A method of configuring a hydrogen powered train

Abstract

The application discloses a configuration method of a hydrogen energy train, which comprises a group of electric traction force motors, fuel cells for providing power required by traction force through reaction of hydrogen and air, a heat exchange system, an air system for providing air for the fuel cells, a cooling system for cooling the fuel cell generator, a group of batteries for storing power generated by the fuel cell generator, an electronic flow system, and a storage tank vehicle and corresponding hydrogen conveying device for storing a large amount of liquid hydrogen. The method combines clean and renewable hydrogen energy with railway transportation, and provides a reliable and pollution-free transportation mode. In particular, in order to cope with long-distance transportation, the method uses liquid hydrogen as transportation fuel, and greatly improves the endurance of the train. In order to further save energy, the application further introduces a heat exchange system, so that the excess cold energy in the liquid hydrogen and the excess heat generated by the fuel cells are used in the air conditioning system of the locomotive.

Description

TECHNICAL FIELD

[0001] The present application relates to a method for configuring a hydrogen energy train, belonging to the field of hydrogen energy. BACKGROUND

[0002] Nowadays, the global climate problem caused by carbon emissions is getting more and more attention. Compared with traditional fossil energy, the combustion product of hydrogen is only water, which will not bring any carbon emissions and other pollutants. In addition, the energy density of hydrogen is higher than that of fossil fuels, and the efficiency of fuel cells is also much higher than that of internal combustion engines. At the same time, hydrogen energy is a renewable energy source, which can be converted with electric energy, and its production is controllable, and it is not easily affected by international political factors. It is a very potential and reliable fuel resource. At present, there have been a lot of attempts in the field of hydrogen energy vehicles. However, the problems of hydrogen storage and hydrogen transportation have greatly limited the endurance of hydrogen energy vehicles.

[0003] Railway transportation is a reliable, efficient and low-cost transportation mode. Compared with cars, trains have more space for storing hydrogen, especially for storing liquid hydrogen instead of hydrogen gas. When hydrogen energy is combined with trains, there will be no low endurance problem faced by hydrogen energy vehicles. In addition, the structure of hydrogen energy locomotive is similar to that of diesel-electric locomotive, which can be completely modified from the existing diesel-electric locomotive, saving manufacturing cost. Since hydrogen fuel cells need to use hydrogen gas, and in order to meet the needs of long-distance transportation, the hydrogen fuel reserves carried on the train should be in liquid state. The configuration method of the train needs to solve how to safely and effectively carry and transport hydrogen, convert liquid hydrogen into hydrogen gas, and send it to the hydrogen fuel cell. SUMMARY

[0004] The purpose of the present application is to overcome the deficiencies in the prior art, and to provide a method for configuring a hydrogen energy train, which can solve the problems of inconvenient use of hydrogen gas and poor endurance in carrying liquid hydrogen.

[0005] Technical solution: In order to solve the above technical problems, the present application provides a method for configuring a hydrogen energy train, which comprises a set of electric traction force motors, first and second fuel cell power modules to provide the required power for traction by the reaction of hydrogen and air, a heat exchange system, an air system to provide air for the fuel cell, a cooling system to cool the fuel cell generator, a set of batteries for storing the electric energy generated by the fuel cell generator, an electronic flow system, and a storage tank car storing a large amount of liquid hydrogen and corresponding hydrogen delivery device. The method includes the following execution of the flow:

[0006] 1) receiving a certain energy request to the traction motor;

[0007] 2) determining the current required to generate the requested energy;

[0008] 3) distributing the required current to the first and second fuel cell power modules;

[0009] 4) determining the mass flow of air required to the first and second fuel cell power modules to generate the respective portion of the required current;

[0010] 5) using a compressor to provide the first and second fuel cell power modules with the required mass flow of air to generate the respective portion of the required current;

[0011] 6) using the first and second static control valves to balance the mass flow of air through the first and second fuel cells;

[0012] 7) setting a radiator fan speed for a radiator in a cooling fluid path providing cooling flow between a selected fuel cell cooling outlet and a selected fuel cell cooling inlet to control the radiator cooling outlet temperature;

[0013] 8) selectively diverting a portion of the cooling flow around the radiator through a shunt fluid path between the selected fuel cell cooling outlet and the selected fuel cell cooling inlet to control the temperature of the selected fuel cell cooling outlet;

[0014] 9) controlling the transfer of electrical power from a fuel cell generator to a battery through a DC to DC converter system including a first DC to DC converter coupled to a fuel cell bus interface of the fuel cell generator and a second DC to DC converter coupled to a battery bus interface;

[0015] 10) when the pressure in the hydrogen storage tank is less than a set value, hydrogen is transferred from a liquid hydrogen storage tank car to the hydrogen tank located on the locomotive until the pressure in the hydrogen storage tank is greater than a set value.

[0016] As a preferred, the method further comprises the following procedures:

[0017] 1) measuring the radiator outlet temperature in a cooling system, the radiator inlet receiving coolant flowing from the fuel cell power module outlet and selectively providing coolant to the fuel cell power module inlet.

[0018] 2) when the radiator outlet temperature is below a selected temperature, setting a radiator fan and adjusting to a warm-up temperature.

[0019] 3) when the radiator outlet temperature is above a selected temperature, performing a linear interpolation between a minimum fan speed and a maximum fan speed based on the thermal load on the fuel cell power module to determine an open loop fan speed.

[0020] 4) measuring the radiator coolant outlet temperature and in response performing a closed loop correction on the open loop fan speed using a processing system to set the fan speed in a run mode.

