A control method and control circuit for a hybrid power system based on a multi-rail vehicle

Abstract

The present invention discloses a control method and a control circuit for a hybrid power system based on a trackless vehicle. When all four conditions are satisfied, the network control unit activates the enabling signal for the hydrogen power system to be put into operation, and the vehicle enters the hybrid power mode; when the vehicle is in the traction state, the energy storage battery system provides energy output, and the hydrogen power system provides the vehicle's cruising range; when the vehicle is in the braking state, the energy storage battery system absorbs the electric braking energy and the energy output by the hydrogen power system; when the hybrid switch is in the electric position, the vehicle enters the capacitor mode, and the energy storage battery system provides energy output; when the hybrid switch is in the emergency stop position, the hydrogen power system is immediately shut off. The present invention uses an on-vehicle energy storage battery and hydrogen energy as the power source of the vehicle to achieve hybrid power supply, and has the technical effects of low cost and short cycle; the state quantity is collected in the network vehicle control mode, and the complete control and power distribution control are realized, which is suitable for the working conditions of frequent traction and electric braking of trackless vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle hybrid control, and particularly relates to a control method and a control circuit for a rail vehicle hybrid power system. Background Art

[0002] Steel-wheel and steel-rail trams have been developed for more than 100 years. Vehicle technologies have been updated many times. Currently, mature technologies such as multi-module articulated, 100% low-floor, and catenary-free power supply have been developed, which can meet the transportation needs of medium and low-capacity urban surface rail transit. However, in recent years, the development of steel-wheel and steel-rail trams has encountered bottlenecks. Compared with the BRT of the ordinary bus system, although it has the advantages of large passenger capacity and high comfort, it has the disadvantages of high construction cost and long construction period, and it is difficult to meet the needs of current domestic urban public transportation construction. Therefore, if we can make the best use of advantages and avoid disadvantages, and develop a new type of vehicle system that retains the advantages of traditional trams while greatly reducing the construction cost and cycle, it will surely have strong market competitiveness.

[0003] The power sources of existing rail transit vehicles come from catenaries or on-vehicle energy storage batteries. For the catenary-powered system, all power comes from the substation, which can provide continuous power supply for the vehicle when the substation does not fail and withdraw. The on-vehicle energy storage-powered system needs to be charged at the starting station or when stopping at stations.

[0004] The disadvantages of the above existing technologies are as follows:

[0005] (1) The infrastructure and power supply costs required for vehicles powered by catenaries are extremely high;

[0006] (2) Vehicles powered by on-vehicle energy storage are limited by the vehicle installation space, and ground charging devices need to be set up at some stations or the starting station to charge the battery, which affects the departure efficiency and increases the civil engineering and power supply costs. Summary of the Invention

[0007] To solve the above deficiencies of the existing technologies, the present invention provides a control method and a control circuit for a rail vehicle hybrid power system.

[0008] The present invention adopts the following technical solutions: A control method for a rail vehicle hybrid power system,

[0009] The steps are as follows,

[0010] When all four conditions are met: the driver's cab activation relay is activated, the high-voltage of the energy storage battery system is ready, the communication of the hydrogen power system is normal and in standby, and the hybrid switch is in the hybrid position, the network control unit activates the enabling signal for the hydrogen power system to be put into operation, the vehicle enters the hybrid power mode, the hydrogen power system enters the idle mode from the standby state, and the power rises at a certain slope and stabilizes at a set fixed value;

[0011] In the hybrid power mode, when the vehicle is in the traction state, the energy storage battery system provides energy output, and the hydrogen power system provides endurance for the vehicle; when the vehicle is in the braking state, the energy storage battery system absorbs the electric braking energy and the energy output by the hydrogen power system;

[0012] When the hybrid switch is in the electric position, the network control unit activates the reset signal for the hydrogen power system input command, and the vehicle enters the capacitor power supply mode, and the energy storage battery system provides energy output;

[0013] When the hybrid switch is in the emergency stop position, the hydrogen power system shuts down;

[0014] When the high-voltage of the energy storage battery system is removed, the driver presses the capacitor cut-off button in the driver's cab, the network control unit collects the command sent by the capacitor cut-off button and activates the reset signal for the hydrogen power system input command; then, after the hydrogen power system feeds back that the state of the hydrogen power system is in standby or shutdown state, the network control unit outputs a capacitor cut-off pulse signal, and the whole vehicle enters the high-voltage cut-off state.

