A hybrid power pack electrical control system for rail transit equipment

Abstract

The present invention discloses a hybrid powertrain electrical control system for rail transit equipment, comprising a hybrid powertrain control unit (HCU) and subsystems controlled by the HCU. The subsystems include a transmission control unit (TCU), a battery management system (BMS), an algorithmic logic unit (ALU), a diesel engine management computer (FFR), a high-speed permanent magnet motor (MCU), an auxiliary fan controller (AFC), an electromagnetic clutch control unit (ECCU), a remote data transmission terminal (RDT), and a diagnostic unit (HCU-DIF). The hybrid powertrain control system boasts a high level of integration, integrating the HCU, transmission control unit (TCU), battery management system (BMS), algorithmic logic unit (ALU), diesel engine management computer (FFR), high-speed permanent magnet motor (MCU), auxiliary fan controller (AFC), electromagnetic clutch control unit (ECCU), remote data transmission terminal (RDT), and diagnostic unit (HCU-DIF) into a single control system. The HCU connects the CAN buses between the subsystems to two CAN buses, facilitating the HCU's scheduling and management of the subsystems.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to a hybrid power pack electrical control system for rail transportation equipment. Background Art

[0002] Hybrid power technology is currently widely used in the automotive sector and has reached a certain scale. In the field of rail transit, hybrid power technology has just emerged in foreign countries, and companies such as MTU and VOITH have developed hybrid power pack technology for rail transit applications.

[0003] The hybrid power pack integrates the basic configuration of the hybrid power unit, including the diesel engine, motor / generator, planetary transmission system, clutch, transmission box, auxiliary unit and mounting frame, and the electrical control system, including the main control system, diesel engine control system, traction control system, transmission control system, auxiliary control system, etc.

[0004] Existing hybrid electric control systems in the automotive sector, implemented under national and industry standards that do not meet rail transit requirements, are designed for complex and volatile road traffic, a fundamental difference between road and rail transit. Furthermore, hybrid electric control systems in the automotive sector lack functionality such as hydraulic braking and remote communications, making them unsuitable for hybrid powertrain control systems used in rail transit. Summary of the Invention

[0005] The present invention provides a hybrid power pack electrical control system for rail transit equipment to overcome technical problems.

[0006] In order to achieve the above object, the technical solution of the present invention is:

[0007] A hybrid power pack electrical control system for rail transit equipment, characterized by comprising: a hybrid power pack control unit HCU and subsystems controlled by the hybrid power pack control unit HCU, wherein the subsystems include a transmission control unit TCU, a battery management system BMS, a logic calculation unit ALU, a diesel engine management computer FFR, a high-speed permanent magnet motor controller MCU, an auxiliary fan controller AFC, an electromagnetic clutch control unit ECCU, a remote data transmission terminal RDT, and a diagnostic unit HCU-DIF;

[0008] The high-speed permanent magnet motor controller MCU includes a first high-speed permanent magnet motor controller MCU1 and a second high-speed permanent magnet motor controller MCU2, the auxiliary fan controller AFC includes a first auxiliary fan controller AFC1 and a second auxiliary fan controller AFC2, and the diesel engine management computer FFR manages the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU;

[0009] The hybrid power pack control unit (HCU) communicates with the vehicle controller, receives vehicle network / hardwire commands, and transmits power pack operating process data to the entire vehicle. Based on the operating status of each subsystem, the efficiency and efficiency ranking of the power pack in different operating modes calculated by the ALU, and the health status of the battery pack, it selects the corresponding operating mode and coordinates the operation of each subsystem.

[0010] The transmission control unit TCU receives control commands from the hybrid power pack control unit HCU to control the transmission reversing and shifting operations and monitor the transmission operating status;

[0011] The battery management system (BMS) is used to detect the power battery pack's charge, temperature, health status, charging / discharging current / voltage data, and send it to the hybrid power pack control unit (HCU) via the CAN bus;

[0012] The ALU calculates the power and efficiency of the diesel engine and motor in different operating modes of the power pack under the current vehicle control command. It then performs a comprehensive efficiency calculation and sorts the results by efficiency, transmitting the sorting results to the hybrid power pack control unit (HCU).

[0013] The diesel engine management computer FFR is used to communicate with the hybrid power pack control unit HCU and control the operation of the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU;

[0014] The diesel engine electronic injection control unit EDC is used to control the diesel engine fuel injection amount and adjust the diesel engine output speed / torque;

[0015] The diesel engine aftertreatment control unit DCU is used to control the urea injection amount of the diesel engine;

[0016] The first high-speed permanent magnet motor controller MCU1 is used to control the driving or power generation working state of the first high-speed permanent magnet motor MG1 and the speed / torque of the first high-speed permanent magnet motor MG1;

[0017] The second high-speed permanent magnet motor controller MCU2 is used to control the driving or power generation working state of the second high-speed permanent magnet motor MG2 and the speed / torque of the second high-speed permanent magnet motor MG2;

[0018] The first auxiliary fan controller AFC1 is used to compare the charge air temperature and the low-temperature water circuit temperature with the preset temperature threshold, and then adjust the speed of the first auxiliary fan motor AM1;

[0019] The second auxiliary fan controller AFC2 is used to compare the high-temperature water circuit temperature with a preset temperature threshold, and then adjust the speed of the second auxiliary fan motor AM2 to control the high-temperature water circuit temperature;

[0020] The electromagnetic clutch control unit ECCU is used to control the engagement and disengagement of the first clutch and the second clutch;

[0021] Remote data transmission terminal RDT is used for local communication and remote communication between subsystems, and obtains vehicle location information through the positioning system;

[0022] The diagnostic unit HCU-DIF is used to establish a local connection with the local diagnostic center and transmit the historical data stored in the hybrid power pack control unit HCU.

[0023] (1) The hybrid powertrain control system has a high degree of integration, integrating the hybrid powertrain control unit HCU, transmission control unit TCU, battery management system BMS, logic calculation unit ALU, diesel engine management computer FFR, high-speed permanent magnet motor controller MCU, auxiliary fan controller AFC, electromagnetic clutch control unit ECCU, remote data transmission terminal RDT and diagnostic unit HCU-DIF into a single control system, with clear division of labor among the subsystems. The control system connects the CAN buses between the subsystems to three CAN buses, facilitating the HCU's scheduling and management of the subsystems. The first and third CAN buses are ultimately combined into one CAN bus through the HCU to communicate with the vehicle, simplifying the electrical interface between the control system and the vehicle. The HCU automatically schedules the operation of each subsystem based on the selected working mode. The driver only needs to give speed or braking instructions, and the powertrain control system can implement the instruction requirements with the highest efficiency, simplifying the driver's operating requirements and operating difficulty.

[0024] (2) After receiving the vehicle control command, the control system automatically selects the working mode of the power pack and automatically switches the working mode and shifts gears when the vehicle's operating state changes. This improves the thermal efficiency of the diesel engine while meeting the vehicle's operating requirements, thereby improving the overall system efficiency and environmental friendliness of the power pack.

[0025] (3) When the clutch is engaged or disengaged, the control system uses a second-order equation to control the current during the disengagement or engagement process, avoiding the impact caused by the disengagement or engagement process and improving passenger comfort. Closed-loop control of the clutch action improves control accuracy.

[0026] (4) The system has active protection capabilities. Each subsystem independently determines its working status and feeds it back to the HCU. The HCU chooses to call or cut off the subsystem based on its working status to protect the subsystem from failure.

[0027] (5) The control system automatically controls the intervention and exit of electric braking and hydraulic braking according to the braking force setting sent by the vehicle, thereby improving energy utilization and reducing the loss caused by mechanical braking.

[0028] (6) Electric brakes and hydraulic brakes use second-order equation smoothing control to reduce the impact caused by the braking system's intervention and exit, thereby improving passenger comfort.

