A hybrid locomotive control method and traction system

Abstract

The present invention discloses a hybrid locomotive control method and traction system. The power source of the hybrid locomotive includes a hydrogen fuel cell, a hydrogen internal combustion generator set and an energy storage power battery, and the energy ratio of the hydrogen fuel cell, hydrogen internal combustion generator set and energy storage power battery is set at 2:5:2. The hybrid locomotive control method includes a hybrid traction output power control method and a power battery charging control method. Through the method of the present invention, the train braking energy and the excess energy of the hydrogen fuel cell and hydrogen internal combustion train set are effectively recovered and utilized, ensuring the maximum economy of the locomotive operation.

Description

Technical Field

[0001] The present invention belongs to the field of rail transportation and relates to a hybrid power locomotive control method and traction system, and in particular to a hybrid power locomotive control method and traction system that is a three-power hybrid of a hydrogen fuel cell, a hydrogen fuel engine and an energy storage power battery. Background Art

[0002] Currently, hydrogen fuel cells are primarily used in the railway industry for shunting and tram applications. These systems typically have a total power output of less than 400kW and consist of multiple fuel cell groups, resulting in complex systems and significant control challenges. Existing hydrogen fuel cell locomotives utilize a hydrogen fuel cell + power battery system. Limited by the discharge time of the energy storage system, the locomotive's continuous power output depends on the total power output of the fuel cells. Mainline locomotives have heavy traction tonnage, long operating distances, and high fuel consumption. Limited by factors such as continuous power, hydrogen storage capacity, and traction, existing hydrogen fuel cell locomotives cannot meet the demands of mainline traction.

[0003] At the same time, due to the low efficiency of hydrogen fuel cells at full load and the low efficiency of hydrogen internal combustion engines at partial load, and the fact that both hydrogen fuel cells and hydrogen internal combustion engines are energy output devices and cannot perform energy recovery, energy storage power batteries need to be installed on the locomotive to recover energy and provide energy when the locomotive accelerates.

[0004] In summary, a hybrid mainline locomotive powered by a hydrogen fuel cell, a hydrogen fuel engine, and a storage battery can address all of the aforementioned issues. Key to the development of a three-power hybrid locomotive is optimizing the locomotive's control by combining the unique characteristics of the hydrogen fuel cell, hydrogen fuel engine, and energy storage system, ensuring it consistently operates in a high-efficiency range and maximizing energy recovery. Summary of the Invention

[0005] The purpose of the present invention is to overcome the problems of the prior art and disclose a hybrid locomotive control method and traction system. The method of the present invention effectively recovers and utilizes the train braking energy and the excess energy of hydrogen fuel cells and hydrogen internal combustion train sets, thereby ensuring the maximum economy of locomotive operation.

[0006] On the one hand, the purpose of the present invention is achieved through the following technical solutions:

[0007] A control method for a hybrid locomotive, wherein the power source of the hybrid locomotive includes a hydrogen fuel cell, a hydrogen internal combustion generator set, and an energy storage power battery, and the energy ratio of the hydrogen fuel cell, the hydrogen internal combustion generator set, and the energy storage power battery is set at 2:5:2;

[0008] The hybrid locomotive control method includes a hybrid traction output power control method, and the hybrid traction output power control method includes:

[0009] (1) When the locomotive load is ≤10%, the hydrogen fuel cell is started to operate in its 20%-50% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary power is ≤ the hydrogen fuel cell working power, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery. When the power battery SOC is ≥95%, charging is stopped;

[0010] (2) When 10% < locomotive load ≤ 50%, the hydrogen fuel cell is started to operate in its 50%-100% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is ≤ the working power of the hydrogen fuel cell, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery, and charging is stopped when the power battery SOC ≥ 95%; when the power required for locomotive traction and auxiliary is > 100% power of the working hydrogen fuel cell, the power battery outputs the corresponding power for supplementation;

[0011] (3) When 50% < locomotive load ≤ 90%, the hydrogen internal combustion generator set is started to operate in its 80%-100% load range, and the hydrogen fuel cell is started to operate in its 20%-50% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is ≤ the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is ≥ 95%; when the power required for locomotive traction and auxiliary is > 50% power of the working hydrogen fuel cell and 100% power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation;

[0012] (4) When 90% is less than the locomotive load and less than or equal to 100%, the hydrogen internal combustion generator set is started to operate in the load range of 80%-100%, and the hydrogen fuel cell is started to operate in the load range of 50%-100%, providing locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is less than or equal to the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is greater than or equal to 95%; when the power required for locomotive traction and auxiliary is greater than 100% power of the working hydrogen fuel cell and 100% power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation.