[0015] Furthermore: The energization of the high-voltage of the energy storage battery system is not controlled by the network control unit and only accepts hard-wired control commands; the disconnection of the power supply of the energy storage battery system is not affected by the network control unit and the hydrogen power system and only accepts hard-wired control commands.

[0016] When the vehicle network communication fails, the vehicle enters the emergency traction mode, the network control unit stops sending the enabling signal to the hydrogen power system, and the hydrogen power system does not work.

[0017] The power output of the hydrogen power system is adjusted according to the real-time state of charge (SOC) value of the energy storage battery system and the traction bus voltage;

[0018] 1) During the start-up stage of the hydrogen power system, the network control unit distributes the power demand according to the real-time SOC value range sent by the energy storage battery system; when the hydrogen power system receives the power request value, it rises at a fixed slope and outputs the requested power; when the power output value of the hydrogen power system rises to the requested power value and then remains unchanged for a certain time T1, it does not respond to the change in the real-time SOC value of the energy storage battery system until the hydrogen power system outputs continuously for T1 time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system again;

[0019] 2) When the SOC value of the energy storage battery system is higher than the set value, the network control unit sends a shutdown instruction to the hydrogen power system, and the hydrogen stack of the hydrogen power system enters the shutdown state; within a certain time T2 after the hydrogen power system shuts down, it does not respond to the startup request of the network control unit for the hydrogen power system, and the hydrogen power system starts to respond to the power request of the network control unit until the cumulative time of T2.

[0020] When the network control unit cannot receive the real-time power SOC value sent by the energy storage battery system, the hydrogen power system detects the traction bus voltage; when the hydrogen power system detects that the traction bus voltage is lower than 680V, it outputs at a fixed power; when the hydrogen power system detects that the traction bus voltage is in the range of 690V - 820V, the hydrogen power system stops; when the hydrogen power system detects that the traction bus voltage is in the range of 680V - 690V, it maintains the current state unchanged; the output power value of the hydrogen power system remains unchanged within a certain time T3 from the start of rising to the requested power value and does not respond to the change of the bus voltage of 690V until the hydrogen power system outputs continuously for T3 time and then responds to the power demand corresponding to the traction bus voltage again.

[0021] A control circuit for a hybrid power system based on a digital rail vehicle, where the network control unit and the hydrogen power system are respectively electrically connected to the energy storage battery system, and the network control unit is also connected with a network input / output unit; a hydrogen power control circuit breaker is connected in series between the hydrogen power system and the power supply; the power supply is also electrically connected with a hybrid switch control circuit breaker, and the hybrid switch control circuit breaker is connected with a hybrid switch; the hybrid switch has two pairs of contacts, and the first pair of contacts of the hybrid switch are respectively electrically connected to the hydrogen power system and the network input / output unit, and the second pair of contacts of the hybrid switch are respectively electrically connected to the hydrogen power system and the network input / output unit.

[0022] The beneficial effects of the present invention are as follows:

[0023] When the vehicle is configured with a large-capacity on-vehicle energy storage battery and hydrogen energy as the power source of the vehicle to achieve hybrid power supply, the construction of power supply along the line, civil engineering, etc. is cancelled, and it has the technical effects of low cost and short cycle, and is completely applicable to the operation of existing urban roads, improving the economic and social benefits of the vehicle;

[0024] Under the network vehicle control mode, the collection of status quantities is completed, and the control and power distribution control are completed with each subsystem, so that the vehicle can realize hybrid power operation or pure electric operation under special working conditions. The hybrid power control method is simple, and the power control method has good real-time performance, which is suitable for the working conditions of frequent traction and electric braking of digital rail vehicles;

[0025] There are few hardware circuits in the system control, the control process is timely and reliable. When there is a network failure, the backup hard-wired control method can be adopted, and the energy utilization rate is high. Description of the Drawings

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0027] Figure 1 This is the schematic diagram of the control circuit (hybrid position) of a control system for a digital track vehicle hybrid power system according to the present invention.

