of the tram can be connected by a power main line.
  • the connection between the terminals 19 can be connected by an electrical line, and the connection between the main control unit 19 and the tram control device of the tram can be connected using a CAN network bus or an MVB network bus.
  • the system may further include: an auxiliary system; the auxiliary system is connected to the fuel cell 11 and/or the power battery 13 for providing illumination for the tram power system and/or Controlling the temperature of the tramway power system.
  • the tram power system can be placed on the roof of the tram, so that the vehicle space or the vehicle floor space can be occupied, the passenger volume can be increased, and the 100% low floor can be realized, and the tram can be upgraded. Passengers get on and off the convenience and viewing effect when running in the city.
  • the super capacitor 12 can be connected to the pantograph of the tram, and at each station, the charging station can be set to enter the station.
  • the supercapacitor 12 can be charged by the pantograph.
  • the fuel cell 11 is used to charge the supercapacitor 12, and the energy of the supercapacitor 12 is used to accelerate the start of the tram.
  • the trolley electric power system described in this embodiment is based on a hybrid power supply mode of a fuel cell, a power battery and a super capacitor, and can adopt different power supply modes according to different operating phases of the tram, so that the acceleration and uniform speed of the tram can be realized. , deceleration and braking energy recovery. And using the most green clean energy fuel cell as the power source, the best energy saving and emission reduction effect can be achieved.
  • the tram based on fuel cell, super capacitor and power battery multi-solution power supply can be used for inconvenient construction of traction supply. In the suburbs and tunnels of the electric system and the catenary system, the urban area is completely network-free, saving the cost of the line and maintaining the urban landscape.
  • the tram power system described in this embodiment can utilize the high power density characteristics of the super capacitor, can provide a high starting acceleration and climbing ability, and can realize a long time by utilizing the high energy density characteristics of the fuel cell and the power battery.
  • Driving range by controlling super capacitors
  • the trolley provides the power needed for acceleration, controls the fuel cell and the power battery to provide the power required for uniform operation, solves the shortcomings of insufficient energy of the super capacitor and insufficient power characteristics of the power battery, or prioritizes the trolley by the fuel cell and/or the power battery.
  • the electric energy required for the differential power portion is supplemented by the super capacitor to realize the between the energy storage components
  • Insufficient complementarity can effectively take advantage of the high power density of supercapacitors, extend the power supply time of supercapacitors, and achieve the best acceleration performance of trams.
  • fuel cells and power batteries are redundant with each other, which can realize one of the power supply failures. Emergency rescue under working conditions.
  • the present invention provides a method of controlling the system.
  • FIG. 2 is a schematic flowchart of a method for controlling a power system of a tram of the present invention, which specifically includes the following steps:
  • the main control unit receives a signal sent by the trolley vehicle control device
  • the main control unit and the tram vehicle control device are connected via a network bus, such as a CAN bus, an MVB bus, etc., for receiving signals transmitted by the tram vehicle control device.
  • a network bus such as a CAN bus, an MVB bus, etc.
  • the super capacitor is controlled to provide power to the motor of the tram.
  • the fuel cell and/or the power battery is controlled to continue to supply power to the motor, or the fuel cell and/or the power battery is controlled to be the tram
  • the electric motor provides electrical energy, and when the tram does not reach the target speed and the power provided by the fuel cell and/or the power battery is insufficient, controlling the super capacitor to provide the electric energy required for the differential power portion;
  • the main control unit controls the super capacitor to discharge electric energy, and the electric energy flows to the first a bidirectional DC converter, after being transformed by the first bidirectional DC converter, flows to the inverter, and after being transformed by the inverter, flows to the motor of the tram to supply electric energy to the motor of the tram.
  • the high power density characteristics of the super capacitor can be used to achieve higher starting acceleration and climbing ability.
  • the hybrid power supply mode such as fuel cell + super capacitor, super capacitor + power battery, fuel cell + super capacitor + power battery is used to increase the acceleration power, thereby improving the balance speed of the tram.