[0029] (7) The control system automatically adjusts the heat dissipation power of the heat dissipation subsystem, thereby reducing the energy consumption of the heat dissipation system while ensuring the thermal balance of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0031] Figure 1 This is the power coupling mechanism diagram of this system;

[0032] Figure 2 This is a schematic diagram of the hybrid power pack electrical control system;

[0033] Figure 3 This is the calculation and control logic diagram of this system;

[0034] Figure 4 This is the schematic diagram of the heat dissipation subsystem of this system;

[0035] Figure 5 This is the clutch control flow chart of this system;

[0036] Figure 6 This is a schematic diagram of the control system communication network of this system;

[0037] Figure 7 This is the control flow chart of electric brake and hydraulic brake of this system;

[0038] Figure 8 This is the flow chart of the hydraulic brake closed-loop control of this system;

[0039] Figure 9 This is a schematic diagram of the active protection architecture of this system. DETAILED DESCRIPTION

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0041] This embodiment provides a hybrid power pack electrical control system for rail transit equipment, such as Figure 2 , including: a hybrid power pack control unit HCU and subsystems controlled by the hybrid power pack control unit HCU, the subsystems including a transmission control unit TCU, a battery management system BMS, a logic calculation unit ALU, a diesel engine management computer FFR, a high-speed permanent magnet motor controller MCU, an auxiliary fan controller AFC, an electromagnetic clutch control unit ECCU, a remote data transmission terminal RDT and a diagnostic unit HCU-DIF;

[0042] The high-speed permanent magnet motor controller MCU includes a first high-speed permanent magnet motor controller MCU1 and a second high-speed permanent magnet motor controller MCU2, the auxiliary fan controller AFC includes a first auxiliary fan controller AFC1 and a second auxiliary fan controller AFC2, and the diesel engine management computer FFR manages the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU;

[0043] The hybrid power pack control unit (HCU) communicates with the vehicle controller, receives vehicle network / hardwire commands, and transmits power pack operating process data to the entire vehicle. Based on the operating status of each subsystem, the efficiency and efficiency ranking of the power pack in different operating modes calculated by the ALU, and the health status of the battery pack, it selects the corresponding operating mode and coordinates the operation of each subsystem.

[0044] The transmission control unit TCU receives control commands from the hybrid power pack control unit HCU to control the transmission reversing and shifting operations and monitor the transmission operating status;

[0045] The battery management system (BMS) is used to detect the power battery pack's charge, temperature, health status, charging / discharging current / voltage data, and send it to the hybrid power pack control unit (HCU) via the CAN bus;

[0046] The ALU calculates the power and efficiency of the diesel engine and motor in different operating modes of the power pack under the current vehicle control command. It then performs a comprehensive efficiency calculation and sorts the results by efficiency, transmitting the sorting results to the hybrid power pack control unit (HCU).

[0047] The diesel engine management computer FFR is used to communicate with the hybrid power pack control unit HCU and control the operation of the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU;

[0048] The diesel engine electronic injection control unit EDC is used to control the diesel engine fuel injection amount and adjust the diesel engine output speed / torque;

[0049] The diesel engine aftertreatment control unit DCU is used to control the urea injection amount of the diesel engine;

[0050] The first high-speed permanent magnet motor controller MCU1 is used to control the driving or power generation working state of the first high-speed permanent magnet motor MG1 and the speed / torque of the first high-speed permanent magnet motor MG1;

[0051] The second high-speed permanent magnet motor controller MCU2 is used to control the driving or power generation working state of the second high-speed permanent magnet motor MG2 and the speed / torque of the second high-speed permanent magnet motor MG2;

[0052] The first auxiliary fan controller AFC1 is used to compare the charge air temperature and the low-temperature water circuit temperature with the preset temperature threshold, and then adjust the speed of the first auxiliary fan motor AM1;

[0053] The second auxiliary fan controller AFC2 is used to compare the high-temperature water circuit temperature with a preset temperature threshold, and then adjust the speed of the second auxiliary fan motor AM2 to control the high-temperature water circuit temperature;

[0054] The electromagnetic clutch control unit ECCU is used to control the engagement and disengagement of the first clutch and the second clutch;

[0055] Remote data transmission terminal RDT is used for local communication and remote communication between subsystems, and obtains vehicle location information through the positioning system;

[0056] The diagnostic unit HCU-DIF is used to establish a local connection with the local diagnostic center and transmit historical data stored in the hybrid power pack control unit HCU.

[0057] 3. In a specific embodiment, the remote data transmission terminal RDT has three CAN bus communications, namely, a first remote data transmission terminal CAN bus communication RDT_CAN0, a second remote data transmission terminal CAN bus communication RDT_CAN1 and a third remote data transmission terminal CAN bus communication RDT_CAN2;

[0058] The first remote data transmission terminal CAN bus communication RDT_CAN0 communicates with the CAN bus of the transmission box control unit TCU, the CAN bus of the first auxiliary fan controller AFC1, the CAN bus of the battery management system BMS, and the CAN1 bus of the hybrid power pack control unit HCU, the CAN1 of the calculation unit ALU, and communicates with the CAN bus of the vehicle control unit VCU through the CAN1 of the diagnostic unit HCU-DIF, thereby realizing CAN communication with the vehicle;

[0059] The second remote data transmission terminal CAN bus communication RDT_CAN1 communicates with CAN2 of the diagnostic unit HCU-DIF, and is used to locally diagnose power pack fault information and monitor the power pack operation process data for faults;

[0060] The third remote data transmission terminal CAN bus communication RDT_CAN2 communicates with the CAN bus of the diesel engine management computer FFR, the CAN2 of the compilation calculation unit ALU, the CAN bus of the second auxiliary fan controller AFC2, the CAN bus of the first high-speed permanent magnet motor controller MCU1, the CAN bus of the second high-speed permanent magnet motor controller MCU2, the CAN bus of the electromagnetic clutch control unit, the CAN bus of the diesel engine management computer FFR and the CAN2 bus of the hybrid power pack control unit HCU.

[0061] In a specific embodiment, the first remote data transmission terminal CAN bus communication RDT_CAN0 and the hybrid power pack control unit HCU receive control instructions from the vehicle control unit VCU. When the vehicle adopts CAN communication, and the CAN used by the vehicle is consistent with the standard and communication protocol adopted by the CAN of the power pack, the first remote data transmission terminal CAN bus communication RDT_CAN0 communicates directly with the vehicle control unit VCU; when the vehicle does not adopt CAN communication, the first remote data transmission terminal CAN bus communication RDT_CAN0 communicates with the vehicle control unit VCU through a gateway (CAN communication or MVB communication or Ethernet).

[0062] In a specific embodiment, the remote data transmission terminal RDT is provided with a 4G / 5G communication module and a satellite positioning system for obtaining vehicle position information in real time through a public navigation positioning system and sending the vehicle position information to the hybrid power pack control unit HCU via a CAN bus;

[0063] At the same time, the 4G / 5G communication module sends the vehicle location information and the power pack operating status information transmitted by the hybrid power pack control unit HCU to the server through the 4G / 5G network, which is used to realize remote fault diagnosis, operating status monitoring, remote update of control programs and historical data storage of the power pack. Among them, the power pack status information includes whether the subsystem is working, working process data, temperature, pressure, speed, torque and logical judgment results.

[0064] In a specific embodiment, the hybrid power pack control unit HCU communicates with the vehicle control unit VCU through a network and hardwire, and feeds back the power pack status information to the vehicle control unit VCU. It also receives the ranking results of the comprehensive thermal efficiency of different working conditions calculated by the logic calculation unit ALU through the CAN network, and decides and selects the corresponding working mode according to the operating status of the subsystem, and dispatches the diesel engine management computer FFR, the first high-speed permanent magnet motor controller MCU1, the second high-speed permanent magnet motor controller MCU2, the electromagnetic clutch control unit ECCU and the transmission box control unit TCU to operate;

[0065] The hybrid power pack control unit HCU makes a decision and selects the corresponding operating mode based on the vehicle operation command, the thermal efficiency ranking of the current operating mode and the speed difference / torque difference;

[0066] Specifically, the power pack comprehensive thermal efficiency difference Δη is set, Δη=η X -η0; where η X is the comprehensive thermal efficiency of the power pack operating mode X, η0 is the target operating thermal efficiency of the power pack;

[0067] When the power pack output condition meets the current vehicle operation command and the comprehensive thermal efficiency difference Δη converted from the current working mode is less than the set threshold Δη0, the hybrid power pack control unit HCU maintains the current working mode and does not switch modes to prevent frequent mode switching;

[0068] When the power pack output condition meets the current vehicle operation command and the comprehensive thermal efficiency difference Δη converted from the current working mode is not less than the set threshold Δη0, the hybrid power pack control unit HCU switches the working mode;

[0069] When the power pack output condition does not meet the current vehicle operation command, the hybrid power pack control unit HCU switches the working mode.