[0021] As a preference, the method further comprises the following steps:

[0022] 1) Measure the coolant temperature at the inlet of the fuel cell power module cooling.

[0023] 2) When the coolant temperature at the inlet of the fuel cell power module cooling is below a selected temperature, close the outlet valve of a radiator and open a bypass valve to bypass coolant so that coolant exiting the fuel cell power module cooling outlet re-enters the fuel cell cooling inlet.

[0024] 3) When the coolant temperature at the inlet of the fuel cell power module cooling is above a selected temperature, open the radiator outlet valve.

[0025] 4) Measure the radiator inlet temperature.

[0026] 5) If the radiator inlet temperature is below a selected fuel cell power module cooling inlet temperature, open the bypass valve.

[0027] 6) If the radiator inlet temperature is above a selected fuel cell power module cooling inlet temperature, close the bypass valve by a certain proportion of the difference between the cooling inlet temperature and the power module inlet set point to the ratio of the radiator inlet temperature and the radiator outlet temperature difference.

[0028] As a preference, the fuel cell comprises two power modules, a first and a second, each fuel cell module including a static control valve to balance air flow to the first and second fuel cell power modules. The method further comprises executing with the system processor:

[0029] 1) Determine a required current;

[0030] 2) Determine corresponding stoichiometric ratios in the first and second power modules from the required current;

[0031] 3) Assign a portion of the required current to the first and second power modules;

[0032] 4) Determine an air mass flow set point for the first and second power modules, respectively, based on the corresponding assigned current and corresponding static set point;

[0033] 5) Determine the air mass flow set point based on the ratio of the measured air mass flow of the power module to the sum of the measured air mass flow of the first and second power modules;

[0034] 6) Determine a process variable for the first and second power modules, respectively, from the ratio of the measured air mass flow of the power module to the sum of the measured air mass flow of the first and second power modules;

[0035] 7) for the first and second power modules, respectively, correct the respective air mass flow set points with the respective process variable to generate a command to command the static valve of the selected power module to open or close.

[0036] As a preference, the locomotive comprises a set of batteries for storing the electric power generated by the power modules, electrical equipment and a DC / DC converter for connecting the power modules to the batteries and the electrical equipment. The method further comprises executing with the processor:

[0037] 1) in start-up mode, transferring energy from the batteries to the electrical equipment through the medium voltage bus;

[0038] 2) in running mode, transferring energy from the power modules to the batteries through the battery bus and from the power modules to the equipment through the medium voltage bus;

[0039] 3) in the initial phase of shutdown mode, transferring energy from the power modules to the equipment through the medium voltage bus, and in the subsequent phase of shutdown mode, transferring energy from the batteries to the equipment through the medium voltage bus.

[0040] As a preference, comprising managing with the processing system the power provided from the power modules to the batteries during the running mode, comprising:

[0041] 1) determining the total power available from the power modules by determining the current available from the current air mass flow to the power modules;

[0042] 2) determining the net power available to the batteries by subtracting the power required by the equipment on the medium voltage bus from the total power available;

[0043] 3) setting the set point of the DC / DC converter according to the net power available for controlling the amount of energy transferred from the power modules to the batteries through the battery bus.

[0044] As a preference, further comprising determining for the processing system a maximum allowed power:

[0045] 1) calculating the maximum allowed power from the power modules by the product of the default maximum allowed power and the power factor;

[0046] 2) calculating a total allowed power which is the minimum of the maximum allowed power and the required power.

[0047] As a preference, further comprising determining the hydrogen surplus by:

[0048] 1) recording the minimum amount of hydrogen in the current hydrogen tank and the amount of liquid hydrogen remaining in the liquid hydrogen tank truck

[0049] 2) calculating the hydrogen consumption according to the current generated by the fuel cell and the flow rate of hydrogen flowing into the fuel cell

[0050] 3) Calculate the hydrogen surplus by the amount of hydrogen used

[0051] As a preferred embodiment, the heat exchange system further comprises a hydrogen heat exchanger and a fuel cell coolant heat exchanger, wherein:

[0052] 1) The hydrogen heat exchanger provides cooling for the locomotive air conditioning system, and further comprises the following flow:

[0053] I. The low-temperature hydrogen in the hydrogen delivery device enters the hydrogen heat exchanger, and after passing through the hydrogen heat exchanger, it flows into the hydrogen storage tank;

[0054] II. When the air temperature inside the locomotive is 1℃ higher than the set temperature, open a shunt valve to make the air conditioning liquid flow into the hydrogen heat exchanger;

[0055] III. When the air temperature inside the locomotive is equal to the set temperature, close the shunt valve;

[0056] 2) The coolant heat exchanger provides heat for the locomotive air conditioning system, and further comprises the following flow:

[0057] I. The coolant flows out of the fuel cell cooling outlet, passes through the coolant heat exchanger and flows into the cooler;

[0058] II. When the air temperature inside the locomotive is 1℃ lower than the set temperature, open a shunt valve to make the air conditioning liquid flow into the coolant heat exchanger;

[0059] III. When the air temperature inside the locomotive is equal to the set temperature, close the shunt valve.

[0060] As a preferred embodiment, the liquid hydrogen storage tank car further comprises:

[0061] 1) Connected to the locomotive;

[0062] 2) A double-walled structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage;

[0063] 3) A booster pump to provide additional pressure required for hydrogen delivery;

[0064] 4) Connected to the hydrogen delivery device.

