Power battery charging method, charging control system and rail vehicle

Abstract

This invention provides a power battery charging method, charging control system, and rail vehicle. These methods acquire the current stop location information of the vehicle containing the power battery; utilize a data-driven approach to predict the power consumption from the current stop location to the next stop based on the vehicle's power and historical stop data; and determine the charging power based on the predicted power consumption to form a charging plan. This invention can reduce the number of fuel cell starts and stops throughout its lifecycle, effectively improving the durability of the fuel cell system.

Description

Technical Field

[0001] The present invention belongs to the technical field of charging control and relates to a power battery charging method, a charging control system and a rail vehicle. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] As a new green energy technology, hydrogen fuel cells directly convert energy into electrical energy through electrochemical reactions. The conversion process is not restricted by the Carnot cycle and has the advantages of high energy conversion efficiency, zero pollution, low noise, modular structure, and high specific power. They can be used for both centralized and decentralized power supply.

[0004] Currently, the primary type of fuel cell used in rail transit is proton exchange membrane fuel cells. In most applications, fuel cells are coupled with batteries or other energy storage devices. In this configuration, the fuel cell can serve as the primary power source, providing sufficient power or recharging the battery.

[0005] To prevent battery overcharge or over-discharge, general hybrid control strategies usually set a battery state of charge (SOC) operating range. When the SOC exceeds the right boundary of the range, the fuel cell system must be immediately disconnected to prevent the fuel cell from further charging the power battery. However, the battery charging power under static conditions is not optimal, which is the key to the increase in SOC. Therefore, the static battery charging power must be optimized to reduce the rate of increase in the power battery SOC, increase the fuel cell operating time, and improve the durability of the fuel cell system. Summary of the Invention

[0006] In order to solve the above problems, the present invention proposes a power battery charging method, a charging control system and a rail vehicle. The present invention can reduce the number of starts and stops of fuel cells throughout the entire life cycle and effectively improve the durability of the fuel cell system.

[0007] According to some embodiments, the present invention adopts the following technical solutions:

[0008] A power battery charging method comprises the following steps:

[0009] Get the current stop location information of the vehicle where the power battery is located;

[0010] Based on the vehicle's power and historical station data, a data-driven approach is used to predict the power consumption from the current stop to the next stop;

[0011] Based on the predicted power consumption, the charging power is determined and a charging plan is formed.

[0012] As an optional implementation, the specific process of using a data-driven method to predict the power consumption from the current stop location to the next stop includes: updating the location sequence, kilometer mark, time, required power and fuel cell output power according to the vehicle operation status, and storing them;

[0013] Based on the vehicle location information, stored power and station data, the battery power consumption from the current location to the next station is predicted.

[0014] As a further limitation, when updating data, it is updated separately according to the vehicle's up and down conditions.

[0015] As a further limitation, when updating data, a sliding window filtering algorithm is used to update the power data of the corresponding position sequence.

[0016] As a further qualification, the battery consumption from the current location to the next stop is:

[0017]

[0018] Among them, N si -N s(i+1) is the position sequence corresponding to the current position to the next station, P j N j The vehicle power requirement of the position series, Pfc j N j Fuel cell output power of position series, T j N j The time node of the position series.

[0019] As an optional implementation method, the method for determining the charging power based on the predicted power consumption is: considering the power consumption of the next station and the SOC balance, the charging power is calculated in the station stop state:

[0020]

[0021] Among them, P chg is the charging power at the current station, T chg Charging time for the current stop state; SOC max SOC is the maximum initial state of charge allowed for the power battery during a station stop; min It is the minimum initial state of charge of the power battery allowed to stop at the station; V is the rated voltage of the battery; Q is the rated capacity of the battery.

[0022] As an optional implementation, a method for determining the charging power based on the predicted power consumption is: according to the SOC balancing strategy, a relationship between the battery charge and discharge rate and the SOC is determined, and the charging power is calculated based on the relationship.

[0023] As a further qualification, the battery charge and discharge rate C rate for:

[0024]

[0025] Among them, C rate Battery charge and discharge rate; C dis The maximum discharge rate allowed for the battery in the stationary state; C chg The maximum charging rate allowed for the battery in the station state; SOC b is the SOC balance value; when the train is stopped at the station, the SOC adjustment window [SOC min ,SOC max ];

[0026] In the station stop state, the charging power calculation formula is:

[0027]

[0028] Among them, W bat is the battery power consumption from the current location to the next location, V is the battery rated voltage; Q is the battery rated capacity, T chg Charging time at the current stop state.

[0029] A power battery charging control system, comprising:

[0030] a parameter acquisition module configured to obtain current stop position information of the vehicle where the power battery is located;

[0031] an electricity consumption prediction module configured to predict the electricity consumption from the current stop location to the next stop using a data-driven method based on the vehicle's power and stop history data;

[0032] The charging power calculation module is configured to determine the charging power according to the predicted power consumption and form a charging plan.