[0070] In a specific embodiment, the hybrid power pack control unit HCU obtains the diesel engine's charge air temperature and high-temperature water circuit temperature via the CAN bus, and sends the charge air temperature to the first auxiliary fan controller AFC1 and the high-temperature water circuit temperature to the second auxiliary fan controller AFC2 via the CAN bus. The first auxiliary fan controller AFC1 collects the low-temperature water circuit temperature via a temperature sensor. The first auxiliary fan controller AFC1 compares the charge air temperature and the low-temperature water circuit temperature with a preset temperature threshold and adjusts the speed of the first motor AM1. AFC2 compares the high-temperature water temperature with a preset temperature threshold and adjusts the speed of the second motor AM2, thereby controlling the charge air, low-temperature water circuit, and high-temperature water circuit temperatures of the radiator.

[0071] The auxiliary fan controller AFC compares the charge air temperature T received by the CAN bus t The lower limit of the set thermal equilibrium temperature T 0t and the upper limit T 1t , high temperature water circuit temperature T h The lower limit of the set thermal equilibrium temperature T 0h and the upper limit T 1h , the low-temperature water circuit temperature T collected by the sensor l The lower limit of the set thermal equilibrium temperature T 0l and the upper limit T 1l , and the mutation rate of each temperature to determine the fan operating speed range;

[0072] The method to determine the fan operating speed range is:

[0073] When T t <T 0t And T1 <T 0l When the first auxiliary fan controller AFC1 controls the first motor AM1 to stop working;

[0074] When T t ≥T 1t or T l ≥T 1l When the fan is turned on, the first auxiliary fan controller AFC1 controls AM1 to operate at the set maximum speed;

[0075] When T l ≥T 0l , and T t <T 1t And T l <T 1l When the first auxiliary fan controller AFC1 controls the speed n of the first motor AM1 AM1 n AM1 =f(T l ) mode, where n AM1 =f(T l ) is a linear equation; and AFC1 calculates T per unit time t 、T l Rising temperature ΔT t , ΔT l Is it higher than the set threshold ΔT? tx , ΔT lx :

[0076] If ΔT t ≥ΔT tx or ΔT l ≥ΔT lx , then n AM1 =f(T l )+n1;

[0077] If ΔT t <ΔT tx And ΔT l <ΔT lx , then n AM1 =f(T l );

[0078] When T h <T 0h When the second auxiliary fan controller AFC2 controls the second motor AM2 to stop working;

[0079] When T h ≥T 1hWhen the second auxiliary fan controller AFC2 controls the second motor AM2 to operate at a set speed;

[0080] When T h ≥T 0h And T h <T 1h When the second auxiliary fan controller AFC2 controls the speed n of the second motor AM2 AM2 n AM2 =f(T h ) mode, where n AM2 =f(T h ), and the second auxiliary fan controller AFC2 calculates T per unit time h Rising temperature ΔT h Is it higher than the set threshold ΔT? hx :

[0081] If ΔT h ≥ΔT hx , then n AM2 =f(T h )+n2;

[0082] If ΔT h <ΔT hx , then n AM2 =f(T h );

[0083] Among them, n1 and n2 are speed constants.

[0084] In a specific embodiment, the hybrid power pack control unit HCU determines the speed difference / torque difference when the clutches are engaged based on the speeds of the first and second clutches calculated by the logic calculation unit ALU, and sends the speed difference / torque difference to the electromagnetic clutch control unit ECCU for controlling the currents of the two electromagnetic clutch coils respectively;

[0085] The specific method for the logic calculation unit ALU to calculate the speed difference / torque difference between the first clutch and the second clutch is:

[0086] When the current operating mode of the power pack requires engaging or disengaging the first clutch Clutch1 and the second clutch Clutch2, or using the first clutch Clutch1 or the second clutch Clutch2 alone, the logic calculation unit ALU calculates the speed difference / torque difference between the two clutches and sends it to the hybrid power pack control unit HCU. The hybrid power pack control unit HCU determines whether the speed difference / torque difference exceeds the allowable limit;

[0087] When the speed difference / torque difference between the first clutch Clutch1 and the second clutch Clutch2 is less than the set impact torque, the electromagnetic clutch control unit ECCU controls the engagement torque of the two clutches;

[0088] When the speed difference / torque difference between the first clutch Clutch1 and the second clutch Clutch2 is not less than the set impact torque, the hybrid power pack control unit HCU sends a control current signal to the electromagnetic clutch control unit ECCU, so that the electromagnetic clutch control unit ECCU executes the corresponding current signal on the output of the two clutches, thereby controlling the engagement / disengagement torque of the clutch;

[0089] The electromagnetic clutch control unit ECCU performs closed-loop control when executing the current characteristic signal. The specific closed-loop control is that the electromagnetic clutch control unit ECCU collects the actual execution current values ​​of the two clutches and adjusts them through PI to reduce the deviation between the actual execution current and the target current.

[0090] In a specific embodiment, the hybrid power pack control unit HCU receives data on the battery pack's charge, temperature, health status, and charging / discharging current / voltage from the battery management system BMS, allocates electric / generated power, and determines the power pack operating mode in conjunction with speed / torque control instructions from the vehicle control unit VCU;

[0091] The hybrid power pack control unit HCU selects electric braking or hydraulic braking as the vehicle braking mode based on the braking command sent by the vehicle control unit VCU, combined with the current battery management system BMS status and hydraulic braking status; specifically, when the battery management system BMS is in charging status, electric braking is used to convert braking energy into electrical energy and store it in the power battery pack; when the battery management system BMS is not rechargeable and hydraulic braking is available, hydraulic braking is performed; when both the battery management system BMS and hydraulic braking are unavailable or do not meet the braking power requirements, the hybrid power pack control unit HCU requests the vehicle to perform mechanical braking.

[0092] In a specific embodiment, the hybrid power pack control unit HCU selects electric braking or hydraulic braking as the vehicle braking mode through a smooth braking algorithm;

[0093] The smooth braking algorithm is:

[0094] The braking torque of the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 is controlled by a second-order equation, thereby controlling the oil filling amount of the transmission box control unit TCU;

[0095] The second-order equation calculates the rotational speed and angular acceleration of the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 , and controls the magnitude of the angular acceleration, thereby controlling the rate of change of the rotational speed.

[0096] In a specific embodiment, the hybrid powertrain control system has an active protection function. Specifically, each subsystem has operating status monitoring, fault diagnosis, over-limit protection, and fault diagnosis functions, and fault levels are classified according to the fault impact. For example, when the bearing temperature of the first high-speed permanent magnet motor MG1 exceeds a preset temperature, the hybrid powertrain control unit (HCU) determines that the first high-speed permanent magnet motor MG1 has failed and shuts down the first high-speed permanent magnet motor MG1. When selecting an operating mode, the hybrid powertrain control unit (HCU) selects a mode that does not include the operation of the first high-speed permanent magnet motor MG1. Simultaneously, the hybrid powertrain control unit (HCU) generates a change curve based on the real-time bearing temperature data transmitted by the first high-speed permanent magnet motor controller MCU1. The user can access this change curve locally or remotely to analyze the cause of the fault (e.g., sensor failure or temperature increase).