[0065] As a preferred embodiment, the hydrogen delivery device comprises an inlet valve, a liquid hydrogen delivery pipe, a gasification device, a hydrogen heat exchanger, a liquid hydrogen delivery pipe booster pump, an outlet valve, and a pressure gauge, wherein:

[0066] 1) The inlet valve is connected to the hydrogen storage tank of the liquid hydrogen storage tank car and the liquid hydrogen delivery pipe 1;

[0067] 2) The liquid hydrogen delivery pipe has a double-walled structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage;

[0068] 3) a pressurizing pump connects the liquid hydrogen delivery pipe 1 and the liquid hydrogen delivery pipe 2;

[0069] 4) a vaporizer is connected to the liquid hydrogen delivery pipe 2, and the liquid hydrogen is heated and vaporized in the vaporizer;

[0070] 5) the hydrogen delivery pipe 1 is located between the locomotive and the liquid hydrogen tank car;

[0071] 6) the hydrogen delivery pipe 1 is a sealed metal hose to facilitate the delivery of hydrogen between two cars of the train;

[0072] 7) the hydrogen delivery pipe 1 has a double-walled structure with a vacuum between the two walls to maintain the temperature of the low-temperature hydrogen therein;

[0073] 8) a hydrogen heat exchanger is connected to the liquid hydrogen vaporizer through the hydrogen delivery pipe 1;

[0074] 9) the hydrogen heat exchanger is connected to the outlet valve through the hydrogen delivery pipe 2;

[0075] 10) the outlet valve is connected to the hydrogen delivery pipe 2 and the hydrogen tank located in the locomotive.

[0076] As a preferred embodiment, the vaporizer comprises:

[0077] 1) a container with a double-walled structure with a vacuum between the two walls to prevent heat exchange with the outside;

[0078] 2) a heater;

[0079] 3) when the pressure in the container is less than a set value, the heater is turned on;

[0080] 4) when the pressure in the container is greater than a set value, the heater is turned off.

[0081] As a preferred embodiment, the liquid hydrogen vaporizer can use a tube structure to transfer the cold energy carried by the hydrogen to the air conditioning cooling liquid.

[0082] As a preferred embodiment, the hydrogen delivery system further comprises the following hydrogen filling process:

[0083] 1) when the pressure in the hydrogen tank located in the locomotive is lower than a set value, the hydrogen delivery system receives a request to fill hydrogen;

[0084] 2) the inlet valve is opened;

[0085] 3) the pressurizing pump is turned on;

[0086] 4) the outlet valve is opened;

[0087] 5) when the pressure in the hydrogen tank located in the locomotive is higher than a set value, the hydrogen delivery system receives a request to stop filling hydrogen;

[0088] 6) Inlet valve closed;

[0089] 7) Liquid hydrogen is evacuated from the liquid hydrogen delivery pipe and the pressure in the heater stabilizes, the outlet valve is closed;

[0090] 8) The pressurization pump is closed.

[0091] In the present invention, the radiator outlet temperature is measured in a cooling system, the radiator inlet receives coolant from the fuel cell power module outlet and selectively provides coolant to the fuel cell power module inlet; when the radiator outlet temperature is below a certain selected temperature, a radiator fan is set and adjusted to a preheat temperature; when the radiator outlet temperature is above a certain selected temperature, the open loop fan speed is determined based on the heat load on the fuel cell power module linearly interpolated between a minimum fan speed and a maximum fan speed; the radiator coolant outlet temperature is measured and a closed loop correction is performed on the open loop fan speed using a processing system to set the fan speed in a run mode.

[0092] In the present invention, the coolant temperature at the fuel cell power module cooling inlet is measured; when the coolant temperature at the fuel cell power module cooling inlet is below a certain selected temperature, an outlet valve of a radiator is closed and a bypass valve is opened to bypass coolant so that coolant from the fuel cell power module cooling outlet is reflowed into the fuel cell cooling inlet; when the coolant temperature at the fuel cell power module cooling inlet is above a certain selected temperature, the radiator outlet valve is opened; the radiator inlet temperature is measured; if the radiator inlet temperature is below a certain selected fuel cell power module cooling inlet temperature, the bypass valve is opened; if the radiator inlet temperature is above a certain selected fuel cell power module cooling inlet temperature, the bypass valve is closed by a certain proportion of the difference between the cooling inlet temperature and the power module inlet set point and the ratio of the radiator inlet temperature and the radiator outlet temperature.

[0093] In the present invention, a fuel cell includes two power modules, a first and a second, each fuel cell module including a static control valve to balance air flow to the first and second modules. The method further includes executing with a system processor the following processes, determining a desired current; determining from the desired current a corresponding stoichiometric ratio for the first and second power modules; allocating a portion of the desired current to the first and second power modules; determining for the first and second power modules, respectively, an air mass flow set point based on the corresponding allocated current, the corresponding static set point; determining for the first and second power modules, respectively, a process variable from a ratio of a measured air mass flow of the power module to a sum of measured air mass flows of the first and second power modules; and for the first and second power modules, respectively, correcting the corresponding air mass flow set point with the corresponding process variable to generate a command to direct the static valve of the selected power module to open or close.

[0094] In the present invention, the locomotive includes a set of batteries for storing power generated by fuel cells, electrical equipment, and a DC / DC converter for connecting the power modules to the batteries and electrical equipment. The method further includes executing with a processor the following processes, in a start-up mode, transferring energy from the batteries to the electrical equipment over a medium voltage bus; in a running mode, transferring energy from the power modules to the batteries over a battery bus and from the power modules to the equipment over the medium voltage bus; and in an initial phase of a shut-down mode, transferring energy from the power modules to the equipment over the medium voltage bus and in a subsequent phase of the shut-down mode, transferring energy from the batteries to the equipment over the medium voltage bus. Managing with the processing system the power provided from the power modules to the batteries during the operating modes by determining a total power available from the power modules by determining a current available from the current air mass flow to the power modules; determining a net power available to the batteries by subtracting from the total power available a power required by the equipment on the medium voltage bus; and setting a set point of the DC / DC converter based on the net power available for controlling the energy transferred from the power modules to the batteries over the battery bus. Determining for the processing system a maximum allowed power by calculating a maximum allowed power from the power modules by a product of a default maximum allowed power and a power factor, and calculating a total allowed power as a minimum of the maximum allowed power and a required power.