  • the main control unit controls the output of the fuel cell, and the electric energy flows to the unidirectional DC converter through the unidirectional DC After the converter is converted, flowing to the inverter, after being transformed by the inverter, flowing to the motor of the tram; and/or, the main control unit controls the power battery to output electric energy, and the electric energy flows to the second bidirectional
  • the DC converter is converted by the second bidirectional DC converter, flows to the inverter, and after being transformed by the inverter, flows to the motor of the tram to supply electric energy to the motor of the tram, thereby The tram maintains a constant speed operation.
  • the high energy density characteristics of the fuel cell and the power battery can be used to achieve a longer driving range, if the tram runs smoothly.
  • a switched power supply strategy can also be used, that is, the tram is first powered by a super capacitor, and then switched to a fuel cell and a power battery.
  • the signal sent by the trolley vehicle control device received by the main control unit is a brake signal or a deceleration signal
  • control the fuel cell to supply power to the motor, and control the super capacitor to absorb excess system. Dynamically feedback energy or controlling the fuel cell to charge the supercapacitor.
  • the supercapacitor and the large current are preferably used to absorb the braking energy (generally 50%-70% of the rated capacity can be absorbed). If the braking energy is high, the power battery can be put into the small current to absorb the braking energy. The amount can also be put into the braking resistor to consume the peak power. If the signal sent by the control device of the tramcar received by the main control unit is a deceleration signal, if the supercapacitor energy is in a low state (for example, less than 30%), the surplus energy of the fuel cell can be used to charge the super capacitor. It supplements its electrical energy while ensuring that the fuel cell is in a stable output and prolongs its working life.
  • the master unit controls the fuel cell and/or the power battery to provide electrical energy to the auxiliary system.
  • the control method of the tram power system utilizes the high power density characteristic of the super capacitor to provide a high starting acceleration and climbing ability, and can realize a longer use of the high energy density characteristics of the fuel cell and the power battery.
  • the driving range of the super-capacitor is optimized to provide the electric energy needed for acceleration of the tram, and the fuel cell and the power battery are controlled to provide the electric energy required for uniform operation, thereby solving the disadvantages of insufficient energy of the super-capacitor and insufficient power characteristics of the power battery, or
  • the fuel cell and/or the power battery preferentially provide the electric power required for acceleration of the tram. When the power required by the tram is higher than the power that the fuel cell and/or the power battery can provide, the differential power is supplemented by the super capacitor.
  • the required electric energy realizes the lack of complementarity between the energy storage components, and can effectively utilize the advantages of the high power density of the super capacitor, prolong the power supply time of the super capacitor, and realize the best acceleration performance of the tram, and at the same time, the fuel cell and the power battery are mutually For redundancy, one of them can be used for emergency rescue under power failure conditions.
  • the foregoing program may be stored in a computer readable storage medium, and the program is executed when executed.
  • the foregoing steps include the steps of the foregoing method embodiments; and the foregoing storage medium includes: a medium that can store program codes, such as a ROM, a RAM, a magnetic disk, or an optical disk.

