A method for managing train energy, an energy management controller, and a train.

Abstract

This invention discloses a train energy management method, an energy management controller, and a train, relating to the field of energy management. The method includes determining the State of Charge (SOC) range within which the charging and discharging efficiency of the power battery reaches a preset efficiency. Before vehicle operation, if the SOC value of the power battery is less than the maximum value of the SOC range, the fuel cell is controlled to rapidly charge the power battery to the maximum SOC value. When the vehicle is in traction mode, the power battery and fuel cell are controlled to simultaneously supply power to the traction system and auxiliary system. When the vehicle is at a constant speed, if the SOC value of the power battery is greater than the maximum value of the SOC range, the power battery is controlled to supply power to the traction system and auxiliary system. The power battery achieves optimal charging and discharging efficiency only within the SOC range. Therefore, when the power battery's SOC value is below this range, the fuel cell needs to charge the power battery; when it is above this range and not in traction mode, the power battery supplies power to achieve optimal efficiency.

Description

Technical Field

[0001] This invention relates to the field of energy management, and in particular to a method for managing train energy, an energy management controller, and a train. Background Technology

[0002] Currently, the system logic used in hydrogen fuel cell applications is as follows: during traction, the hydrogen fuel cell and the power battery jointly drive the train. The power battery has its own charge and discharge efficiency range. When multiple hydrogen fuel cells and multiple power batteries are connected in parallel, the main challenge is how to maximize the efficiency of the power batteries and achieve reasonable allocation and effective utilization of system energy. Summary of the Invention

[0003] The purpose of this invention is to provide a train energy management method, an energy management controller, and a train. The power battery has the best charging and discharging efficiency when it is within the SOC (State of Charge) range. Therefore, when the power battery is below this range, the fuel cell needs to charge the power battery. When it is above this range and not in traction conditions, the power battery supplies power to achieve the best efficiency.

[0004] To address the aforementioned technical problems, this invention provides a train energy management method, applied to an energy management controller in a vehicle, the train energy management method comprising:

[0005] Determine the SOC range within which the charging and discharging efficiency of the power battery reaches the preset efficiency;

[0006] Before the vehicle is started, if the SOC value of the power battery is less than the maximum value of the SOC range, the fuel cell is controlled to quickly charge the power battery to the maximum value of the SOC range.

[0007] When the vehicle is in traction mode, the power battery and the fuel cell are controlled to simultaneously supply power to the traction system and the auxiliary system. The auxiliary system includes one or more combinations of cooling fan, air conditioner and lighting.

[0008] When the vehicle is at a constant speed, if the SOC value of the power battery is greater than the maximum value of the SOC range, the power battery is controlled to supply power to the traction system and auxiliary system.

[0009] On the other hand, it also includes:

[0010] Before the vehicle is started, if the SOC value of the power battery is not less than the maximum value of the SOC range, the fuel cell is controlled to idle and power the auxiliary system.

[0011] On the other hand, controlling the power battery and the fuel cell to simultaneously supply power to the traction system and the auxiliary system includes:

[0012] The power battery and the fuel cell are controlled to simultaneously output electrical energy to the traction system so that the traction system can supply power to the traction motor;

[0013] The power battery and the fuel cell are controlled to simultaneously output electrical energy to the auxiliary converter, so that the auxiliary converter can supply power to the cooling fan and air conditioner, and supply power to the lighting and the energy management controller through the charger.

[0014] On the other hand, the constant speed state includes the vehicle being coasting or running at a constant speed;

[0015] When the vehicle is coasting, the traction motor does not operate.

[0016] On the other hand, it also includes:

[0017] When the vehicle is at a constant speed, if the SOC value of the power battery is within the SOC range, the fuel cell is controlled to supply power to the traction system and auxiliary system.

[0018] When the vehicle is at a constant speed, if the SOC value of the power battery is less than the minimum value of the SOC range, the fuel cell is controlled to charge the power battery.

[0019] On the other hand, it also includes:

[0020] The energy that the power battery can absorb is determined based on the remaining SOC of the power battery, the voltage of the power battery, and the capacity of the power battery. The expression for the absorbable energy is W = S_remaining × V_battery × Q.

[0021] Wherein, W is the absorbable energy, S_remaining is the remaining SOC of the power battery, and the expression for the remaining SOC of the power battery is S_remaining = (S2 - S) × 100%, where S2 is the maximum value of the SOC range, S is the SOC value of the power battery, V_battery is the voltage of the power battery, and Q is the total capacity of the power battery.