[0095] The configuration method comprises a heat exchange system, further comprising a hydrogen heat exchanger and a fuel cell coolant heat exchanger, wherein the hydrogen heat exchanger provides cold energy for the air conditioning system of the train, and further comprising the following process: the low-temperature hydrogen gas formed by gasification of the liquid hydrogen flowing out of the liquid hydrogen tank truck enters the hydrogen heat exchanger, and then flows into the hydrogen storage tank after passing through the hydrogen heat exchanger; when the air temperature in the train is 1℃ higher than the set temperature, a shunt valve is opened, and the air conditioning liquid flows into the hydrogen heat exchanger; when the air temperature in the train is equal to the set temperature, the shunt valve is closed. The coolant heat exchanger provides heat for the air conditioning system of the train, and further comprises the following process: the coolant flows out of the fuel cell power module cooling outlet, passes through the coolant heat exchanger and flows into the cooler; when the air temperature in the train is 1℃ lower than the set temperature, a shunt valve is opened, and the air conditioning liquid flows into the coolant heat exchanger; when the air temperature in the train is equal to the set temperature, the shunt valve is closed.

[0096] In the present invention, the liquid hydrogen storage tank vehicle in the configuration method comprises: a connection with the locomotive; a double-layer outer wall structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage; a booster pump to provide the additional pressure required when transporting hydrogen; and a connection with the hydrogen transport device. The hydrogen transport device comprises an inlet valve, a liquid hydrogen transport pipe, a gasification device, a hydrogen heat exchanger, a liquid hydrogen transport pipe booster pump, an outlet valve, and a pressure gauge, wherein the inlet valve is connected to the hydrogen storage tank of the liquid hydrogen storage tank vehicle and the liquid hydrogen transport pipe 1; the liquid hydrogen transport pipe has a double-layer outer wall structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage; the booster pump is connected to the liquid hydrogen transport pipe 1 and the liquid hydrogen transport pipe 2; the gasification device is connected to the liquid hydrogen transport pipe 2, and the liquid hydrogen is heated and gasified in the gasification device; the hydrogen heat exchanger is connected to the liquid hydrogen gasification device through the hydrogen transport pipe 1; the liquid hydrogen gasification device is connected to the outlet valve through the hydrogen transport pipe 2; and the outlet valve is connected to the hydrogen transport pipe and the hydrogen storage tank located in the locomotive. The gasification device comprises a container with a double-layer outer wall structure with a vacuum between the two layers to prevent heat exchange with the outside world; and a heater. When the pressure in the container is less than a set value, the heater is turned on; when the pressure in the container is greater than a set value, the heater is turned off. The liquid hydrogen gasification device can use a tubular structure to transfer the cold energy carried by the hydrogen to the air conditioning cooling liquid. The hydrogen transport device comprises the following hydrogen filling process: (1) when the pressure in the hydrogen storage tank located in the locomotive is lower than a set value, the hydrogen transport device receives a hydrogen filling request; (2) the inlet valve is opened; (3) the booster pump is turned on; (4) the outlet valve is opened; (5) the hydrogen transport pipe 1 is located between the locomotive and the liquid hydrogen storage tank vehicle; (6) the hydrogen transport pipe 1 is a sealed metal hose to facilitate the transportation of hydrogen between the two carriages of the train; (7) the hydrogen transport pipe 1 has a double-layer outer wall structure with a vacuum between the two layers to maintain the temperature of the low-temperature hydrogen; (8) the hydrogen heat exchanger is connected to the liquid hydrogen gasification device through the hydrogen transport pipe 1; (9) the hydrogen heat exchanger is connected to the outlet valve through the hydrogen transport pipe 2; and (10) the outlet valve is connected to the hydrogen transport pipe 2 and the hydrogen storage tank located in the locomotive.

[0097] Advantages: Compared with the prior art, the present invention has the following advantages:

[0098] (1) The present invention provides a configuration scheme for a hydrogen energy train, which uses liquid hydrogen instead of hydrogen gas as the carrier fuel for the train, greatly enhancing the endurance of the hydrogen energy train. At the same time, since the pressure of liquid hydrogen during storage is one atmosphere, liquid hydrogen is more safe and reliable during transportation than high-pressure hydrogen gas.(2) The present invention introduces a hydrogen transport device from the liquid hydrogen storage tank vehicle to the hydrogen storage tank, solving the problem of using hydrogen gas as fuel for fuel cells while transporting liquid hydrogen as fuel. The hydrogen transport device adopts the method of gasification before transportation to the locomotive, reducing the cost of hydrogen transportation and increasing the safety of hydrogen transportation.(3) The excess cold energy of liquid hydrogen is utilized in the air conditioning system of the locomotive, further reducing energy consumption. BRIEF DESCRIPTION OF DRAWINGS

[0099] Figure 1 This is a schematic diagram of the system of the present invention.

[0100] Figure 2 This is a diagram showing the relationship between the fuel cell module and the static control valve.

[0101] Figure 3 This is a schematic diagram of a heat exchange system.