[0013] According to a preferred embodiment, the hybrid locomotive control method includes power battery charging control, and the power battery charging control includes: under the locomotive resistance braking condition, braking is performed through the braking force target value provided by the driver controller, and the generated dynamic braking energy is first used to charge the energy storage power battery, and the remaining power is consumed by the braking resistor; when the energy storage power battery SOC ≥ 95%, charging of the energy storage power battery is stopped.

[0014] According to a preferred embodiment, the hybrid locomotive control method includes: under traction operating conditions, only when the hydrogen fuel cell in the hydrogen fuel locomotive group fails, the hydrogen internal combustion generator set is used alone for traction.

[0015] On the other hand, the present invention also discloses:

[0016] A hybrid locomotive traction system comprises: an internal combustion generator set, a hydrogen fuel cell, an energy storage power battery, a braking resistor, and a traction motor. During locomotive traction, the hydrogen internal combustion generator set and / or the hydrogen fuel cell and the energy storage power battery are controlled to provide the required power for the locomotive according to the locomotive operating route and acceleration requirements. During braking, the energy generated by braking is used to charge the energy storage power battery. The hybrid locomotive traction system performs locomotive traction control based on the aforementioned hybrid locomotive control method.

[0017] According to a preferred embodiment, the hydrogen fuel cell is boosted by a DC / DC module, the hydrogen internal combustion generator set is mixed and integrated into the DC circuit of the locomotive through an AC / DC module, and the energy storage power battery is mixed and integrated into the DC circuit of the locomotive through a DC / DC module, and then inverted into a variable frequency and voltage three-phase AC power by a DC / AC frequency conversion module to drive the locomotive traction motor.

[0018] According to a preferred embodiment, the energy storage power battery includes but is not limited to a lithium battery, which is used as both an energy storage element and a power element.

[0019] The aforementioned main solution of the present invention and its various further options can be freely combined to form multiple solutions, all of which can be adopted and protected by the present invention. After understanding the solutions of the present invention, those skilled in the art will understand that there are many combinations based on existing technology and common knowledge, all of which are technical solutions to be protected by the present invention, and these are not exhaustive here.

[0020] Beneficial effects of the present invention: Through the hybrid locomotive control method of the present invention, hybrid traction of hydrogen fuel cells, hydrogen internal combustion engine sets and power batteries can be achieved:

[0021] The output power change rate of the hydrogen fuel cell is reduced, the large fluctuation of the hydrogen fuel cell load is avoided, the number of hydrogen fuel cell starts is reduced, the service life of the hydrogen fuel cell is extended, and the hydrogen fuel cell reaches the optimal cycle life;

[0022] It can effectively improve the efficiency of hydrogen fuel cells, making them work at the highest efficiency point of 20%-50% for a long time;

[0023] It can effectively improve the efficiency of hydrogen internal combustion engine units, making them work at the highest efficiency point of 80%-100% for a long time;

[0024] It can effectively recover and utilize the train braking energy and the excess energy of hydrogen fuel cells and hydrogen diesel train sets to ensure the maximum economy of locomotive operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a circuit principle block diagram of the hybrid locomotive traction system of the present invention. DETAILED DESCRIPTION

[0026] The following describes the embodiments of the present invention through specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. The details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other unless they conflict.

[0027] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0028] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0029] In addition, the present invention would like to point out that, in the present invention, unless the specific structure, connection relationship, positional relationship, power source relationship, etc. are specifically written out, the structure, connection relationship, positional relationship, power source relationship, etc. involved in the present invention are all known to those skilled in the art based on the existing technology without creative work.

[0030] Example 1:

[0031] This embodiment discloses a control method for a hybrid locomotive, wherein the power source of the hybrid locomotive includes a hydrogen fuel cell, a hydrogen internal combustion generator set and an energy storage power battery, and the energy ratio of the hydrogen fuel cell, the hydrogen internal combustion generator set and the energy storage power battery is set to 2:5:2.

[0032] The hybrid locomotive control method includes a hybrid traction output power control method, and the hybrid traction output power control method includes:

[0033] (1) When the locomotive load is ≤10%, the hydrogen fuel cell is started to operate in its 20%-50% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is ≤ the working power of the hydrogen fuel cell, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery. When the power battery SOC is ≥95%, charging is stopped.