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  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Automation & Control Theory (AREA)
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Abstract

一种有轨电车动力系统及控制方法，其中系统包括：燃料电池（11）与单向直流变换器（14）连接，超级电容（12）与第一双向直流变换器（15）连接，动力电池（13）与第二双向直流变换器（16）连接，单向直流变换器（14）、第一双向直流变换器（15）、第二双向直流变换器（16）通过直流母线（17）与逆变器（18）连接，逆变器（18）与有轨电车的电机连接，燃料电池（11）、超级电容（12）、动力电池（13）、第一双向直流变换器（15）、第二双向直流变换器（16）、逆变器（18）与主控单元（19）连接，主控单元（19）与有轨电车的控制装置连接，通过超级电容（12）、燃料电池（11）和动力电池（13）配合供电，解决了超级电容（12）能量不足和动力电池（13）功率不足的缺点，实现了储能部件之间的互补不足，燃料电池（11）和动力电池（13）互为冗余，可实现其中一种供电部件故障工况下的紧急救援。

Description

有轨电车动力系统及控制方法 技术领域
本发明涉及混合动力系统技术领域，尤其涉及一种有轨电车动力系统及控制方法。
背景技术
近年来，由于环境污染严重、石油资源匮竭及全球气候变暖，国内多个城市开始规划建设有轨电车，并在重要区段设置无电网区域，以保护城市景观。在轨道交通高速化及城轨交通大众化的同时，通过对储能技术和智能化控制策略的研究，来实现轨道交通节能、环保、安全、可靠的目标，将成为新世纪轨道交通技术现代化的标志。
目前，唐车公司研制了由接触网和车载超级电容、动力电池共同供电的混合动力100％低地板有轨电车，其供电原理为：由接触网和车载电池(包括超级电容和动力电池)共同供电的混合动力系统，其供电策略为：在接触网有电时，由接触网为牵引变流器供电(DC/AC变流器)，脱离接触网或接触网无电时，由超级电容和动力电池组通过相应变流器(DC/DC变流器)分别向牵引变流器供电，以驱动有轨电车。
但是，由于动力电池在充放电过程中发热量比较大，致使动力电池的使用寿命较短，因此上述由接触网和车载超级电容、动力电池共同供电的混合动力组成的100％低地板有轨电车的运行性能，受限于动力电池充放电技术水平。
发明内容
本发明提供一种有轨电车动力系统及控制方法，用以解决现有技术中的由接触网和车载超级电容、动力电池共同供电的混合动力组成的100％低地板有轨电车的运行性能，受限于动力电池充放电技术水平的缺陷。
本发明提供一种有轨电车动力系统，包括：
燃料电池、超级电容、动力电池、单向直流变换器、第一双向直流 变换器、第二双向直流变换器、直流母线、逆变器和主控单元；
所述燃料电池与所述单向直流变换器连接；所述超级电容与所述第一双向直流变换器连接；所述动力电池与所述第二双向直流变换器连接；
所述单向直流变换器、所述第一双向直流变换器、所述第二双向直流变换器通过所述直流母线与所述逆变器连接；
所述逆变器与所述有轨电车的电机连接；
所述燃料电池、所述超级电容、所述动力电池、所述第一双向直流变换器、所述第二双向直流变换器、所述逆变器与所述主控单元连接；
所述主控单元与所述有轨电车的有轨电车控制装置连接。
本发明还提供一种有轨电车动力系统的控制方法，包括：
主控单元接收有轨电车车辆控制装置发送的信号；
若主控单元接收的所述有轨电车车辆控制装置发送的信号为有轨电车启动信号或有轨电车加速信号，则控制超级电容为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述超级电容电量放完时，则控制燃料电池和/或动力电池继续为所述电机提供电能，或者，控制燃料电池和/或动力电池为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述燃料电池和/或动力电池提供的功率不足时，则控制超级电容提供差额功率部分所需的电能；
若主控单元接收的所述有轨电车车辆控制装置发送的信号为匀速信号，则控制燃料电池和/或动力电池继续为所述电机提供电能；
若主控单元接收的所述有轨电车车辆控制装置发送的信号为制动信号或减速信号，则控制所述燃料电池为所述电机提供电能，并控制所述超级电容吸收多余的制动反馈能量或者控制所述燃料电池为所述超级电容充电。