[0033] A rail vehicle comprising a hybrid power system, the hybrid power system comprising a fuel cell system and a power battery connected, the fuel cell system charging the power battery according to the above method when the rail vehicle is stationary;

[0034] Or the charging control system is used to charge the power battery.

[0035] Compared with the prior art, the present invention has the following beneficial effects:

[0036] While ensuring that the SOC of the power battery is within a reasonable range, the present invention predicts the battery power consumption from the current stop to the next stop through a data-driven method, and calculates the optimal power battery charging power under static conditions of the rail transit vehicle, so that the charging power of the current stop and the power consumption of the next stop interval reach a supply and demand balance, thereby maintaining the consistency of the battery power status at the beginning and end, reducing the number of fuel cell starts and stops throughout the entire life cycle, and effectively improving the durability of the fuel cell system.

[0037] The present invention can effectively avoid frequent starts and stops of fuel cells, increase the operating time of the fuel cells from the last shutdown to the current shutdown, reduce the number of starts and stops of the fuel cells during the operation of the tram, and improve the durability of the fuel cells. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0039] Figure 1 It is the relationship between battery charge and discharge rate and SOC under the SOC balancing strategy;

[0040] Figure 2 It is a schematic diagram of energy distribution;

[0041] Figure 3 It is a schematic flow diagram of the present invention. DETAILED DESCRIPTION

[0042] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0043] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0044] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0045] As mentioned in the background technology, a hydrogen-powered tram is used as an example to illustrate the problems of the existing technology.

[0046] Hydrogen energy trams use fuel cells, DC / DC and power batteries to provide hybrid power for trams, such as Figure 2As shown, the energy management controller coordinates the operating states of the fuel cell, power battery, and DC / DC converter. During traction, the fuel cell primarily powers the train, with the power battery working in conjunction with the fuel cell to provide power. During braking, the current through the braking resistor is controlled based on the fuel cell's output power and the power battery's maximum allowable charge and discharge power, ultimately allowing the power battery to absorb some of the braking energy.

[0047] To prevent overcharging or over-discharging, a battery's state of charge (SOC) operating range is typically set. When the SOC exceeds the right edge of the range, the fuel cell system must be immediately disconnected to prevent the fuel cell from further charging the power battery. However, frequent starts and stops can significantly impact the fuel cell's service life. Therefore, it is necessary to increase the operating time of the fuel cell from the last shutdown to the current shutdown, reduce the number of fuel cell starts and stops during tram operation, and improve fuel cell durability.

[0048] Therefore, the present invention provides a power battery charging method for improving the durability of the fuel cell system, such as Figure 3 As shown, the following steps are included:

[0049] Based on the train location information, it is divided into two working conditions: uplink and downlink. The updated data types include: position sequence, kilometer mark, time, required power, and fuel cell output power.

[0050] Taking the uplink data as an example, the uplink data is shown in Table 1. Among them, the kilometer mark interval is fixed ΔS=S i -S i-1 (i=1, 2, ..., m-1), the total length of the line is L, and the train position information can be divided into m=L / ΔS.

[0051] The site information is shown in Table 2, and the number of sites is k.

[0052] Table 1 Uplink power data

[0053] Position sequence Kilometer marker Time Node Vehicle power requirement Fuel cell output power <![CDATA[N0]]> <![CDATA[S0]]> <![CDATA[T0]]> <![CDATA[P0]]> <![CDATA[Pfc0]]> <![CDATA[N1]]> <![CDATA[S1]]> <![CDATA[T1]]> <![CDATA[P1]]> <![CDATA[Pfc1]]> … … … … … <![CDATA[N m ]]> <![CDATA[S m ]]> <![CDATA[T m ]]> <![CDATA[P m ]]> <![CDATA[Pfc m ]]>

[0054] Table 2 Uplink site data

[0055] Site sequence Corresponding position sequence in Table 1 Remark <![CDATA[STA1]]> <![CDATA[N s1 ]]> 1 station <![CDATA[STA2]]> <![CDATA[N s2 ]]> 2 stations … … … <![CDATA[STA k ]]> <![CDATA[N sk ]]> K Station

[0056] The above data is stored in the ECU controller and updated in real time based on changes in train position information. A sliding window filtering algorithm is used. In this embodiment, GPS positioning is used. When the train reaches the position corresponding to any kilometer mark in Table 1, an ECU data update event is triggered to update the power data of the corresponding position sequence.

[0057] Of course, in other embodiments, other positioning methods may be used to determine the train position.

[0058] Other algorithms may also be used to trigger data updates.

[0059] (2) Station battery charging strategy based on energy consumption prediction

[0060] When the train is stopped at a station, the power and station data stored in the ECU are used to predict the battery power consumption from the current location to the next station.

[0061] The current site sequence is STA i , the position sequence corresponding to the current position to the next station is N si ~N s(i+1) .

[0062]

[0063] Among them, W bat The battery consumption from the current location to the next location.

[0064] Based on the predicted battery power consumption, the charging power of the fuel cell to the power battery is determined.