[0097] The working principle of this system is as follows:

[0098] The HCU controls the power pack to output kinetic energy or braking torque to the vehicle based on the traction or braking instructions from the VCU.

[0099] The ALU calculates system power for each of the power pack's various possible operating conditions and converts it into diesel engine power. By comparing it with the diesel engine's fuel consumption map, it calculates the power pack's overall system efficiency. The ALU ranks these various possible operating conditions from highest to lowest based on overall system efficiency, and transmits the ranking results to the HCU.

[0100] During towing, the HCU determines the power pack's operating mode based on the vehicle and power pack subsystem operating states. Each subsystem operates in a distinct and defined manner under different operating modes. When the vehicle reaches a different operating state, the power pack automatically switches modes, maintaining the system's highest efficiency. For example, as vehicle speed increases or as the vehicle travels uphill or downhill, the HCU's output speed and torque vary, switching to the appropriate, more efficient mode to meet speed and uphill demands while also improving power pack efficiency.

[0101] The HCU communicates with each subsystem via the CAN network, receiving subsystem status information. Based on this information, it decides whether to disconnect the corresponding subsystem or change the operating mode. For example, if clutch 1 overheats or malfunctions, clutch 1 is disconnected, and the HCU determines whether to switch operating modes. Once clutch 1 returns to temperature or the fault is resolved, operation resumes according to the operating mode.

[0102] AFC1 and AFC2 control the output speed of fan motors AM1 and AM2 respectively according to the high-temperature water, low-temperature water and charge air temperature, avoiding long-term high-power operation of AM1 and AM2, making the power pack operate in the temperature range of high efficiency and reducing the energy consumption of the cooling system.

[0103] The HCU determines whether clutches Clutch 1 and Clutch 2 need to be engaged or disengaged based on the operating mode. If so, it determines whether the speed and torque required for engaging or disengaging the clutches exceed the permissible impact range. If so, the HCU sends a direct engage or disengage command to the ECCU, which then engages or disengages the clutches directly. If so, the HCU sends a calculated engage or disengage command to the ECCU, which controls the clutches to slowly slip, mitigating the impact through friction at both ends of the clutches.

[0104] The HCU determines the charging, discharging, or disconnection status of the power battery pack based on the power battery pack status data sent by the BMS. When charging is required, the HCU controls MG1 and MG2 to operate in the charging state according to the operating mode, charging the power battery pack and controlling the charging power to be no higher than the maximum acceptable charging power of the power battery pack. When the power battery pack is dischargeable, the HCU controls MG1 and MG2 to operate in the electric state according to the operating mode. If the power battery pack experiences a high-level fault such as overheating, the HCU disconnects the power battery pack. After the fault is resolved, the system is rescheduled.

[0105] The HCU sends diesel engine start / stop, torque and speed setting information to the FFR based on the vehicle's operating status and working mode to control the diesel engine's operation, stop and working speed or torque.

[0106] RDT transmits the vehicle location information and the power pack operating status information sent by the HCU to the remote server through the 4G / 5G network, realizing functions such as remote fault diagnosis of the power pack, operating status monitoring, remote update of the control program, and historical data storage.

[0107] During braking, the HCU controls the engagement and disengagement of electric and hydraulic braking based on braking commands from the VCU, the vehicle's operating status, the BMS, and the TCU's operating status, enabling vehicle kinetic energy recovery and improving energy utilization. The engagement of hydraulic braking also reduces mechanical braking force, thereby reducing mechanical friction and extending the life of the mechanical brake.

[0108] like Figure 1It is a power coupling mechanism, in which the diesel engine is connected to the planetary carrier through Clutch1, MG2 is meshed with the sun gear through a gear, MG1 is meshed with the outer ring gear through a gear, and Clutch2 connects the planetary carrier and the ring gear. The ring gear serves as the output end of the power coupling mechanism, AT is connected to the ring gear, and is connected to the wheel through a transmission mechanism. Among them, ENG is the diesel engine, C1 is the first electromagnetic clutch Clutch1, C2 is the second electromagnetic clutch Clutch2, MG1 is the first motor AM1, MG2 is the second motor AM2, AT is the transmission box AT, Z1 is the gear of the first motor AM1, Z2 is the outer ring gear of the planetary gear, Z3 is the first sun gear gear, Z4 is the gear of the second motor AM2, Zr is the planetary gear, and Zs is the sun gear

[0109] like Figure 2 The power pack control system includes a hybrid power pack control unit HCU, a transmission control unit TCU, a battery management system BMS, a logic calculation unit ALU, a diesel engine management computer FFR, a high-speed permanent magnet motor controller MCU, an auxiliary fan controller AFC, an electromagnetic clutch control unit ECCU, a remote data transmission terminal RDT and a diagnostic unit HCU-DIF. Figure 2 In the figure, AT is the transmission box, MG1 is the first high-speed permanent magnet motor, MG2 is the second high-speed permanent magnet motor, and Batt is the power battery pack;

[0110] As the main control unit of the power pack, the HCU is used to decide the working mode of the power pack, select the working mode with high overall efficiency of the system, and improve energy utilization; dispatch the various subsystems of the power pack and coordinate actions, including diesel engine start and stop and speed regulation, transmission shifting, clutch action, etc.; receive the working process data and fault information of each subsystem through network communication, perform logical judgment and active protection; communicate with the vehicle controller, receive vehicle command information, and feedback power pack operating status information; store historical commands, key operating data and historical fault data received by the power pack for data query and fault diagnosis.

[0111] As the system's computing unit, the ALU possesses high-performance data processing and computing capabilities. It screens the power pack's possible operating modes based on the current vehicle operating instructions and state, and calculates the overall system efficiency for each mode using the power of the diesel engine and electric motor. The modes are then ranked by overall efficiency, with the results sent to the HCU. The ALU also calculates the speed and torque of each planetary transmission system component and sends the results to the HCU.

[0112] AFC1 and AFC2, as the control units of the power pack's overall heat dissipation system, respectively control two auxiliary cooling fan motors AM1 and AM2. The HCU obtains the diesel engine's charge air temperature and high-temperature water circuit temperature through the CAN bus, and sends the charge air temperature to AFC1 and the high-temperature water circuit temperature to AFC2 through the CAN bus. AFC1 collects the low-temperature water circuit temperature through a low-temperature water temperature sensor. AFC1 compares the charge air temperature, low-temperature water circuit temperature with the preset temperature threshold to determine the heat dissipation required by AFC1. AFC2 compares the high-temperature water temperature with the preset temperature threshold to determine the heat dissipation required by AFC2. And it adjusts the speeds of fans AM1 and AM2 respectively to control the charge air, low-temperature water circuit and high-temperature water circuit of the radiator. The low-temperature water temperature sensor is installed on the pipeline at the inlet of MG2 (this position is the inlet of the component that the low-temperature water circuit finally cools) to better reflect the low-temperature water temperature.

[0113] The methods for AFC1 to adjust the speed of AM1 and AFC2 to adjust the speed of AM2 are as follows:

[0114] When Tt < T0t and Tl < T0l, AFC1 controls AM1 not to work;

[0115] When Tt ≥ T1t or Tl ≥ T1l, AFC1 controls AM1 to work at the set maximum speed;

[0116] When T l ≥ T <​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​tx And ΔT l <ΔT lx , then n AM1 =f(T l ).

[0119] When T h <T 0h When AFC2 controls AM2, it does not work;

[0120] When T h ≥T 1h When , AFC2 controls AM2 to work at the set maximum speed;

[0121] When T h ≥T 0h And T h <T 1h When AFC2 controls the speed of AM2, AM2 is n AM2 =f(T h ) mode, where n AM2 =f(T h ) is a linear equation. And AFC2 calculates T per unit time h Rising temperature ΔT h Is it higher than the set threshold ΔT? hx :

[0122] If ΔT h ≥ΔT hx , then n AM2 =f(T h )+n2;

[0123] If ΔT h <ΔT hx , then n AM2 =f(T h ).