本发明利用超级电容的高功率密度特性，可提供较高的起动加速度和爬坡能力，利用燃料电池、动力电池的高能量密度特性，可实现较长的续驶里程，通过控制超级电容优先为有轨电车提供加速所需电能，控制燃料电池和动力电池提供匀速运行所需电能，解决了超级电容能量不足和动力电池功率特性不足的缺点，或者通过燃料电池和/或动力电池优先为有轨电车提供加速 所需电能，当所述有轨电车所需功率高于燃料电池和/或动力电池可提供的功率时，由超级电容补充差额功率部分所需的电能，实现了储能部件之间的互补不足，可有效利用超级电容高功率密度的优势，延长超级电容供电时间，实现有轨电车最好的加速性能，同时，燃料电池和动力电池互为冗余，可实现其中一种供电源故障工况下的紧急救援等。
附图说明
图1为本发明提供的有轨电车动力系统实施例结构示意图；
图2为本发明提供的有轨电车动力系统的控制方法实施例流程示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施例一
如图1所示，为本发明提供的有轨电车动力系统实施例结构示意图，具体包括：燃料电池11、超级电容12、动力电池13、单向直流变换器14、第一双向直流变换器15、第二双向直流变换器16、直流母线17、逆变器18和主控单元19；所述燃料电池11与所述单向直流变换器14连接；所述超级电容12与所述第一双向直流变换器15连接；所述动力电池13与所述第二双向直流变换器16连接；所述单向直流变换器14、所述第一双向直流变换器15、所述第二双向直流变换器16通过所述直流母线17与所述逆变器18连接；所述逆变器18与所述有轨电车的电机连接；所述燃料电池11、所述超级电容12、所述动力电池13、所述第一双向直流变换器15、所述第二双向直流变换器16、所述逆变器18与所述主控单元19连接；所述主控单元19与所述有轨电车的有轨电车控制装置连接。
需要说明的是，所述燃料电池11与所述单向直流变换器14之间的连接、所述超级电容12与所述第一双向直流变换器15之间的连接、所述动 力电池13与所述第二双向直流变换器16之间的连接、所述单向直流变换器14、所述第一双向直流变换器15、所述第二双向直流变换器16与所述直流母线17之间的连接、所述直流母线17与所述逆变器18之间的连接以及所述逆变器18与所述有轨电车的电机之间的连接均可以采用电力主线进行连接，所述燃料电池11、所述超级电容12、所述动力电池13、所述第一双向直流变换器15、所述第二双向直流变换器16、所述逆变器18与所述主控单元19之间的连接可以采用电气线进行连接，所述主控单元19与所述有轨电车的有轨电车控制装置之间的连接可以采用CAN网络总线或MVB网络总线进行连接。
可选地，所述系统，还可以包括：辅助系统；所述辅助系统与所述燃料电池11和/或所述动力电池13连接，用于为所述有轨电车动力系统提供照明和/或控制所述有轨电车动力系统的温度。
可选地，所述有轨电车动力系统可以放置在所述有轨电车的车顶，这样可不占车内空间或车底空间，增加乘客量，并实现100％低地板，可提升有轨电车在城区运行时乘客上下车方便性和观景效果。
可选地，当所述有轨电车配置有受电弓时，所述超级电容12可与所述有轨电车的受电弓连接，在各站点处，可通过设置充电站，在电车进站时，即可通过受电弓对超级电容12进行充电。当所述有轨电车不配置受电弓时，在各站点处，电车停站时，则利用燃料电池11为超级电容12进行充电，并利用超级电容12的能量进行电车的起动加速。
本实施例所述的有轨电车动力系统基于燃料电池、动力电池和超级电容的混合供电方式，并可根据有轨电车不同的运行阶段采用不同的供电方式，可实现有轨电车的加速、匀速、减速和制动能量回收。并且采用目前最为绿色的清洁能源燃料电池作为动力来源，可实现最佳的节能减排效果，基于燃料电池、超级电容和动力电池多方案供电方式的有轨电车，可运用于不便建设牵引供变电系统和接触网系统的城郊及隧道等场所，实现城区完全无网运行，节省了线路造价并维护了城市景观。
本实施例所述的有轨电车动力系统可以利用超级电容的高功率密度特性，可提供较高的起动加速度和爬坡能力，利用燃料电池、动力电池的高能量密度特性，可实现较长的续驶里程，通过控制超级电容优为有 轨电车提供加速所需电能，控制燃料电池和动力电池提供匀速运行所需电能，解决了超级电容能量不足和动力电池功率特性不足的缺点，或者通过燃料电池和/或动力电池优先为有轨电车提供加速所需电能，当所述有轨电车所需功率高于燃料电池和/或动力电池可提供的功率时，由超级电容补充差额功率部分所需的电能，实现了储能部件之间的互补不足，可有效利用超级电容高功率密度的优势，延长超级电容供电时间，实现有轨电车最好的加速性能，同时，燃料电池和动力电池互为冗余，可实现其中一种供电源故障工况下的紧急救援等。