[0065] As an example:

[0066] Taking into account the power consumption and SOC balance of the next station, the charging power calculation formula in the station stop state is:

[0067]

[0068] Among them, P chg is the charging power at the current station, T chg SOC is the charging time of the current station stop state; max SOC is the maximum initial state of charge allowed for the power battery during a station stop; min It is the minimum initial state of charge of the power battery allowed to stop at the station; V is the rated voltage of the battery; Q is the rated capacity of the battery.

[0069] As another example:

[0070] Combined with the SOC balance strategy, the working principle is as follows Figure 1 shown.

[0071]

[0072] Among them, C rate Battery charge and discharge rate; C dis The maximum discharge rate allowed for the battery in the stationary state; C chg The maximum charging rate allowed for the battery in the station state; SOC b is the SOC balance value; when the train is stopped at the station, the SOC adjustment window [SOC min ,SOCmax ].

[0073] In the station stop state, the charging power calculation formula is:

[0074]

[0075] While ensuring that the power battery SOC is within a reasonable range, a data-driven method is used to predict the battery power consumption from one stop to the next, and the optimal power battery charging power is calculated when the train is static, so that the charging power at this stop and the power consumption in the next stop interval reach a supply and demand balance, thereby maintaining the consistency of the battery power status at the beginning and end, reducing the number of fuel cell starts and stops throughout the entire life cycle, and effectively improving the durability of the fuel cell system.

[0076] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0077] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0078] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0079] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0080] While the above description of the specific embodiments of the present invention is based on the accompanying drawings, it does not limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations based on the technical solution of the present invention, which can be made by those skilled in the art without inventive effort, are still within the scope of protection of the present invention.

Claims

1. A power battery charging method, characterized in that: The following steps are involved: Get the current stop location information of the vehicle where the power battery is located; Based on the vehicle's power and historical station data, a data-driven approach is used to predict the battery consumption from the current stop to the next stop. The battery consumption from the current stop to the next stop is: ; in, N si -N s(i+1) is the position sequence corresponding to the current position to the next station, P j for N j The vehicle power requirement of the position series, Pfc j for N j The fuel cell output power of the position series, T j for N j The time node of the position series; Determine the charging power and form a charging plan based on the predicted power consumption; According to the predicted power consumption, the method to determine the charging power is: comprehensively consider the power consumption of the next station and SOC Calculate the charging power in the balanced and stationary state: in, P chg The charging power of the current station state. T chg Charging time for the current stop state; SOC max The maximum initial state of charge allowed for the power battery during a station stop; SOC min The minimum initial state of charge of the power battery allowed for station stop; V is the rated voltage of the battery; Q is the rated capacity of the battery; SOC b for SOC Balance value.

2. A power battery charging method according to claim 1, characterized in that: The specific process of using a data-driven approach to predict the power consumption from the current stop to the next stop includes: updating the position sequence, kilometer mark, time, required power, and fuel cell output power according to the vehicle's operating status, and storing them; Based on the vehicle location information, stored power and station data, the battery power consumption from the current location to the next station is predicted.

3. A power battery charging method as claimed in claim 2, characterized in that: When updating data, it is updated separately according to the vehicle's upward and downward operating conditions.

4. A power battery charging method as claimed in claim 2, characterized in that: When updating data, a sliding window filtering algorithm is used to update the power data of the corresponding position sequence.

5. A power battery charging method according to claim 1, characterized in that: According to the predicted power consumption, the method to determine the charging power is: SOC Balancing strategy to determine battery charge and discharge rate and SOC The charging power is calculated based on the relationship.

6. A power battery charging method as claimed in claim 5, characterized in that: Battery charge and discharge rate C rate for: in, C rate Battery charge and discharge rate; C dis The maximum discharge rate allowed for the battery in the station stop state; C chg The maximum charging rate allowed for the battery in the stationary state; SOC b for SOC Balance value; when the train is stopped at the station SOC Adjust window[ SOC min , SOC max ]; In the station stop state, the charging power calculation formula is: in, W bat The battery consumption from the current location to the next location. V is the rated voltage of the battery; Q is the rated capacity of the battery, T chg Charging time at the current stop state.

7. A power battery charging control system, adopting the power battery charging method according to any one of claims 1 to 6, characterized in that: include: a parameter acquisition module configured to obtain current stop position information of the vehicle where the power battery is located; an electricity consumption prediction module configured to predict the electricity consumption from the current stop location to the next stop using a data-driven method based on the vehicle's power and stop history data; The charging power calculation module is configured to determine the charging power according to the predicted power consumption and form a charging plan.

8. A rail vehicle, characterized in that: The hybrid power system comprises a fuel cell system and a power battery connected to each other, wherein the fuel cell system charges the power battery in a static state of the rail transit vehicle according to the method according to any one of claims 1 to 6.

9. A rail vehicle, characterized in that: The hybrid system comprises a fuel cell system and a power battery connected to each other, wherein the fuel cell system charges the power battery using the charging control system according to claim 7.

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