[0102] Figure 4 This is a system composition diagram of a hydrogen transport unit. Detailed Implementation

[0103] The invention will now be further described with reference to the accompanying drawings.

[0104] like Figure 1 As shown, the hydrogen-powered train includes an electrical control box connected to the battery. The control box is also connected to the traction motor blower and the traction motor itself. The control box is sequentially connected to a DC / DC converter and a fuel cell. The fuel cell includes first and second fuel cell power modules. The hydrogen required by the first and second fuel cell power modules is supplied by a hydrogen storage tank, which is refilled through a hydrogen delivery system. A liquid hydrogen tanker car supplies liquid hydrogen to the delivery system. The locomotive head mainly houses the driver's cab and control system. Four traction motors are located at the bottom of the locomotive, the battery is located in the middle, the hydrogen storage tanks (1-9) are located at the top, and the fuel cell is located at the rear. The liquid hydrogen tanker car is connected to the locomotive. The hydrogen transport unit includes an inlet valve, a liquid hydrogen transport pipe, a vaporization device (4-1), a hydrogen heat exchanger (3-1), a liquid hydrogen transport pipe pressurization pump, an outlet valve, and a pressure gauge. The inlet valve is connected to the hydrogen storage tank of the liquid hydrogen storage tanker and the liquid hydrogen transport pipe 1. The liquid hydrogen transport pipe has a double-walled structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage. The pressurization pump is connected to the liquid hydrogen transport pipe 1 and the liquid hydrogen transport pipe 2. The vaporization device is connected to the liquid hydrogen transport pipe 2, where the liquid hydrogen is heated and vaporized. The hydrogen heat exchanger is connected to the liquid hydrogen vaporization device through the hydrogen transport pipe 1. The liquid hydrogen vaporization device is connected to the outlet valve through the hydrogen transport pipe 2. The outlet valve is connected to the hydrogen transport pipe and the hydrogen storage tank located on the locomotive.

[0105] In this invention, the formula for calculating the train's range is as follows: Where d represents the driving range, V 氢 ρ is the volume of hydrogen. 氢 The density of hydrogen, ΔH cThe combustion heat of hydrogen is η, the efficiency of hydrogen fuel cell is mtrain, the total mass of the train is SEC, the energy consumption efficiency of the freight train is 141.8 MJ / kg, the combustion heat of hydrogen under standard state is 141.8 MJ / kg, the efficiency of fuel cell is generally 50%-60%, and the fuel cell efficiency is 50% in this estimation. When only hydrogen is used, the locomotive can accommodate 10 cubic meters of hydrogen, and the high-pressure hydrogen density under 35 MPa is 23 kg / m 3 According to the calculation of the cruising range formula, the cruising range is 62.8 kilometers. When liquid hydrogen storage tank cars are used, a storage tank car can carry 60 cubic meters of liquid hydrogen, and the density is 70.8 kg / m 3 According to the calculation of the cruising range formula, the cruising range is 62.8 kilometers. When liquid hydrogen storage tank cars are used, a storage tank car can carry 60 cubic meters of liquid hydrogen, and the density is 70.8 kg / m 3 From the estimation, it can be seen that the use of liquid hydrogen and the addition of a liquid hydrogen storage tank car can greatly improve the cruising range and solve the problem of short cruising range and the need for constant refueling when only hydrogen is used.

[0106] A configuration method of a hydrogen energy train, the operation of the train is performed through the following processes. First, a certain energy request to the traction motor is received, the current required to generate the requested energy is determined, and the required current is distributed to the first and second fuel cell power modules. Then, the air mass flow required to supply the first and second energy cell modules to generate the corresponding part of the required current is determined, and the required air mass flow is provided to the first and second fuel cell power modules using a compressor to generate the corresponding part of the required current. The first and second static control valves are used to balance the air mass flow through the first and second fuel cells, the radiator fan speed is set for the radiator in the cooling liquid passage, which provides cooling flow between the cooling outlet of the selected fuel cell power module and the cooling inlet of the selected fuel cell power module, thereby controlling the temperature of the radiator cooling outlet. A portion of the cooling flow around the cooler is selectively diverted through the shunt liquid passage between the cooling outlet of the selected fuel cell power module and the cooling inlet of the selected fuel cell power module to control the temperature of the cooling outlet of the selected fuel cell power module. Finally, the transfer of electrical energy from the fuel cell generator to the battery is controlled through the DC-DC converter system, which includes a first DC-DC converter coupled to the fuel cell bus interface of the fuel cell generator and a second DC-DC converter coupled to the battery bus interface. In addition, when the pressure in the hydrogen tank is less than a set value, hydrogen is transferred from the liquid hydrogen storage tank car to the hydrogen tank located in the locomotive until the pressure in the hydrogen tank is higher than a set value.

[0107] The hydrogen storage tank is located on the upper part of the locomotive, which can facilitate the direct discharge of hydrogen when hydrogen leakage occurs, thereby increasing safety. Since the train is configured to use liquid hydrogen as the storage fuel, the hydrogen storage tank can use a lower pressure than the commonly used 32Mpa high-pressure hydrogen, which can reduce the risk of leakage and explosion while reducing the cost of hydrogen storage tank materials and improving safety.

[0108] The cooling system operates as follows. The radiator outlet temperature is measured, the radiator inlet receives coolant from the fuel cell power module outlet, and the fuel cell power module inlet is selectively provided with coolant; when the radiator outlet temperature is below a certain selected temperature, a radiator fan is set and adjusted to a preheating temperature; when the radiator outlet temperature is higher than a certain selected temperature, the open-loop fan speed is determined based on the heat load on the fuel cell power module between the minimum fan speed and the maximum fan speed; the radiator coolant outlet temperature is measured, and in response, the open-loop fan speed is corrected by the processing system to set the fan speed in the operating mode.