[0028] Figure 2 This is the state diagram of the control circuit when the hybrid switch in the present invention is in the electric position.

[0029] Figure 3 This is the state diagram of the control circuit when the hybrid switch in the present invention is in the emergency stop position. Specific embodiments

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0031] Embodiment 1

[0032] A control method for a digital track vehicle hybrid power system includes a network control unit VCU, a hydrogen power system FCU, an energy storage battery system BAT, a hybrid switch HYMS, a driver's cab activation relay, and a traction bus. The hybrid switch HYMS has a hybrid position, an electric position, and an emergency stop position;

[0033] The steps are as follows:

[0034] When all four conditions of the driver's cab activation relay being activated, the energy storage battery system BAT being ready for high voltage, the hydrogen power system FCU having normal communication and being in standby, and the hybrid switch HYMS being in the hybrid position are satisfied, the network control unit VCU activates the hydrogen power system FCU to input an enabling signal, and the vehicle enters the hybrid power mode. The hydrogen power system FCU enters the idle mode from the standby state, and the power rises at a certain slope and stabilizes at a set fixed value. The slope range is 10 kW - 15 kW / s;

[0035] In the hybrid mode, when the vehicle is in the traction state, the energy storage battery system BAT provides energy output, and the hydrogen power system FCU provides endurance for the vehicle; when the vehicle is in the braking state, the energy storage battery system BAT absorbs the electric braking energy and the energy output by the hydrogen power system FCU;

[0036] When the hybrid switch HYMS is in the electric position, the network control unit VCU activates the reset signal of the hydrogen power system FCU input command, and the vehicle enters the capacitor power supply mode, and the energy storage battery system BAT provides energy output;

[0037] When the hybrid switch HYMS is in the emergency stop position, the hydrogen power system FCU is turned off;

[0038] When the energy storage battery system BAT de-energizes, the driver's cab presses the capacitor cut-off button, and the network control unit VCU collects the command sent by the capacitor cut-off button and activates the reset signal of the hydrogen power system FCU input command; then, after the hydrogen power system FCU feeds back that the state of the hydrogen power system FCU is in the standby or shutdown state, the network control unit VCU outputs a capacitor cut-off pulse signal, and the whole vehicle enters the high-voltage cut-off state.

[0039] Preferably: In this embodiment, the energization of the energy storage battery system BAT at high voltage is not controlled by the network control unit VCU, and only accepts the hard-wired control command; the power-off of the energy storage battery system BAT is not affected by the network control unit VCU and the hydrogen power system FCU, and only accepts the hard-wired control command.

[0040] Preferably: In this embodiment, when the vehicle network communication fails, the vehicle enters the emergency traction mode, and the network control unit VCU stops sending the enable signal to the hydrogen power system FCU, and the hydrogen power system FCU does not work.

[0041] The power output of the hydrogen power system FCU is adjusted according to the real-time state of charge SOC value of the energy storage battery system BAT and the traction bus voltage. To maintain the endurance mileage, the hydrogen power system FCU continuously maintains the power of the energy storage battery system BAT, and the specific steps are as follows:

[0042] 1) During the start-up phase of the hydrogen power system FCU, the network control unit VCU allocates power requirements based on the real-time state of charge (SOC) value range sent by the energy storage battery system BAT. When the hydrogen power system FCU receives the power request value, it rises at a fixed slope and outputs the requested power. Specifically: When the real-time SOC value is lower than 85%, power is allocated to the hydrogen power system FCU. The SOC value is divided into intervals with a range of 5%-10%, and the range of 0%-85% is divided into several capacity intervals. The hydrogen power system outputs the corresponding interval demand power according to the SOC value. When the SOC value is lower than 40%, the hydrogen power system outputs the maximum power. During the process of the SOC value increasing, the corresponding power value is output according to the agreed intervals. The SOC value - power corresponding intervals can be adjusted according to the actual situation. The power value output by the hydrogen power system FCU remains unchanged from the time it rises to the requested power value until a certain time T1 (3 minutes in this embodiment) and does not respond to the change in the real-time SOC value of the energy storage battery system BAT. It doesn't respond until after the hydrogen power system FCU has been outputting for a certain time and then responds again to the power demand corresponding to the current SOC value of the energy storage battery system BAT until the SOC value reaches the range of 70%-85% and remains unchanged. The hydrogen power system enters the idle mode and outputs a minimum power of 10 kW.