[0022] During braking, if the braking energy generated is not greater than the energy that the power battery can absorb, the braking energy is converted into electrical energy to charge the power battery and supply power to the auxiliary system.

[0023] On the other hand, it also includes:

[0024] During braking, if the braking energy generated exceeds the energy that the power battery can absorb, the braking energy generated will be limited and air braking will be used.

[0025] To address the aforementioned technical problems, the present invention also provides an energy management controller, comprising:

[0026] Memory, used to store computer programs;

[0027] A processor is used to implement the steps of the train energy management method described above when executing the computer program.

[0028] To solve the above-mentioned technical problems, the present invention also provides a train, including the energy management controller described above, and further including a fuel cell, a power battery, a traction system, an auxiliary system, and a traction motor;

[0029] The control terminals of the fuel cell and the power battery are both connected to the energy management controller. The output terminals of the fuel cell and the power battery are both connected to the input terminal of the traction system. The first output terminal of the traction system is connected to the auxiliary system, and the second output terminal of the traction system is connected to the traction motor.

[0030] On the other hand, it also includes DC / DC devices, charging and discharging circuits, auxiliary converters, and chargers;

[0031] The input terminal of the DC / DC device is connected to the first output terminal of the fuel cell. The first output terminal of the DC / DC device is connected to the input terminal of the traction system. The output terminal of the traction system is connected to the power supply terminal of the traction motor. The second output terminal of the fuel cell, the second output terminal of the DC / DC device, the power supply terminal of the train's air conditioning, and the first input terminal of the auxiliary converter are connected. The second input terminal of the auxiliary converter is connected to the first output terminal of the traction system. The output terminal of the auxiliary converter is connected to the input terminal of the charger. The output terminal of the charger is connected to the power supply terminal of the energy management controller and the lighting. The first terminal of the charging and discharging circuit is connected to the input terminal of the traction system. The second terminal of the charging and discharging circuit is connected to the output terminal of the power battery.

[0032] The auxiliary converter is used to step down the voltage output by the traction system, the charger is used to step down the voltage output by the auxiliary converter, the DC / DC device is used to step down the voltage output by the fuel cell, and the charge / discharge circuit is used to charge the power battery or output the voltage output by the power battery.

[0033] This application provides a train energy management method, energy management controller, and train, relating to the field of energy management. The method includes determining the State of Charge (SOC) range within which the charging and discharging efficiency of the power battery reaches a preset efficiency. Before vehicle operation, if the SOC value of the power battery is less than the maximum value of the SOC range, the fuel cell is controlled to quickly charge the power battery to the maximum SOC range. When the vehicle is in traction mode, the power battery and fuel cell are controlled to simultaneously supply power to the traction system and auxiliary system. When the vehicle is at a constant speed, if the SOC value of the power battery is greater than the maximum value of the SOC range, the power battery is controlled to supply power to the traction system and auxiliary system. The power battery achieves optimal charging and discharging efficiency within the SOC range. Therefore, when the power battery's SOC value is below this range, the fuel cell needs to charge the power battery; when it is above this range and not in traction mode, the power battery supplies power to achieve optimal efficiency. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A flowchart illustrating a train energy management method provided by the present invention;

[0036] Figure 2 A flowchart of another train energy management method provided by the present invention;

[0037] Figure 3 A schematic diagram of the structure of an energy management controller provided by the present invention;

[0038] Figure 4 This is a schematic diagram of a train structure provided by the present invention. Detailed Implementation

[0039] The core of this invention is to provide a train energy management method, an energy management controller, and a train. The power battery has the best charging and discharging efficiency when it is within the SOC range. Therefore, when the power battery is below this range, the fuel cell needs to charge the power battery. When it is above this range and not in traction conditions, the power battery supplies power to achieve the best efficiency.

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] Figure 1 The flowchart illustrates a train energy management method provided by the present invention. This train energy management method is applied to an energy management controller in a vehicle and includes:

[0042] S11: Determine the SOC range within which the charging and discharging efficiency of the power battery reaches the preset efficiency;

[0043] Assuming the most efficient charging and discharging range for the power battery is S1~S2, then the maximum value of the SOC range is S2, and the minimum value is S1. The power battery achieves its highest charging and discharging efficiency when its SOC is between S1 and S2; therefore, maintaining the power battery's SOC within this range is the control objective of this application.

[0044] S12: Before the vehicle is running, if the SOC value of the power battery is less than the maximum value of the SOC range, the fuel cell is controlled to quickly charge the power battery to the maximum value of the SOC range.