[0124] The ECCU receives two analog signals from the HCU and outputs the target currents for the two electromagnetic clutches, controlling the engagement or disengagement of Clutch 1 and Clutch 2. This control also controls the friction during clutch engagement or disengagement. The larger the analog signal, the greater the ECCU output current and the greater the clutch friction, and vice versa.

[0125] When the power pack's current operating mode requires engaging or disengaging Clutch 1 or Clutch 2, the ALU calculates the speed and torque difference between the two clutches and sends it to the HCU, which then determines whether the speed and torque difference exceeds the permissible limit.

[0126] When the speed / torque difference between Clutch 1 and Clutch 2 is less than the allowable impact torque, the ECCU controls the two clutches to engage or disengage directly.

[0127] When the speed / torque difference between Clutch 1 and Clutch 2 is not less than the allowable impact torque, the HCU sends a control current signal to the ECCU, and the ECCU outputs target control current signals to the two clutches respectively, thereby controlling the engagement / disengagement torque of the clutch to avoid impact caused by large torque.

[0128] At the same time, in order to improve the control accuracy, the clutch execution current is collected and sent to the HCU for closed-loop control.

[0129] As the communication node unit of the power pack control unit, the RDT features three CAN bus communications, enabling transmission between the power pack's internal subsystems, between the power pack and the vehicle, and for remote data transmission. RDT_CAN0 communicates with the TCU, AFC1, BMS, and HCU, as well as with the remote ALU. It is mounted on the vehicle controller's CAN network to enable CAN communication with the vehicle. RDT_CAN1 communicates with the remote diagnostic module HCU-DIF, diagnosing power pack fault information, monitoring power pack operating process data, and transmitting this information to a remote server via GPRS / 4G / 5G. RDT_CAN2 communicates with the FFR, AFC2, MCU1, MCU2, ECCU, DCU_CAN, HCU, and the remote ALU.

[0130] The BMS monitors the battery pack's charge level, temperature, health status, and other data to determine whether the battery pack needs to be charged or can be discharged, communicating with the HCU via the CAN bus. If the BMS determines that the battery pack's health status does not meet the charging / discharging conditions, it outputs a fault message. If the battery pack is ready for charging, it sends a charge enable signal to the HCU. If the battery pack needs to be charged, it sends a charge enable signal and a charge request signal to the HCU. If the battery pack is ready for discharge, it sends a discharge enable signal to the HCU.

[0131] After receiving the data sent by the BMS, the HCU determines whether the power battery pack needs to be charged or discharged based on the current working mode.

[0132] When the BMS outputs fault information, the HCU determines whether to remove the power battery pack based on the fault information. Low-level faults do not remove the battery pack, while high-level faults do. The battery pack will be used again after the fault is resolved.

[0133] When the BMS sends a charge enable or charge request signal, the HCU determines the operating mode based on the charging power and the VCU control signal, and distributes the charging power to MCU1 and MCU2 for charging.

[0134] When the BMS sends a discharge enable signal and the working mode includes motor electric operation information, the HCU distributes the electric power to MCU1 and MCU2 to control the electric power of the two motors respectively.

[0135] During braking, the HCU determines whether to intervene with electric and hydraulic braking to assist with regenerative and hydraulic braking, based on the braking force demanded by the VCU, the current BMS status, and the hydraulic brake state. The HCU also calculates the current electric and hydraulic braking power / torque and feeds this back to the VCU, which then supplements the remaining braking force with mechanical braking. Electric braking power is calculated using motor current and voltage, while hydraulic braking power is determined by a table lookup based on the transmission's output speed and braking force settings.

[0136] The control method for vehicle braking intervention is:

[0137] When the vehicle brakes and the BMS sends a charge enable or charge request signal, the HCU controls MCU1 and MCU2 to operate in the power generation state, and the remaining braking power is supplemented by hydraulic braking or mechanical braking.

[0138] When the vehicle brakes and the TCU outputs a hydraulic brake enable signal, the HCU controls the TCU to operate in the hydraulic braking state, and the remaining braking power is supplemented by electric braking or mechanical braking.

[0139] The hybrid power pack control system has an active protection function, which is achieved by:

[0140] When a low-level fault occurs in the system, the HCU feeds back the fault information to the VCU and maintains the current working status of each system.

[0141] When a medium-level fault occurs in the system, the HCU feeds back the fault information to the VCU and requests the VCU to perform subsystem removal. If the VCU does not perform the removal operation within a certain period of time, the HCU automatically performs the removal operation.

[0142] When a high-level fault occurs in the system, the HCU will feed back the fault information to the VCU and automatically cut off the faulty system.

[0143] like Figure 3The VCU sends the traction / braking force setting command from the driver controller to the ALU. Based on this command, vehicle speed, battery pack status, planetary gear transmission mechanism operating status, and other data, the ALU calculates the power for each of the power pack's possible operating modes. The calculated power of motors MG1 and MG2 is then converted to diesel engine power based on the transmission relationship. This converted power is then added to the calculated diesel engine power to obtain the overall power. This overall power is then compared with the diesel engine's fuel consumption map to determine the diesel engine's fuel consumption at the current overall power. Dividing the overall power by the fuel consumption yields the current diesel engine fuel consumption rate, which describes the overall system efficiency of the power pack.

[0144] The ALU ranks the system's overall efficiency under each operating mode from highest to lowest and sends the ranking results to the HCU. The HCU selects an operating mode based on the overall system efficiency, taking into account the current status of the power pack's subsystems. It also sets the power for the diesel engine, motor MG1, and motor MG2 accordingly. Specific operating modes are shown in Table 1, which shows a comparison of power pack operating states and subsystem operating mode combinations. The planetary transmission system distributes power to the diesel engine, motor MG1, and motor MG2, generating the operating speeds and torques of the diesel engine, motor MG1, and motor MG2.

[0145] The rear end of the planetary transmission is connected to the automatic transmission box transmission mechanism. The current vehicle speed is calculated based on the AT gear position and transmission parameters. Simultaneously, the battery pack's charge and discharge power is calculated based on the power settings of motors MG1 and MG2 and the battery pack's SOC and enable status. The BMS manages the battery pack's energy.

[0146] Based on the combination of the power pack operating state and the operating state of each subsystem, the power pack operating mode can be divided into 20 modes as shown in Table 1. Modes 1 and 2 are diesel engine fast start modes, mode 3 is a pure diesel engine drive mode, modes 4 to 7 are hybrid drive modes, modes 8 to 10 are pure electric drive modes, modes 11 to 14 are parallel drive modes, modes 15 to 17 are regenerative braking modes, and modes 18 to 20 are parking charging modes.

[0147] When the diesel engine is started from a standstill, it can be quickly started by motor MG2 or motor MG1 in any of Modes 1 and 2. If the power battery pack is unavailable, it can be started in normal mode.

[0148] When the electric drive system is not available, Mode 3 allows pure diesel engine driving.

[0149] When the power pack operates in the series-parallel drive mode, it operates in the corresponding operating mode among modes 4 to 7.

[0150] When the vehicle needs to operate in special operating conditions such as silence and zero emission, the power pack operates in the corresponding pure electric drive mode in modes 8 to 10.

[0151] When the power pack operates in the parallel drive mode, it operates in the corresponding operating mode among modes 11 to 14.

[0152] When the vehicle brakes, the power pack selects the corresponding mode from modes 15 to 17 for regenerative braking based on parameters such as the power battery status.

[0153] When the vehicle is parked and the power battery pack needs to be charged, the power pack operates in the corresponding mode 18 to 20.

[0154] Specifically, the combination comparison table of the working status of the power pack and each subsystem is shown in the table below;

[0155] Table 1. Comparison table of power pack working status and working mode combinations of each subsystem

[0156] Among them, the clutch × represents engagement, and ¤ represents separation; the converter + represents no-load, × represents electric, and ¤ represents power generation.