[0034] (2) When 10% is less than the locomotive load and less than or equal to 50%, the hydrogen fuel cell is started to operate in the load range of 50%-100% to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is less than or equal to the working power of the hydrogen fuel cell, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is greater than or equal to 95%; when the power required for locomotive traction and auxiliary is greater than 100% power of the working hydrogen fuel cell, the power battery outputs the corresponding power for supplementation.

[0035] (3) When 50% is less than the locomotive load and less than or equal to 90%, the hydrogen internal combustion generator set is started to operate in the load range of 80%-100%, and the hydrogen fuel cell is started to operate in the load range of 20%-50%, providing locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is less than or equal to the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is greater than or equal to 95%; when the power required for locomotive traction and auxiliary is greater than 50% of the working power of the hydrogen fuel cell and 100% of the power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation.

[0036] (4) When 90% is less than the locomotive load and less than or equal to 100%, the hydrogen internal combustion generator set is started to operate in the load range of 80%-100%, and the hydrogen fuel cell is started to operate in the load range of 50%-100%, providing locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is less than or equal to the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is greater than or equal to 95%; when the power required for locomotive traction and auxiliary is greater than 100% power of the working hydrogen fuel cell and 100% power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation.

[0037] The load rates of the three power sources corresponding to different locomotive load rates are shown in the following table:

[0038]

[0039] Preferably, the hybrid locomotive control method includes power battery charging control. During the operation of the hydrogen fuel locomotive, the energy storage system is charged only by energy recovery, minimizing the use of hydrogen fuel cells or hydrogen internal combustion engines to charge the energy storage system and improving locomotive efficiency.

[0040] Specifically, the power battery charging control includes: under the locomotive resistance braking condition, braking is performed through the braking force target value provided by the driver controller, and the generated dynamic braking energy is first used to charge the energy storage power battery, and the remaining power is consumed by the braking resistor; when the energy storage power battery SOC ≥ 95%, charging of the energy storage power battery is stopped.

[0041] Preferably, the hybrid locomotive control method includes: under traction conditions, only when the hydrogen fuel cell in the hydrogen fuel locomotive fails, the hydrogen internal combustion generator set is used alone for traction, thereby improving the efficiency of hydrogen fuel use.

[0042] To ensure the locomotive operates in a high-efficiency range throughout the entire route and maximize energy recovery, the locomotive's traction and braking are controlled by combining the unique characteristics of the hydrogen fuel cell, hydrogen internal combustion generator set, and energy storage battery. The hybrid locomotive control method of the present invention ensures that the hydrogen internal combustion generator set operates within the 80%-100% load range, and the hydrogen fuel cell operates within the 20%-50% load range, minimizing the number of startups.

[0043] That is, the hybrid locomotive control method of the present invention can achieve hybrid traction of hydrogen fuel cells, hydrogen internal combustion engine sets, and power batteries:

[0044] The output power change rate of the hydrogen fuel cell is reduced, the large fluctuation of the hydrogen fuel cell load is avoided, the number of hydrogen fuel cell starts is reduced, the service life of the hydrogen fuel cell is extended, and the hydrogen fuel cell reaches the optimal cycle life;

[0045] It can effectively improve the efficiency of hydrogen fuel cells, making them work at the highest efficiency point of 20%-50% for a long time;

[0046] It can effectively improve the efficiency of hydrogen internal combustion engine units, making them work at the highest efficiency point of 80%-100% for a long time;

[0047] It can effectively recover and utilize the train braking energy and the excess energy of hydrogen fuel cells and hydrogen diesel train sets to ensure the maximum economy of locomotive operation.

[0048] Example 2

[0049] On the basis of Example 1, this embodiment further discloses:

[0050] A hybrid locomotive traction system includes an internal combustion generator set, a hydrogen fuel cell, an energy storage battery, a brake resistor, and a traction motor. The hybrid locomotive traction system uses the hybrid locomotive control method described in Example 1 to perform locomotive traction control.

[0051] During traction, the locomotive uses a hydrogen internal combustion generator set and / or hydrogen fuel cell and energy storage battery to provide the required power, depending on the locomotive's route and acceleration requirements. During braking, the energy generated by braking is used to charge the energy storage battery. According to a preferred embodiment, the hydrogen fuel cell is boosted by a DC / DC module, the hydrogen internal combustion generator set is boosted by an AC / DC module, and the energy storage battery is boosted by a DC / DC module, all integrated into the locomotive's DC circuit. This is then converted into variable-frequency, variable-voltage, three-phase AC power by a DC / AC inverter module to drive the locomotive's traction motor.