[0045] When the vehicle is stationary and about to start, the SOC value of the power battery needs to be determined in advance. If the SOC value is less than S2, the traction requirements will not be met. Therefore, if the battery's SOC value is less than S2 before the vehicle starts running, the SOC value of the power battery needs to be quickly charged to S2.

[0046] S13: When the vehicle is in traction condition, control the power battery and fuel cell to simultaneously supply power to the traction system and auxiliary system. The auxiliary system includes one or more combinations of cooling fan, air conditioning and lighting.

[0047] Under traction conditions, the traction converter calculates the power required for train traction assistance and sends it to the energy management controller. The energy management controller controls the energy output of the fuel cell and the power battery. Since the full-load output power of the hydrogen fuel cell is limited and its dynamic response is slow, it cannot meet the traction power requirements. Therefore, the energy management controller controls the power battery as an auxiliary power source to provide peak power. The hydrogen fuel cell and the power battery work together to supply power to the traction motor through the traction inverter; and to supply power to the cooling fan, air conditioner, etc., through the auxiliary converter, and to supply power to the passenger compartment lights and energy management devices through the charger.

[0048] S14: When the vehicle is at a constant speed, if the SOC value of the power battery is greater than the maximum value of the SOC range, the power battery is controlled to supply power to the traction system and auxiliary system.

[0049] When the vehicle is coasting or at a constant speed, the sum of the traction power and auxiliary power required by the vehicle is relatively small and tends to be stable. At this time, if the SOC value of the power battery is greater than S2, the power battery can discharge independently, while the operating state of the fuel cell is dynamically adjusted to supplement power or idle.

[0050] This application provides a method for managing train energy, relating to the field of energy management. The method includes determining the State of Charge (SOC) range within which the charging and discharging efficiency of the power battery reaches a preset efficiency. Before vehicle operation, if the SOC value of the power battery is less than the maximum value of the SOC range, the fuel cell is controlled to rapidly charge the power battery to the maximum SOC value. When the vehicle is in traction mode, the power battery and fuel cell are controlled to simultaneously supply power to the traction system and auxiliary system. When the vehicle is at a constant speed, if the SOC value of the power battery is greater than the maximum value of the SOC range, the power battery is controlled to supply power to the traction system and auxiliary system. The power battery achieves optimal charging and discharging efficiency only within the SOC range. Therefore, when the power battery's SOC value is below this range, the fuel cell needs to charge the power battery; when it is above this range and not in traction mode, the power battery supplies power to achieve optimal efficiency.

[0051] Based on the above embodiments:

[0052] Figure 2 A flowchart of another train energy management method provided by the present invention;

[0053] In some embodiments, it also includes:

[0054] Before the vehicle is started, if the SOC value of the power battery is not less than the maximum value of the SOC range, the fuel cell is controlled to idle and power the auxiliary system.

[0055] After the vehicle starts, the energy management controller first obtains the SOC value of the power battery through the train communication network. Through energy calculation, if the SOC value is ≥ S2, the energy management controller determines that the traction conditions can be met and controls the hydrogen fuel cell to idle to maintain the operation of the auxiliary system; if the SOC < S2, it determines that the traction conditions cannot be met and controls the hydrogen fuel cell to load and quickly charge the power battery.

[0056] It should be noted that idling means that the power battery is not being charged.

[0057] In some embodiments, controlling the power battery and fuel cell to simultaneously power the traction system and the auxiliary system includes:

[0058] The power battery and fuel cell simultaneously output electrical energy to the traction system so that the traction system can power the traction motor;

[0059] The system controls the power battery and fuel cell to simultaneously output electrical energy to the auxiliary converter, so that the auxiliary converter can power the cooling fan and air conditioner, and power the lighting and energy management controller through the charger.

[0060] The fuel cell and the power battery work together to power the traction motor through the traction inverter; and to power the cooling fan, air conditioner, etc. through the auxiliary converter, and to power the passenger room lights and energy management device through the charger.

[0061] Specifically, the voltage output from the fuel cell is stepped down by a DC / DC converter and then output to the traction inverter. The traction inverter powers the traction motor. The fuel cell output also powers an auxiliary converter, which can be powered by either the fuel cell or the traction inverter. The auxiliary converter converts the voltage and outputs it to the air conditioner and charger. The charger further steps down the voltage to power the energy management controller and lighting. The lighting can be passenger room lights.

[0062] In some embodiments, constant speed state includes the vehicle being coasting or running at a constant speed.

[0063] When the vehicle is coasting, the traction motor does not operate.