[0157] like Figure 4 The cooling system consists of a charge air cooling circuit, a high-temperature water cooling circuit, and a low-temperature water cooling circuit. The charge air cooling circuit cools the diesel engine's charge air, the high-temperature water cooling circuit cools the diesel engine and transmission oil, and the low-temperature water cooling circuit dissipates heat from the high-speed permanent magnet motors (MG1 and MG2), their controllers (MCU1 and MCU2), the auxiliary fan motors (AM1 and AM2), and their controllers (AFC1 and AFC2).

[0158] An air-to-air intercooler is installed in the charge air cooling circuit. The diesel engine's charge air exchanges heat with the outside atmosphere in the intercooler, reducing the turbocharger temperature. The charge air temperature is collected by the diesel engine's built-in temperature sensor and transmitted to the AFC1 via the CAN bus.

[0159] The low-temperature water cooling circuit is driven by the diesel engine's built-in low-temperature water pump. A low-temperature water temperature sensor is installed between the high-speed permanent magnet motors, and the AFC1 collects data. Based on the low-temperature water temperature and the charge air temperature, the AFC1 controls the speed of the auxiliary fan motor AM1, thereby limiting the charge air temperature and maintaining the required temperature for efficient operation of the high-speed permanent magnet motors. Installing the low-temperature water temperature sensor between the two high-speed permanent magnet motors enables more accurate monitoring of the low-temperature water temperature, thereby more accurately describing the operating temperature of the high-speed permanent magnet motors and maintaining the required temperature for efficient motor operation.

[0160] The high-temperature water cooling circuit is driven by the diesel engine's built-in high-temperature water pump. The engine's built-in high-temperature water temperature sensor measures the water temperature and transmits it to the AFC2 via the CAN bus. The AFC2 controls the speed of the fan motor AM2 based on the water temperature, thereby regulating the water temperature and ensuring that the diesel engine and transmission oil do not overheat.

[0161] like Figure 5 To prevent excessive torque shock caused by a large speed difference between the two ends of the clutch when engaging, which could affect the power output of the power pack, speed control is implemented during clutch engagement to reduce this shock. The condition for direct engagement is whether the speed difference between the two ends of the clutch exceeds the allowable value.

[0162] During the working mode switching process, when it is necessary to engage clutch Clutch1, the speed of one end of Clutch1 can be adjusted by controlling the speed of the diesel engine. The other end of Clutch1 is connected to the planetary carrier, and the speeds of the sun gear and ring gear need to be determined, that is, the speeds of MG2 and MG1 need to be determined. During vehicle operation, the vehicle speed will not change suddenly, so the speed of MG1 will not change suddenly, and the speed of MG1 will not be adjusted. By adjusting the speed of MG2 and obtaining the speed of MG1, the speed of the other end of Clutch1 can be controlled. When the speed difference between the two ends of Clutch1 is less than the speed threshold corresponding to the allowable impact threshold, Clutch1 is engaged. When Clutch1 does not need to be engaged, the power of the diesel engine, motor MG2 and MG1 is adjusted so that when the output power of the diesel engine is zero and the output power of the power pack remains unchanged, Clutch1 is directly disengaged.

[0163] During the operating mode switch, when clutch 2 needs to be engaged, the speed of one end of Clutch 2 can be adjusted by controlling the speed of MG2. The other end of Clutch 2 is connected to the ring gear. During vehicle operation, the vehicle speed does not experience sudden speed changes. Therefore, the speed of the other end of Clutch 2 can be controlled by adjusting the speed of MG2 and obtaining the speed of MG1. When the speed difference between the two ends of Clutch 2 is less than the speed threshold corresponding to the permissible impact threshold, Clutch 2 is engaged. When Clutch 2 engagement is no longer required, the power of the diesel engine, motor MG2, and MG1 is adjusted to maintain the power output of the power pack unchanged, and Clutch 2 is directly disengaged.

[0164] like Figure 6 The control system mainly communicates via the CAN bus, supporting the CAN2.0A standard frame and CAN2.0B extended frame formats commonly used in rail transit, as well as CANOpen and SAEJ1939 protocols. It also utilizes 4G / 5G communication networks and serial port communications. It also supports Ethernet and MVB communications commonly used in rail transit.

[0165] This system includes three CAN bus lines, designated RDT_CAN0, RDT_CAN1, and RDT_CAN2. RDT_CAN0 and RDT_CAN2 serve as the power pack's internal CAN bus, enabling information exchange between the power pack's subsystems. RDT_CAN0 is connected to the vehicle network. When the vehicle network uses CAN communication, RDT_CAN0 is directly connected to the vehicle network. When the vehicle network uses non-CAN communication, such as MVB communication or Ethernet communication, RDT_CAN0 is converted via a gateway and then connected to the vehicle network.

[0166] RDT_CAN1 communicates with the remote diagnostic interface and is used to diagnose power pack fault information, monitor power pack operation process data, etc., and transmit it to the server via 4G / 5G and other methods.

[0167] like Figure 7 When the vehicle brakes, it first determines whether the power pack's electric and hydraulic brakes are available. If neither is available, the power pack reports back to the vehicle that electric and hydraulic braking are unavailable and requests mechanical braking, such as air braking. Electric braking availability is determined by factors such as the motor status, battery pack status, and other conditions that affect electric braking. Hydraulic braking availability is determined by factors such as the automatic transmission's status, transmission oil temperature, hydraulic brake turbine speed, and other conditions that affect hydraulic braking.

[0168] When electric braking is available, the power pack controls MG1 to apply reverse torque, causing MG1 to operate in a power generation mode. The recovered energy is stored in the power battery pack or used to power auxiliary systems such as air conditioning and lighting. If MG1's generated power falls short of braking requirements, the power pack closes Clutch 2 and controls MG2 to apply reverse torque, also operating MG2 in a power generation mode. Simultaneously, the HCU calculates electric braking power based on the current and voltage of MG1 and MG2.

[0169] When the electric braking power does not meet the braking requirements and the hydraulic braking is unavailable, the HCU requests the vehicle to perform mechanical braking.

[0170] When the electric brake power does not meet the braking requirements and the hydraulic brake is available, the HCU sends a hydraulic brake power request to the TCU via the CAN bus. The TCU controls the hydraulic brake proportional valve and finds the current hydraulic brake power by searching the preset hydraulic brake power table based on the turbine speed and proportional valve control current. It then performs dual closed-loop control based on the actual proportional valve current and actual brake power. The dual closed-loop control principle is as follows: Figure 8As shown in the figure, the TCU sets the control current of the brake proportional valve based on the power request. Simultaneously, the TCU collects the actual operating current of the proportional valve and feeds it back to the control terminal for PI regulation to minimize control current deviation. Simultaneously, the hydraulic brake power at a standard temperature is calculated based on the actual current value and turbine speed. Based on the current transmission oil temperature, the calculated brake power is multiplied by factors such as oil temperature and transmission oil type to determine the actual hydraulic brake power. This power is then fed back to the control terminal for PI regulation.

[0171] like Figure 9 The active protection of the power pack includes fault protection, misoperation protection, signal interference protection, etc. Among them, the fault protection classifies the faults occurring in the power pack system into three levels: low, medium, and high.

[0172] When a low-level fault occurs, the power pack sends a warning message to the vehicle as a reminder. When the vehicle is stopped, it should be immediately checked or the fault should be automatically restored. For example, if a low starting battery voltage fault occurs while the vehicle is running, no action is required. When the vehicle is stopped, the charging system should be checked as soon as possible, or the fault should be automatically restored after a certain charging period.

[0173] If a medium-level fault occurs, the power pack will partially lose functionality and report the fault to the vehicle, requesting that the vehicle disable the corresponding function. For example, if the hydraulic brake overtemperature fault occurs, the power pack will send the overtemperature information to the vehicle, requesting that the vehicle disable the hydraulic brake function. If the vehicle is not operated for a certain period of time, the power pack will automatically disable the hydraulic brake function.