[0052] Preferably, the energy storage power battery includes but is not limited to a lithium battery, which is used as both an energy storage element and a power element.

[0053] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A hybrid locomotive control method, characterized in that: The power source of the hybrid locomotive includes a hydrogen fuel cell, a hydrogen internal combustion generator set and an energy storage power battery, and the energy ratio of the hydrogen fuel cell, the hydrogen internal combustion generator set and the energy storage power battery is set at 2:5:2; The hybrid locomotive control method includes a hybrid traction output power control method, and the hybrid traction output power control method includes: (1) When the locomotive load is ≤10%, the hydrogen fuel cell is started to operate in its 20%-50% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary power is ≤ the hydrogen fuel cell working power, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery. When the power battery SOC is ≥95%, charging is stopped; (2) When 10% < locomotive load ≤ 50%, the hydrogen fuel cell is started to operate in its 50%-100% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is ≤ the working power of the hydrogen fuel cell, the excess power of the hydrogen fuel cell is used to charge the energy storage power battery, and charging is stopped when the power battery SOC ≥ 95%; when the power required for locomotive traction and auxiliary is > 100% power of the working hydrogen fuel cell, the power battery outputs the corresponding power for supplementation; (3) When 50% < locomotive load ≤ 90%, the hydrogen internal combustion generator set is started to operate in its 80%-100% load range, and the hydrogen fuel cell is started to operate in its 20%-50% load range to provide locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is ≤ the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is ≥ 95%; when the power required for locomotive traction and auxiliary is > 50% power of the working hydrogen fuel cell and 100% power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation; (4) When 90% is less than the locomotive load and less than or equal to 100%, the hydrogen internal combustion generator set is started to operate in the load range of 80%-100%, and the hydrogen fuel cell is started to operate in the load range of 50%-100%, providing locomotive traction power and auxiliary power; when the power required for locomotive traction and auxiliary is less than or equal to the working power of the hydrogen fuel cell and the power of the hydrogen internal combustion generator set, the excess power is used to charge the energy storage power battery, and charging is stopped when the power battery SOC is greater than or equal to 95%; when the power required for locomotive traction and auxiliary is greater than 100% power of the working hydrogen fuel cell and 100% power of the hydrogen internal combustion generator set, the power battery outputs the corresponding power for supplementation.

2. The hybrid locomotive control method according to claim 1, wherein: The hybrid locomotive control method includes power battery charging control, and the power battery charging control includes: Under the locomotive resistance braking condition, braking is performed according to the braking force target value provided by the driver controller. The generated dynamic braking energy is first used to charge the energy storage power battery, and the remaining power is consumed by the braking resistor; when the energy storage power battery SOC ≥ 95%, charging of the energy storage power battery is stopped.

3. The hybrid locomotive control method according to claim 1, wherein: The hybrid locomotive control method includes: Under traction conditions, the hydrogen internal combustion generator set is used alone for traction only when the hydrogen fuel cell in the hydrogen fuel locomotive fails.

4. A hybrid locomotive traction system, characterized in that: The hybrid locomotive traction system includes: an internal combustion generator set, a hydrogen fuel cell, an energy storage power battery, a braking resistor and a traction motor; When the locomotive is traction, the hydrogen internal combustion generator set and / or hydrogen fuel cell and energy storage power battery are controlled to provide the required power for the locomotive according to the locomotive running route and acceleration requirements; when braking, the energy generated by braking is used to charge the energy storage power battery; The hybrid locomotive traction system performs locomotive traction control based on the hybrid locomotive control method according to any one of claims 1 to 3.

5. The hybrid locomotive traction system according to claim 4, wherein: After the hydrogen fuel cell is boosted by the DC / DC module, the hydrogen internal combustion generator set is mixed and integrated into the locomotive's DC circuit through the AC / DC module, and the energy storage power battery is mixed and integrated into the locomotive's DC circuit through the DC / DC module, and then converted into variable frequency and variable voltage three-phase AC power through the DC / AC frequency conversion module to drive the locomotive's traction motor.

6. The hybrid locomotive traction system according to claim 4, wherein: The energy storage power battery includes but is not limited to a lithium battery, which is used as both an energy storage element and a power element.

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