[0109] The fuel cell cooling is carried out as follows. The coolant temperature at the fuel cell power module cooling inlet is measured; when the coolant temperature at the fuel cell power module cooling inlet is lower than a certain selected temperature, the outlet valve of a radiator is closed and a bypass valve is opened to bypass the coolant, so that the coolant flowing out of the fuel cell power module cooling outlet flows into the cooling inlet of the fuel cell power module; when the coolant temperature at the fuel cell power module cooling inlet is higher than a certain selected temperature, the radiator outlet valve is opened; the radiator inlet temperature is measured; if the radiator inlet temperature is lower than a certain selected fuel cell power module cooling inlet temperature, the bypass valve is opened; if the radiator inlet temperature is higher than a certain selected fuel cell power module cooling inlet temperature, the bypass valve is closed by a certain proportion of the difference between the cooling inlet temperature and the power module inlet set point and the ratio of the radiator inlet temperature and the radiator outlet temperature.

[0110] wherein the fuel cell includes two power modules, a first and a second, each power module including a static control valve (2-1a and 2-1b) to balance air flow to the first and second modules. The method further includes executing, with the system processor, the following processes: first, determining a required current and determining corresponding stoichiometric ratios in the first and second power modules based on the required current, and then allocating a portion of the required current to the first and second power modules. For the first and second power modules, determining an air mass flow set point based on the corresponding static set point and the corresponding allocated current. For the first and second power modules, determining a process variable from a ratio of a measured air mass flow of the power module to a sum of the measured air mass flows of the first and second power modules, and finally correcting the corresponding air mass flow set point with the corresponding process variable to generate a command to open or close the static valve of the selected power module. In start and braking modes, the two static control valves are fully open. In motoring mode, for the first and second fuel cell modules, the process variable is a ratio of the air mass flow set point of the fuel cell power module to the total air mass flow set point, which is given by

[0111]

[0112]

[0113] wherein P1 is the process variable for the first fuel cell power module, P2 is the process variable for the second fuel cell power module, F1 is the air mass flow set point for the first fuel cell power module, and F2 is the air mass flow set point for the second fuel cell power module.

[0114] When the process variable for the first or second fuel cell module is less than 0.5, then the static control valve for the corresponding power module is started to close until its corresponding process variable equals 0.5.

[0115] The locomotive includes a set of batteries for storing power generated by the power modules, electrical equipment, and a DC / DC converter for connecting the power modules to the batteries and the electrical equipment. The locomotive is operated by executing, with the processor, the following processes: in start mode, transferring energy from the batteries to the electrical equipment through a medium voltage bus; in motoring mode, transferring energy from the power modules to the batteries through a battery bus and from the power modules to the equipment through the medium voltage bus; and in shutdown mode, transferring energy from the power modules to the equipment through the medium voltage bus in an initial phase of shutdown mode and transferring energy from the batteries to the equipment through the medium voltage bus in a subsequent phase of shutdown mode.

[0116] Wherein, the power provided from the power module to the battery during the operation mode is managed by the processing system, the total power available from the power module is determined by determining the current that can flow from the current air mass to the power module, the net power available to the battery is determined by subtracting the power required by the devices on the medium voltage bus from the total power available, and the set point of the DC / DC converter is set according to the net power available for controlling the amount of energy transmitted from the power module to the battery through the battery bus.

[0117] Wherein, a maximum allowed power is determined for the processing system, the maximum allowed power from the power module is calculated by multiplying the default maximum allowed power by a power factor, and a total allowed power is calculated as the minimum of the maximum allowed power and the required power.

[0118] The configuration method comprises the following steps: (1) recording the minimum amount of hydrogen in the current hydrogen storage tank and the remaining amount of liquid hydrogen in the liquid hydrogen storage tank vehicle; (2) calculating the hydrogen consumption according to the current generated by the fuel cell and the flow rate of hydrogen flowing into the fuel cell; and (3) calculating the hydrogen remaining amount according to the hydrogen consumption.

[0119] In order to better utilize the cold energy of liquid hydrogen and the excess heat generated by the fuel cell, the present application introduces a heat exchange system, as shown in Figure 3 The cold energy of liquid hydrogen and the excess heat generated by the fuel cell can be used for the air conditioning system of the train. The heat exchange system comprises a hydrogen heat exchanger (3-1) and a fuel cell coolant heat exchanger (3-2), wherein the hydrogen heat exchanger provides cold energy for the train air conditioning system, and further comprises the following process: the low-temperature hydrogen gas formed by the gasification of the liquid hydrogen flowing out of the liquid hydrogen storage tank vehicle enters the hydrogen heat exchanger, and then flows into the hydrogen storage tank after passing through the hydrogen heat exchanger; when the air temperature in the train is 1℃ higher than the set temperature, a shunt valve is opened to make the air conditioning liquid flow into the hydrogen heat exchanger; when the air temperature in the train is equal to the set temperature, the shunt valve is closed. The coolant heat exchanger provides heat for the train air conditioning system, and further comprises the following process: the coolant flows out of the fuel cell cooling outlet, passes through the coolant heat exchanger and flows into the cooler; when the air temperature in the train is 1℃ lower than the set temperature, a shunt valve is opened to make the air conditioning liquid flow into the coolant heat exchanger; when the air temperature in the train is equal to the set temperature, the shunt valve is closed.