[0064] When the vehicle is coasting or at a constant speed, the sum of the traction power and auxiliary power required by the vehicle is small and tends to be stable. The energy management controller obtains the SOC value of the power battery, and the traction converter calculates the power value required for the train's traction assistance and sends it to the energy management controller.

[0065] In some embodiments, it also includes:

[0066] When the vehicle is at a constant speed, if the SOC value of the power battery is within the SOC range, the fuel cell is controlled to supply power to the traction system and auxiliary system.

[0067] When the vehicle is at a constant speed, if the SOC value of the power battery is less than the minimum value of the SOC range, the fuel cell is controlled to charge the power battery.

[0068] When the SOC value of the power battery is greater than S2, the energy management controller controls the output energy of the power battery and dynamically adjusts the working state of the hydrogen fuel cell to perform power replenishment or idling.

[0069] When the SOC value of the power battery is greater than S1 and less than S2, the energy management controller controls the power battery to stop outputting power, and the hydrogen fuel cell supplies power to the vehicle's traction assistance system.

[0070] When the SOC value of the power battery is less than S1, the energy management controller controls the output power of the hydrogen fuel cell and charges the power battery through the charging and discharging circuit of the traction converter. When the SOC value of the power battery is greater than or equal to S1, charging stops.

[0071] It should be noted that the re-discharge circuit is located between the traction inverter and the power battery, which can charge the power battery and the power battery can also output electrical energy.

[0072] In some embodiments, it also includes:

[0073] The energy that the power battery can absorb is determined based on the remaining SOC, voltage, and capacity of the power battery. The expression for the absorbable energy is W = S_remaining × V_battery × Q.

[0074] Where W is the absorbable energy, Sremaining is the remaining SOC of the power battery, and the expression for the remaining SOC of the power battery is Sremaining = (S2 - S) × 100%, where S2 is the maximum value of the SOC range, S is the SOC value of the power battery, Vbattery is the voltage of the power battery, and Q is the total capacity of the power battery.

[0075] During braking, if the braking energy generated is not greater than the energy that the power battery can absorb, the braking energy is converted into electrical energy to charge the power battery and supply power to the auxiliary system.

[0076] When the vehicle brakes to a stop, the energy management controller obtains the SOC value S of the power battery, the battery voltage V, and the total battery capacity Q, and calculates the remaining SOC of the power battery, S. 余 = (S2-S)×100%, thus yielding the braking energy W that the power battery can absorb: W = S 余 ×V 电池 ×Q, the traction converter calculates the train braking energy and sends it to the energy management controller.

[0077] If the braking energy is less than the W value of the power battery, the energy management controller controls the traction converter to excite the traction motor, converting the kinetic energy generated during the train's coasting into electrical energy. In other words, the braking power is normally utilized in the manner of regenerative braking and charging, and the power battery is charged and the auxiliary system is powered through the charging and discharging circuit.

[0078] In some embodiments, it also includes:

[0079] During braking, if the braking energy generated exceeds the energy that the power battery can absorb, the braking energy generated will be limited and air braking will be used.

[0080] If the braking energy is greater than the W value of the power battery, the energy management controller controls the traction converter to change the excitation current, limit the regenerative braking power, and apply air braking as appropriate, that is, apply air pressure to make the brake caliper move, and generate braking force by friction of the brake pads.

[0081] Figure 3 This invention provides a schematic diagram of the structure of an energy management controller, which includes:

[0082] Memory 31 is used to store computer programs;

[0083] The processor 32 is used to implement the steps of the above-described train energy management method when executing a computer program.

[0084] The description of the energy management controller provided in this application is provided in the above embodiments and will not be repeated here.

[0085] Figure 4 The present invention provides a schematic diagram of the structure of a train, which includes the energy management controller described above, as well as a fuel cell, a power battery, a traction system, an auxiliary system, and a traction motor;

[0086] The control terminals of the fuel cell and the power battery are both connected to the energy management controller. The output terminals of the fuel cell and the power battery are both connected to the input terminal of the traction system. The first output terminal of the traction system is connected to the auxiliary system, and the second output terminal of the traction system is connected to the traction motor.