在上述实施例一所述有轨电车动力系统的基础上，本发明提供一种对所述系统的控制方法。
实施例二
如图2所示，为本发明提供的有轨电车动力系统的控制方法实施例流程示意图，具体包括如下步骤：
S201、主控单元接收有轨电车车辆控制装置发送的信号；
主控单元与有轨电车车辆控制装置通过网络总线连接，例如CAN总线、MVB总线等，用于接收所述有轨电车车辆控制装置发送的信号。
S202、若主控单元接收的所述有轨电车车辆控制装置发送的信号为有轨电车启动信号或有轨电车加速信号，则控制超级电容为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述超级电容电量放完时，则控制燃料电池和/或动力电池继续为所述电机提供电能，或者，控制燃料电池和/或动力电池为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述燃料电池和/或动力电池提供的功率不足时，则控制超级电容提供差额功率部分所需的电能；
具体来说，若主控单元接收的所述有轨电车车辆控制装置发送的信号为有轨电车启动信号或有轨电车加速信号，所述主控单元控制超级电容放出电能，所述电能流向第一双向直流变换器，经过第一双向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机，为所述有轨电车的电机提供电能，从而为所述有轨电车提供所需的加速度。这样在有轨电车起动加速阶段或坡道加速运行阶段，利用超级电容的高功率密度特性，可实现较高的起动加速度和爬坡能力，还可 在有轨电车起动加速阶段采用燃料电池+超级电容、超级电容+动力电池、燃料电池+超级电容+动力电池等混合供电方式，提高加速功率，从而提高有轨电车平衡速度。或者控制燃料电池和/或动力电池为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述燃料电池和/或动力电池提供的功率不足时，则控制超级电容提供差额功率部分所需的电能，这样实现了储能部件之间的互补不足，可有效利用超级电容高功率密度的优势，延长超级电容供电时间，实现有轨电车最好的加速性能。
S203、若主控单元接收的所述有轨电车车辆控制装置发送的信号为匀速信号，则控制燃料电池和/或动力电池继续为所述电机提供电能；
具体来说，若主控单元接收的所述有轨电车车辆控制装置发送的信号为匀速信号，所述主控单元控制燃料电池输出电能，所述电能流向单向直流变换器，经过单向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机；和/或，所述主控单元控制动力电池输出电能，所述电能流向第二双向直流变换器，经过第二双向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机，为所述有轨电车的电机提供电能，从而使所述有轨电车保持匀速运行。在有轨电车的平直道持续匀速运行阶段或小坡道持续匀速运行阶段，采用燃料电池、动力电池的高能量密度特性，可实现较长的续驶里程，如果有轨电车运行线路较为平直，也可采用切换式供电策略，即有轨电车先采用超级电容供电，再切换到燃料电池和动力电池供电。这样通过优化设置燃料电池、超级电容和动力电池的充放电优先顺序，可降低动力系统的运用周期成本、维护成本等。
S204、若主控单元接收的所述有轨电车车辆控制装置发送的信号为制动信号或减速信号，则控制所述燃料电池为所述电机提供电能，并控制所述超级电容吸收多余的制动反馈能量或者控制所述燃料电池为所述超级电容充电。
具体来说，若主控单元接收的所述有轨电车车辆控制装置发送的信号为制动信号，优先采用超级电容大电流吸收制动能量(一般可吸收额定容量的50％-70％)，如制动能量较高，可投入动力电池小电流吸收制动能 量，亦可投入制动电阻消耗峰值功率。若主控单元接收的所述有轨电车车辆控制装置发送的信号为减速信号，如果超级电容能量处于很低的状态(如低于30％)，可利用燃料电池的富余电能为超级电容充电，补充其电能，同时保证燃料电池处于稳定输出的工作状态，延长其工作寿命。
另外，所述主控单元控制燃料电池和/或动力电池为所述辅助系统提供电能。