[0120] The liquid hydrogen storage tank vehicle in the configuration method is connected to the train to provide hydrogen to the hydrogen storage tank located in the train at any time through a hydrogen delivery device. It has a double-layer outer wall structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen and prevent leakage. The liquid hydrogen storage tank vehicle comprises a booster pump to provide additional pressure required during hydrogen delivery.

[0121] Wherein, the hydrogen delivery device (1-8) is as shown in Figure 4As shown, the hydrogen delivery device comprises an inlet valve, a liquid hydrogen delivery pipe, a vaporization device (4-1), a hydrogen heat exchanger (3-1), a liquid hydrogen delivery pipe pressurizing pump, an outlet valve, and a pressure gauge, wherein the inlet valve is connected to the hydrogen storage tank of the liquid hydrogen storage tank truck and the liquid hydrogen delivery pipe 1; the liquid hydrogen delivery pipe has a double-layer outer wall structure, and the two layers are separated by a vacuum to maintain the temperature of the liquid hydrogen therein and prevent leakage; the pressurizing pump is connected to the liquid hydrogen delivery pipe 1 and the liquid hydrogen delivery pipe 2; the vaporization device is connected to the liquid hydrogen delivery pipe 2, and the liquid hydrogen is heated and vaporized in the vaporization device; the hydrogen delivery pipe 1 is located between the train and the liquid hydrogen storage tank truck, and is a sealed metal hose to facilitate the delivery of hydrogen between the two carriages of the train, and has a double-layer outer wall structure, and the two layers are separated by a vacuum to maintain the temperature of the low-temperature hydrogen gas therein. The vaporization device can also be located in the train, in which case the liquid hydrogen delivery pipe 1 is located between the two carriages and has a double-layer metal hose structure. If the train is only used for short-distance transportation, the liquid hydrogen storage tank truck and the hydrogen delivery device can not be loaded, and a high-pressure hydrogen gas can be carried as fuel. The hydrogen heat exchanger is connected to the liquid hydrogen vaporization device through the hydrogen delivery pipe 1; the hydrogen heat exchanger is connected to the outlet valve through the hydrogen delivery pipe 2; the outlet valve is connected to the hydrogen delivery pipe 2 and the hydrogen storage tank located in the train. The use of hydrogen transmission between the train and the hydrogen energy storage tank truck requires lower material requirements for the pipeline, which can save costs. At the same time, since the liquid hydrogen may vaporize during transmission, causing unstable flow rate and increased pressure in the pipeline, there is a safety hazard, and the use of hydrogen transmission is safer.

[0122] The vaporization device comprises a container with a double-layer outer wall, and the two layers are separated by a vacuum to prevent heat exchange with the outside; a heater. When the pressure in the container is less than a set value, the heater is turned on; when the pressure in the container is greater than a set value, the heater is turned off. The liquid hydrogen vaporization device can adopt a tubular structure to transfer the cold energy carried by the hydrogen to the air conditioning cooling liquid.

[0123] The main function of the hydrogen heat exchanger in the hydrogen delivery device is to heat the incoming low-temperature hydrogen to room temperature and provide cold energy for the air conditioning system of the train. The low-temperature hydrogen is first subjected to heat exchange with the air conditioning liquid, and the flow of the air conditioning liquid into the hydrogen heat exchanger is stopped when the air conditioning liquid reaches a specified temperature. The hydrogen in the heat exchanger is then subjected to heat exchange with the cooling liquid flowing out of the fuel cell, and the flow of the cooling liquid into the heat exchanger is stopped when the outlet temperature of the hydrogen in the heat exchanger is higher than a set value.

[0124] The hydrogen filling process performed by the hydrogen delivery device is as follows: (1) when the pressure in the hydrogen storage tank located in the train is lower than a set value, the hydrogen delivery device receives a hydrogen filling request; (2) the inlet valve is opened; (3) the pressurizing pump is turned on; (4) the outlet valve is opened; (5) when the pressure in the hydrogen storage tank located in the train is higher than a set value, the hydrogen delivery device receives a stop hydrogen filling request; (6) the inlet valve is closed; (7) the liquid hydrogen in the liquid hydrogen delivery pipe is emptied, and the outlet valve is closed after the pressure in the heater stabilizes; (8) the pressurizing pump is turned off.

[0125] The above merely describes the preferred embodiments of the present application, and it should be pointed out that those skilled in the art can make several improvements and refinements without departing from the principles of the present application, and these improvements and refinements should also be considered as falling within the protection scope of the present application.