[0174] When a high-level fault occurs, the power pack will feed back the fault information to the vehicle and automatically disconnect the faulty system. For example, if the diesel engine cannot operate due to a fault, the power pack will automatically disconnect the diesel engine.

[0175] Misoperation faults are detected through signal delays and interlocks, particularly for hard-wired signals. If there is an interlock, the interlock is activated. When a fault occurs, the power pack reports the fault information, maintains the current operating state, and requests retrying the operation. For example, if the power pack receives two direction setting commands simultaneously, it will indicate a misoperation fault and request the vehicle to check the direction setting command or signal wiring.

[0176] Analog interference signals in signal interference faults are processed based on signal smoothness and delay. For example, if the temperature signal jumps above the set threshold within a set time and then returns to normal after the set time, it is considered an interference signal. The vehicle is requested to inspect the shielding and wiring of the signal line. Network signal interference is determined based on signal delay and interlocking. When a fault occurs, the power pack provides fault information and maintains the current operating status.

[0177] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hybrid power pack electrical control system for rail transit equipment, characterized in that: include: A hybrid powertrain control unit (HCU) and subsystems controlled by the HCU, including a transmission control unit (TCU), a battery management system (BMS), an algorithmic logic unit (ALU), a diesel engine management computer (FFR), a high-speed permanent magnet motor controller (MCU), an auxiliary fan controller (AFC), an electromagnetic clutch control unit (ECCU), a remote data transmission terminal (RDT), and a diagnostic unit (HCU-DIF); The high-speed permanent magnet motor controller MCU includes a first high-speed permanent magnet motor controller MCU1 and a second high-speed permanent magnet motor controller MCU2, the auxiliary fan controller AFC includes a first auxiliary fan controller AFC1 and a second auxiliary fan controller AFC2, and the diesel engine management computer FFR manages the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU; The hybrid power pack control unit (HCU) communicates with the vehicle controller, receives vehicle network / hardwire commands, and transmits power pack operating process data to the entire vehicle. Based on the operating status of each subsystem, the efficiency and efficiency ranking of the power pack in different operating modes calculated by the ALU, and the health status of the battery pack, it selects the corresponding operating mode and coordinates the operation of each subsystem. The transmission control unit TCU receives control commands from the hybrid power pack control unit HCU to control the transmission reversing and shifting operations and monitor the transmission operating status; The battery management system (BMS) is used to detect the power battery pack's charge, temperature, health status, charging / discharging current / voltage data, and send it to the hybrid power pack control unit (HCU) via the CAN bus; The ALU calculates the power and efficiency of the diesel engine and motor in different operating modes of the power pack under the current vehicle control command. It then performs a comprehensive efficiency calculation and sorts the results by efficiency, transmitting the sorting results to the hybrid power pack control unit (HCU). The diesel engine management computer FFR is used to communicate with the hybrid power pack control unit HCU and control the operation of the diesel engine electronic injection control unit EDC and the diesel engine after-treatment control unit DCU; The diesel engine electronic injection control unit EDC is used to control the diesel engine fuel injection amount and adjust the diesel engine output speed / torque; The diesel engine aftertreatment control unit DCU is used to control the urea injection amount of the diesel engine; The first high-speed permanent magnet motor controller MCU1 is used to control the driving or power generation working state of the first high-speed permanent magnet motor MG1 and the speed / torque of the first high-speed permanent magnet motor MG1; The second high-speed permanent magnet motor controller MCU2 is used to control the driving or power generation working state of the second high-speed permanent magnet motor MG2 and the speed / torque of the second high-speed permanent magnet motor MG2; The first auxiliary fan controller AFC1 is used to compare the charge air temperature and the low-temperature water circuit temperature with the preset temperature threshold, and then adjust the speed of the first auxiliary fan motor AM1; The second auxiliary fan controller AFC2 is used to compare the high-temperature water circuit temperature with a preset temperature threshold, and then adjust the speed of the second auxiliary fan motor AM2 to control the high-temperature water circuit temperature; The electromagnetic clutch control unit ECCU is used to control the engagement and disengagement of the first clutch and the second clutch; Remote data transmission terminal RDT is used for local communication and remote communication between subsystems, and obtains vehicle location information through the positioning system; The diagnostic unit HCU-DIF is used to establish a local connection with the local diagnostic center and transmit historical data stored in the hybrid power pack control unit HCU.

2. A hybrid power pack electrical control system for rail transit equipment according to claim 1, characterized in that: The remote data transmission terminal RDT has three CAN bus communications, namely the first remote data transmission terminal CAN bus communication RDT_CAN0, the second remote data transmission terminal CAN bus communication RDT_CAN1 and the third remote data transmission terminal CAN bus communication RDT_CAN2; The first remote data transmission terminal CAN bus communication RDT_CAN0 communicates with the CAN bus of the transmission box control unit TCU, the CAN bus of the first auxiliary fan controller AFC1, the CAN bus of the battery management system BMS, and the CAN1 bus of the hybrid power pack control unit HCU, the CAN1 of the calculation unit ALU, and communicates with the CAN bus of the vehicle control unit VCU through the CAN1 of the diagnostic unit HCU-DIF, thereby realizing CAN communication with the vehicle; The second remote data transmission terminal CAN bus communication RDT_CAN1 communicates with CAN2 of the diagnostic unit HCU-DIF, and is used to locally diagnose power pack fault information and monitor the power pack operation process data for faults; The third remote data transmission terminal CAN bus communication RDT_CAN2 communicates with the CAN bus of the diesel engine management computer FFR, the CAN2 of the compilation calculation unit ALU, the CAN bus of the second auxiliary fan controller AFC2, the CAN bus of the first high-speed permanent magnet motor controller MCU1, the CAN bus of the second high-speed permanent magnet motor controller MCU2, the CAN bus of the electromagnetic clutch control unit, the CAN bus of the diesel engine management computer FFR and the CAN2 bus of the hybrid power pack control unit HCU.

3. The hybrid power pack electrical control system for rail transit equipment according to claim 2, characterized in that: The first remote data transmission terminal CAN bus communication RDT_CAN0 and the hybrid power pack control unit HCU receive control instructions from the vehicle control unit VCU. When the vehicle adopts CAN communication, and the CAN used by the vehicle is consistent with the standard and communication protocol adopted by the CAN of the power pack, the first remote data transmission terminal CAN bus communication RDT_CAN0 communicates directly with the vehicle control unit VCU; when the vehicle does not adopt CAN communication, the first remote data transmission terminal CAN bus communication RDT_CAN0 communicates with the vehicle control unit VCU through the gateway.

4. A hybrid power pack electrical control system for rail transit equipment according to claim 3, characterized in that: The remote data transmission terminal (RDT) is equipped with a 4G / 5G communication module and a satellite positioning system, which is used to obtain vehicle location information in real time through the public navigation and positioning system, and send the vehicle location information to the hybrid power pack control unit (HCU) via the CAN bus; At the same time, the 4G / 5G communication module sends the vehicle location information and the power pack operating status information transmitted by the hybrid power pack control unit HCU to the server through the 4G / 5G network, which is used to realize remote fault diagnosis, operating status monitoring, remote update of control programs and historical data storage of the power pack. Among them, the power pack status information includes whether the subsystem is working, working process data, temperature, pressure, speed, torque and logical judgment results.