[0043] 2) To ensure that the energy storage battery system BAT has sufficient capacity during electric braking, when the SOC value of the energy storage battery system BAT is higher than the set value of 85%, the network control unit VCU sends a shutdown instruction to the hydrogen power system FCU, and the hydrogen stack of the hydrogen power system FCU enters the shutdown state. The hydrogen power system FCU does not respond to the startup request of the network control unit VCU for a certain time T2 (3 minutes in this embodiment) after shutdown until after the cumulative time T2, the hydrogen power system FCU starts to respond to the power request of the network control unit VCU.

[0044] 3) When a communication failure occurs between the energy storage battery system BAT and the network control unit VCU, resulting in the network control unit VCU being unable to receive the real-time SOC value sent by the energy storage battery system BAT, the hydrogen power system FCU detects the traction bus voltage. When the hydrogen power system FCU detects that the traction bus voltage is in the range lower than 680V, it outputs power at a fixed power. When the hydrogen power system FCU detects that the traction bus voltage is in the range of 690V - 820V, the hydrogen power system FCU stops. When the hydrogen power system detects that the traction bus voltage is in the range of 680V - 690V, it remains in the current state. This prevents the hydrogen power system FCU from continuously working and charging the energy storage battery system BAT, causing the traction bus voltage to be too high and damaging system components. The power value output by the hydrogen power system remains unchanged from the time it rises to the requested power value until a certain time T3 (3 minutes in this embodiment) and does not respond to the change in the 690V bus voltage until after the hydrogen power system has been outputting for T3 time and then responds again to the power demand corresponding to the traction bus voltage.

[0045] Embodiment 2

[0046] Combined Figures 1 to 3 As shown, a control circuit for a hybrid power system based on a rail vehicle,

[0047] In the figure, a is the DC24V power supply bus, b is the train line in electric mode, and c is the train line in emergency stop mode. The network control unit VCU and the hydrogen power system FCU are respectively electrically connected to the energy storage battery system BAT, and the network control unit VCU is also connected to a network input / output unit. A hydrogen power control circuit breaker is connected in series between the hydrogen power system FCU and the power supply. The power supply is also electrically connected to a hybrid switch HYMS control circuit breaker, and the hybrid switch HYMS control circuit breaker is connected to a hybrid switch HYMS; the hybrid switch HYMS has two pairs of contacts, and the first pair of contacts of the hybrid switch HYMS are respectively electrically connected to the hydrogen power system FCU and the network input / output unit, and the second pair of contacts of the hybrid switch HYMS are respectively electrically connected to the hydrogen power system FCU and the network input / output unit.

[0048] During operation;

[0049] 1) Combined Figure 1 As shown, when the vehicle power supply is normal, the hydrogen power control circuit breaker FCUCB and the hybrid switch control circuit breaker HYCB are closed, the hybrid switch HYMS is in the hybrid position, and all contacts are not connected; the network input / output unit RIOM does not detect the closure of the 1-2 bit electric mode and the 3-4 bit hybrid mode, and the high voltage of the energy storage battery system BAT has been input, then after receiving the above state variables, the network control unit VCU outputs a hydrogen power system enable command, and the hydrogen power system FCU starts to work;

[0050] 2) Combined Figure 2 As shown, when it is detected that the hybrid switch HYMS (3-4) bit is connected, the network control unit VCU cancels the enable of the hydrogen power system, and after the pipeline purge of the hydrogen power system is completed, it shuts down and enters pure electric endurance;

[0051] 3) Combined Figure 3 As shown, when it is detected that the hybrid switch HYMS (1-2) bit is connected, the network control unit VCU cancels the enable of the hydrogen power system, and all output contactors of the hydrogen power system are disconnected, and it immediately shuts down protectively.

[0052] 4) When the vehicle energy storage battery system BAT needs to cut off the high voltage and exit the working mode, after the network control unit VCU receives the exit instruction request, it forwards the request to the hydrogen power system. The hydrogen power system enters the shutdown purge mode, and after the purge is completed, it feeds back the shutdown state, and the network control unit VCU sends a shutdown instruction for the energy storage battery system.