Claims

1. A method of configuring a hydrogen powered train comprising a set of electric traction motors, first and second fuel cell power modules for providing the electric power required for traction by reaction of hydrogen and air, a heat exchange system, an air system for providing air to the fuel cells, a cooling system for cooling the fuel cell generators, a set of batteries for storing the electric power generated by the fuel cell generators, an electronic flow system, and a storage tank truck and corresponding hydrogen transfer device for storing a quantity of liquid hydrogen, characterized in that, The method comprises the following steps: 1) receiving a request for a certain amount of energy to the traction motor; 2) determining the current required to generate the requested energy; 3) distributing the required current to the first and second fuel cell power modules; 4) determining the air mass flow required to supply the first and second fuel cell power modules to generate the corresponding part of the required current; 5) using the compressor to supply the first and second fuel cell power modules with the required air mass flow to generate the corresponding part of the required current; 6) using the first and second static control valves to balance the air mass flow through the first and second fuel cell power modules; 7) when the pressure in the hydrogen tank is less than a set value, hydrogen is supplied to the hydrogen tank on the train from the liquid hydrogen tank truck through the hydrogen supply device until the pressure in the hydrogen tank is higher than a set value; the cooling liquid in the first and second fuel cell power modules in step 6) is exchanged in the cooling system and then enters the first and second fuel cell power modules; a temperature adjusting system is provided in step 6), which comprises a cooling liquid heat exchanger and a hydrogen heat exchanger, the cooling liquid in the fuel cell is exchanged in the cooling liquid heat exchanger and then enters the cooling system, and a part of the air conditioning liquid is exchanged in the cooling liquid heat exchanger and then pumped into the air conditioning system; the low-temperature hydrogen is exchanged in the hydrogen heat exchanger and then reflows into the hydrogen tank, and the air conditioning liquid is exchanged in the hydrogen heat exchanger and then pumped into the air conditioning system; when the temperature in the train is 1℃ higher than the set temperature, a shunt valve is opened to make the air conditioning liquid flow into the hydrogen heat exchanger; when the temperature in the train is equal to the set temperature, the shunt valve is closed; when the temperature in the train is 1℃ lower than the set temperature, a shunt valve is opened to make the air conditioning liquid flow into the cooling liquid heat exchanger; when the temperature in the train is equal to the set temperature, the shunt valve is closed; step 6) specifically comprises the following steps: 61) determining a required current; 62) determining the corresponding stoichiometric ratio of the first and second fuel cell power modules from the required current; 63) distributing a part of the required current to the first and second fuel cell power modules; 64) determining an air mass flow set point for the first and second power modules respectively according to the corresponding distributed current and the corresponding static set point; 65) determining the air mass flow set point according to the ratio of the measured power module air mass flow to the sum of the measured air mass flow of the first and second power modules; 66) determining the process variable from the ratio of the measured power module air mass flow to the sum of the measured air mass flow of the first and second power modules for the first and second power modules respectively; 67) for the first and second power modules, respectively, correcting the corresponding air mass flow set point with the corresponding process variable to generate a command to guide the opening or closing of the static valve of the selected power module.

2. The method of configuring a hydrogen powered train of claim 1, wherein: The hydrogen delivery device comprises an inlet valve, a liquid hydrogen delivery pipe, a vaporization device, a hydrogen heat exchanger, a liquid hydrogen delivery pipe pressurizing pump, an outlet valve, and a pressure gauge, wherein the inlet valve is connected to a hydrogen storage tank of a liquid hydrogen delivery vehicle and the liquid hydrogen delivery pipe; the liquid hydrogen delivery pipe has a double-layered outer wall structure with a vacuum between the two layers to maintain the temperature of the liquid hydrogen therein; the pressurizing pump is connected to the liquid hydrogen delivery pipe; the vaporization device is connected to the liquid hydrogen delivery pipe, and liquid hydrogen is heated and vaporized in the vaporization device; the hydrogen heat exchanger is connected to the liquid hydrogen vaporization device through a hydrogen delivery pipe; the liquid hydrogen vaporization device is connected to the outlet valve through a hydrogen delivery pipe; and the outlet valve is connected to the hydrogen delivery pipe and a hydrogen storage tank of the vehicle.

3. The method of configuring a hydrogen powered train of claim 1, wherein: A radiator is provided in the cooling fluid path, the radiator inlet receives cooling fluid from the fuel cell power module outlet and selectively provides cooling fluid to the fuel cell power module inlet, a radiator fan is provided and adjusted to a preheat temperature when the radiator outlet temperature is below a selected temperature, and a linear interpolation between a minimum fan speed and a maximum fan speed is performed to determine an open loop fan speed based on the thermal load on the fuel cell power module when the radiator outlet temperature is above a selected temperature.

4. The method of configuring a hydrogen powered train of claim 3, wherein: The cooling fluid temperature at the fuel cell power module cooling inlet is measured, and when the cooling fluid temperature at the fuel cell power module cooling inlet is below a selected temperature, a radiator outlet valve is closed and a bypass valve is opened to bypass cooling fluid so that cooling fluid from the fuel cell power module cooling outlet is recirculated to the fuel cell power module cooling inlet, and when the cooling fluid temperature at the fuel cell power module cooling inlet is above a selected temperature, the radiator outlet valve is opened.

5. The method of configuring a hydrogen powered train of claim 4, wherein: The cooling system inlet temperature is measured, and when the cooling system inlet temperature is below a selected fuel cell power module cooling inlet temperature, the bypass valve is opened, and when the cooling system inlet temperature is above a selected fuel cell power module cooling inlet temperature, the bypass valve is closed by a certain proportion of the difference between the cooling system inlet temperature and the fuel cell power module inlet set point and the ratio of the cooling system inlet temperature and the cooling system outlet temperature.

6. The method of configuring a hydrogen powered train of claim 1, wherein: The train further comprises a set of batteries for storing power generated by the power modules, electrical equipment, and a DC / DC converter for connecting the power modules to the batteries and the electrical equipment, and the method further comprises executing the following steps using the processor: 1) in a start-up mode, transferring energy from the batteries to the electrical equipment via a medium voltage bus; 2) in a running mode, transferring energy from the power modules to the batteries via a battery bus, and from the power modules to the equipment via a medium voltage bus; 3) in an initial phase of a shut-down mode, transferring energy from the power modules to the equipment via the medium voltage bus, and in a subsequent phase of the shut-down mode, transferring energy from the batteries to the equipment via the medium voltage bus.

7. The method of configuring a hydrogen powered train of claim 6, wherein: The total power available from the power modules is determined by determining the current available from the current air mass flow, the net power available to the batteries is determined by subtracting the power required by the equipment on the medium voltage bus from the total power available, and the set point of the DC / DC converter is set in dependence of the net power available for controlling the energy transferred from the power modules to the batteries via the battery bus.

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