5. The hybrid power pack electrical control system for rail transit equipment according to claim 4, characterized in that: The hybrid power pack control unit HCU communicates with the vehicle control unit VCU through the network and hardwire, and feeds back the power pack status information to the vehicle control unit VCU. It also receives the ranking results of the comprehensive thermal efficiency of different modes calculated by the logic calculation unit ALU through the CAN network, and decides and selects the corresponding working mode according to the operating status of the subsystems, and dispatches the diesel engine management computer FFR, the first high-speed permanent magnet motor controller MCU1, the second high-speed permanent magnet motor controller MCU2, the electromagnetic clutch control unit ECCU and the transmission box control unit TCU to operate; The hybrid power pack control unit HCU makes a decision and selects the corresponding operating mode based on the vehicle operation command, the thermal efficiency ranking of the current operating mode and the speed difference / torque difference; Specifically, the power pack comprehensive thermal efficiency difference Δη is set, Δη=η X -η0; where η X is the comprehensive thermal efficiency of the power pack operating mode X, η0 is the target operating thermal efficiency of the power pack; When the power pack output conditions meet the current vehicle operation instructions and the comprehensive thermal efficiency difference Δη converted from the current working mode is less than the set threshold Δη0, the hybrid power pack control unit HCU maintains the current working mode and does not switch modes, preventing frequent switching of working modes due to small efficiency differences Δη; When the power pack output condition meets the current vehicle operation command and the comprehensive thermal efficiency difference Δη converted from the current working mode is not less than the set threshold Δη0, the hybrid power pack control unit HCU switches the working mode; When the power pack output condition does not meet the current vehicle operation command, the hybrid power pack control unit HCU switches the working mode.

6. A hybrid power pack electrical control system for rail transit equipment according to claim 5, characterized in that: The hybrid power pack control unit (HCU) obtains the diesel engine's charge air temperature and high-temperature water circuit temperature via the CAN bus. It also sends the charge air temperature to the first auxiliary fan controller (AFC1) and the high-temperature water circuit temperature to the second auxiliary fan controller (AFC2) via the CAN bus. The first auxiliary fan controller (AFC1) collects the low-temperature water circuit temperature via a temperature sensor. The first auxiliary fan controller (AFC1) compares the charge air temperature and low-temperature water circuit temperature with preset temperature thresholds and adjusts the speed of the first motor (AM1). AFC2 compares the high-temperature water temperature with a preset temperature threshold and adjusts the speed of the second motor (AM2) to control the charge air, low-temperature water circuit, and high-temperature water circuit temperatures of the radiator. The auxiliary fan controller AFC compares the charge air temperature T received by the CAN bus t The lower limit of the set thermal equilibrium temperature T 0t and the upper limit T 1t , high temperature water circuit temperature T h The lower limit of the set thermal equilibrium temperature T 0h and the upper limit T 1h , the low-temperature water circuit temperature T collected by the sensor l The lower limit of the set thermal equilibrium temperature T 0l and the upper limit T 1l , and the mutation rate of each temperature to determine the fan operating speed range; The method to determine the fan operating speed range is: When T t <T 0t And T1 <T 0l When the first auxiliary fan controller AFC1 controls the first motor AM1 to stop working; When T t ≥T 1t or T l ≥T 1l When the fan is turned on, the first auxiliary fan controller AFC1 controls AM1 to operate at the set maximum speed; When T l ≥T 0l , and T t <T 1t And T l <T 1l When the first auxiliary fan controller AFC1 controls the speed n of the first motor AM1 AM1 n AM1 =f(T l ) mode, where n AM1 =f(T l ) is a linear equation; and AFC1 calculates T per unit time t 、T l Rising temperature ΔT t , ΔT l Is it higher than the set threshold ΔT? tx , ΔT lx : If ΔT t ≥ΔT tx or ΔT l ≥ΔT lx , then n AM1 =f(T l )+n1; If ΔT t <ΔT tx And ΔT l <ΔT lx , then n AM1 =f(T l ); When T h <T 0h When the second auxiliary fan controller AFC2 controls the second motor AM2 to stop working; When T h ≥T 1h When the second auxiliary fan controller AFC2 controls the second motor AM2 to operate at a set speed; When T h ≥T 0h And T h <T 1h When the second auxiliary fan controller AFC2 controls the speed n of the second motor AM2 AM2 n AM2 =f(T h ) mode, where n AM2 =f(T h ), and the second auxiliary fan controller AFC2 calculates T per unit time h Rising temperature ΔT h Is it higher than the set threshold ΔT? hx : If ΔT h ≥ΔT hx , then n AM2 =f(T h )+n2; If ΔT h <ΔT hx , then n AM2 =f(T h ); Among them, n1 and n2 are speed constants.

7. A hybrid power pack electrical control system for rail transit equipment according to claim 6, characterized in that: The hybrid power pack control unit (HCU) determines the speed difference / torque difference when the clutches are engaged based on the speeds of the first and second clutches calculated by the logic calculation unit (ALU). The speed difference / torque difference is then sent to the electromagnetic clutch control unit (ECCU) for controlling the currents of the two electromagnetic clutch coils. The specific method for the logic calculation unit ALU to calculate the speed difference / torque difference between the first clutch and the second clutch is: When the current operating mode of the power pack requires engaging or disengaging the first clutch Clutch1 and the second clutch Clutch2, or using the first clutch Clutch1 or the second clutch Clutch2 alone, the logic calculation unit ALU calculates the speed difference / torque difference between the two clutches and sends it to the hybrid power pack control unit HCU. The hybrid power pack control unit HCU determines whether the speed difference / torque difference exceeds the allowable limit; When the speed difference / torque difference between the first clutch Clutch1 and the second clutch Clutch2 is less than the set speed threshold / impact torque, the electromagnetic clutch control unit ECCU controls the engagement torque of the two clutches; When the speed difference / torque difference between the first clutch Clutch1 and the second clutch Clutch2 is not less than the set speed threshold / impact torque, the hybrid power pack control unit HCU sends a control current signal to the electromagnetic clutch control unit ECCU, so that the electromagnetic clutch control unit ECCU executes the corresponding current signal on the output of the two clutches, thereby controlling the engagement / disengagement torque of the clutches; The electromagnetic clutch control unit ECCU performs closed-loop control when executing the current characteristic signal. The specific closed-loop control is that the electromagnetic clutch control unit ECCU collects the actual execution current values ​​of the two clutches and adjusts them through PI to reduce the deviation between the actual execution current and the target current.

8. The hybrid power pack electrical control system for rail transit equipment according to claim 7, characterized in that: The hybrid power pack control unit (HCU) receives data on the battery pack's charge, temperature, health status, and charge / discharge current / voltage from the battery management system (BMS), allocates electric / generated power, and determines the power pack's operating mode in conjunction with speed / torque control commands from the vehicle control unit (VCU). The hybrid power pack control unit HCU selects electric braking or hydraulic braking as the vehicle braking mode based on the braking command sent by the vehicle control unit VCU, combined with the current battery management system BMS status and hydraulic braking status; specifically, when the battery management system BMS is in charging status, electric braking is used to convert braking energy into electrical energy and store it in the power battery pack; when the battery management system BMS is not rechargeable and hydraulic braking is available, hydraulic braking is performed; when both the battery management system BMS and hydraulic braking are unavailable or do not meet the braking power requirements, the hybrid power pack control unit HCU requests the vehicle to perform mechanical braking.

9. The hybrid power pack electrical control system for rail transit equipment according to claim 8, characterized in that: The hybrid power pack control unit HCU uses a smooth braking algorithm to select the vehicle braking mode as electric braking or hydraulic braking; The smooth braking algorithm is: The braking torque of the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 is controlled by a second-order equation, thereby controlling the oil filling amount of the transmission box control unit TCU; The second-order equation calculates the rotational speed and angular acceleration of the first high-speed permanent magnet motor MG1 and the second high-speed permanent magnet motor MG2 , and controls the magnitude of the angular acceleration, thereby controlling the rate of change of the rotational speed.

10. The hybrid power pack electrical control system for rail transit equipment according to claim 9, characterized in that: When the bearing temperature of the first high-speed permanent magnet motor MG1 exceeds a preset temperature, the hybrid power pack control unit HCU determines that the first high-speed permanent magnet motor MG1 has failed and cuts off the operation of the first high-speed permanent magnet motor MG1. When the hybrid power pack control unit HCU selects an operating mode, it selects an operating mode that does not include the first high-speed permanent magnet motor MG1. At the same time, the hybrid power pack control unit HCU forms a change curve based on the real-time bearing temperature data sent by the first high-speed permanent magnet motor controller MCU1. The user obtains the change curve locally or remotely to analyze the cause of the fault.

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