[0053] The preferred embodiments of the present invention disclosed above are only used to help illustrate the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made according to the content of this specification. These embodiments are selected and specifically described in this specification to better explain the principles and practical applications of the present invention, so that those skilled in the art can well understand and utilize the present invention. The present invention is only limited by the claims and their full scope and equivalents.

Claims

1. A control method for a hybrid power system based on a rail vehicle, characterized in that: The steps are as follows. When all four conditions of the driver's cab activation relay being activated, the high-voltage of the energy storage battery system being ready, the communication of the hydrogen power system being normal and in standby, and the hybrid switch being in the hybrid position are met, the network control unit activates the enabling signal for the hydrogen power system to be put into operation, and the vehicle enters the hybrid power mode. The hydrogen power system enters the idle mode from the standby state, and the output power rises at a certain slope and stabilizes at a set fixed value. In the hybrid power mode, when the vehicle is in the traction state, the energy storage battery system provides energy output, and the hydrogen power system provides endurance for the vehicle; when the vehicle is in the braking state, the energy storage battery system absorbs the electric braking energy and the energy output by the hydrogen power system. When the hybrid switch is in the electric position, the network control unit activates the reset signal for the hydrogen power system input command, and the vehicle enters the capacitor power supply mode, and the energy storage battery system provides energy output. When the hybrid switch is in the emergency stop position, the hydrogen power system is shut down. When the high-voltage of the energy storage battery system is removed, the driver presses the capacitor cut-off button, and the network control unit collects the command sent by the capacitor cut-off button and activates the reset signal for the hydrogen power system input command; then, after the hydrogen power system feeds back that the state of the hydrogen power system is in standby or shutdown state, the network control unit outputs a capacitor cut-off pulse signal, and the whole vehicle enters the high-voltage cut-off state.

2. A control method for a hybrid power system based on a rail vehicle according to claim 1, characterized in that: The input of the high-voltage of the energy storage battery system is not controlled by the network control unit and only accepts hard-wired control commands; the removal of the power supply of the energy storage battery system is not affected by the network control unit and the hydrogen power system and only accepts hard-wired control commands.

3. A control method for a hybrid power system based on a rail vehicle according to claim 1, characterized in that: When the vehicle network communication fails, the vehicle enters the emergency traction mode, and the network control unit stops sending the enabling signal for the hydrogen power system to be put into operation, and the hydrogen power system does not work.

4. A control method for a hybrid power system based on a rail vehicle according to claim 1, characterized in that: The power output of the hydrogen power system is adjusted according to the real-time state of charge (SOC) value of the energy storage battery system and the traction bus voltage; 1) In the start-up stage of the hydrogen power system, the network control unit distributes the power demand according to the real-time SOC value interval sent by the energy storage battery system. When the hydrogen power system receives the power request value, it rises at a certain slope and outputs the requested power; when the output power value of the hydrogen power system rises to the requested power value and remains unchanged for a certain time T1, it does not respond to the change of the real-time SOC value of the energy storage battery system until the hydrogen power system outputs continuously for a certain time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system again. 2) When the SOC value of the energy storage battery system is higher than the set value, the network control unit sends a shutdown instruction to the hydrogen power system, and the hydrogen stack of the hydrogen power system enters the shutdown state; within a certain time T2 after the hydrogen power system shuts down, it does not respond to the startup request of the network control unit for the hydrogen power system, and until the cumulative time T2, the hydrogen power system starts to respond to the power request of the network control unit.

5. A control method for a hybrid power system based on a rail vehicle according to claim 4, wherein: When the network control unit cannot receive the real-time power-on state SOC value sent by the energy storage battery system, the hydrogen power system detects the traction bus voltage; when the hydrogen power system detects that the traction bus voltage is lower than 680V, it outputs at a fixed power and remains unchanged for a certain time T2; when the hydrogen power system detects that the traction bus voltage is in the range of 690V - 820V, the hydrogen power system stops working; when the hydrogen power system detects that the traction bus voltage is in the range of 680V - 690V, it remains in the current state unchanged.

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