本实施例所述的有轨电车动力系统控制方法利用超级电容的高功率密度特性，可提供较高的起动加速度和爬坡能力，利用燃料电池、动力电池的高能量密度特性，可实现较长的续驶里程，通过控制超级电容优为有轨电车提供加速所需电能，控制燃料电池和动力电池提供匀速运行所需电能，解决了超级电容能量不足和动力电池功率特性不足的缺点，或者通过燃料电池和/或动力电池优先为有轨电车提供加速所需电能，当所述有轨电车所需功率高于燃料电池和/或动力电池可提供的功率时，由超级电容补充差额功率部分所需的电能，实现了储能部件之间的互补不足，可有效利用超级电容高功率密度的优势，延长超级电容供电时间，实现有轨电车最好的加速性能，同时，燃料电池和动力电池互为冗余，可实现其中一种供电源故障工况下的紧急救援等。
需要说明的是：对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其他顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本发明所必须的。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的 普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (8)

  1. 一种有轨电车动力系统，其特征在于，包括：燃料电池、超级电容、动力电池、单向直流变换器、第一双向直流变换器、第二双向直流变换器、直流母线、逆变器和主控单元；
    所述燃料电池与所述单向直流变换器连接；所述超级电容与所述第一双向直流变换器连接；所述动力电池与所述第二双向直流变换器连接；
    所述单向直流变换器、所述第一双向直流变换器、所述第二双向直流变换器通过所述直流母线与所述逆变器连接；
    所述逆变器与所述有轨电车的电机连接；
    所述燃料电池、所述超级电容、所述动力电池、所述第一双向直流变换器、所述第二双向直流变换器、所述逆变器与所述主控单元连接；
    所述主控单元与所述有轨电车的有轨电车控制装置连接。
  2. 根据权利要求1所述的系统，其特征在于，还包括：辅助系统；
    所述辅助系统与所述燃料电池和/或所述动力电池连接，用于为所述有轨电车提供照明和/或控制所述有轨电车车内的温度。
  3. 根据权利要求1所述的系统，其特征在于，所述有轨电车动力系统放置在所述有轨电车的车顶。
  4. 根据权利要求1～3任一项所述的系统，其特征在于，所述超级电容通过所述第一双向直流变换器与所述有轨电车的受电弓连接。
  5. 一种有轨电车动力系统的控制方法，其特征在于，包括：
    主控单元接收有轨电车车辆控制装置发送的信号；
    若主控单元接收的所述有轨电车的车辆控制装置发送的信号为有轨电车启动信号或有轨电车加速信号，则控制超级电容为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述超级电容电量放完时，则控制燃料电池和/或动力电池继续为所述电机提供电能，或者，控制燃料电池和/或动力电池为所述有轨电车的电机提供电能，当所述有轨电车未达到目标速度而所述燃料电池和/或动力电池提供的功率不足时，则控制超级电容提供差额功率部分所需的电能；
    若主控单元接收的所述有轨电车车辆控制装置发送的信号为匀速信 号，则控制燃料电池和/或动力电池继续为所述电机提供电能；
    若主控单元接收的所述有轨电车车辆控制装置发送的信号为制动信号或减速信号，则控制所述燃料电池为所述电机提供电能，并控制所述超级电容和/或动力电池吸收多余的制动反馈能量或者控制所述燃料电池为所述超级电容和/或动力电池充电。
  6. 根据权利要求5所述的方法，其特征在于，还包括：所述主控单元控制燃料电池和/或动力电池为所述辅助系统提供电能。
  7. 根据权利要求5或6所述的方法，其特征在于，所述主控单元控制超级电容为所述有轨电车的电机提供电能，包括：
    所述主控单元控制超级电容放出电能，所述电能流向第一双向直流变换器，经过第一双向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机。
  8. 根据权利要求5或6所述的方法，其特征在于，包括：所述主控单元控制燃料电池和/或动力电池继续为所述电机提供电能，包括：
    所述主控单元控制燃料电池输出电能，所述电能流向单向直流变换器，经过单向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机；
    和/或，
    所述主控单元控制动力电池输出电能，所述电能流向第二双向直流变换器，经过第二双向直流变换器变换后，流向逆变器，经所述逆变器变换后，流向所述有轨电车的电机。
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