[0087] In some embodiments, it also includes a DC / DC device, a charging and discharging circuit, an auxiliary converter, and a charger;

[0088] The input terminal of the DC / DC device is connected to the first output terminal of the fuel cell. The first output terminal of the DC / DC device is connected to the input terminal of the traction system. The output terminal of the traction system is connected to the power supply terminal of the traction motor. The second output terminal of the fuel cell, the second output terminal of the DC / DC device, the power supply terminal of the train's air conditioning, and the first input terminal of the auxiliary converter are connected. The second input terminal of the auxiliary converter is connected to the first output terminal of the traction system. The output terminal of the auxiliary converter is connected to the input terminal of the charger. The output terminal of the charger is connected to the power supply terminal of the energy management controller and the lighting. The first terminal of the charging and discharging circuit is connected to the input terminal of the traction system. The second terminal of the charging and discharging circuit is connected to the output terminal of the power battery.

[0089] The auxiliary converter is used to step down the voltage output by the traction system, the charger is used to step down the voltage output by the auxiliary converter, the DC / DC converter is used to step down the voltage output by the fuel cell, and the charge / discharge circuit is used to charge the power battery or output the voltage output by the power battery.

[0090] The train described in this application is based on the above embodiments and will not be repeated here.

[0091] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0092] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0093] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of managing energy of a train, characterized by, The application discloses an energy management controller applied to a vehicle, and a train energy management method. An SOC interval in which a charging and discharging efficiency of a power battery reaches a preset efficiency is determined; Before the vehicle runs, if an SOC value of the power battery is less than a maximum value of the SOC interval, a fuel cell is controlled to rapidly charge the power battery to the maximum value of the SOC interval; When the vehicle is in a traction working condition, the power battery and the fuel cell are controlled to simultaneously supply power to a traction system and an auxiliary system, and the auxiliary system includes one or more combinations of a cooling fan, an air conditioner and lighting; When the vehicle is in a constant speed state, if the SOC value of the power battery is greater than the maximum value of the SOC interval, the power battery is controlled to supply power to the traction system and the auxiliary system; The energy that the power battery can absorb is determined according to the residual SOC of the power battery, the voltage of the power battery and the capacity of the power battery, and the expression of the energy that can be absorbed is W = S 余 *V 电池 *Q; Wherein, W is the absorbable energy, S 余 is the remaining SOC of the power battery, and an expression of the remaining SOC of the power battery is S 余 = (S2-S) * 100%, S2 is a maximum value of the SOC interval, S is the SOC value of the power battery, V 电池 is the voltage of the power battery, and Q is the total capacity of the power battery; When a braking working condition occurs, if generated braking energy is not greater than absorbable energy of the power battery, the braking energy is converted into electric energy, and the power battery is charged and the auxiliary system is supplied with power; When the braking working condition occurs, if the generated braking energy is greater than the absorbable energy of the power battery, the generated braking energy is limited, and air braking is adopted.

2. The method of claim 1, wherein, Further comprising: Before the vehicle runs, if the SOC value of the power battery is not less than the maximum value of the SOC interval, the fuel cell is controlled to be in an idle state, and the auxiliary system is supplied with power.

3. The method of claim 1, wherein, The power battery and the fuel cell are controlled to simultaneously supply power to the traction system and the auxiliary system, including: The power battery and the fuel cell are controlled to simultaneously output electric energy to the traction system, so that the traction system supplies power to a traction motor; The power battery and the fuel cell are controlled to simultaneously output electric energy to an auxiliary converter, so that the auxiliary converter supplies power to the cooling fan and the air conditioner, and a charger supplies power to the lighting and the energy management controller.

4. The method of claim 1, wherein, The constant speed state includes that the vehicle is in an inertial running state or a constant speed running state; When the vehicle is in the inertial running state, the traction motor does not work.

5. The method of claim 1, wherein, Further comprising: When the vehicle is in the constant speed state, if the SOC value of the power battery is in the SOC interval, the fuel cell is controlled to supply power to the traction system and the auxiliary system; When the vehicle is in the constant speed state, if the SOC value of the power battery is less than a minimum value of the SOC interval, the fuel cell is controlled to charge the power battery.

6. An energy management controller, comprising: Comprising: A memory for storing a computer program; A processor for executing the computer program to realize the steps of the train energy management method according to any one of claims 1 to 5.

7. A train characterised by The energy management controller according to claim 6 further comprises a fuel cell, a power battery, a traction system, an auxiliary system and a traction motor; Control ends of the fuel cell and the power battery are connected with the energy management controller, output ends of the fuel cell and the power battery are connected with input ends of the traction system, a first output end of the traction system is connected with the auxiliary system, and a second output end of the traction system is connected with the traction motor.

8. The train of claim 7, wherein, Further comprising a DC / DC device, a charging and discharging circuit, an auxiliary converter and a charger. The input end of the DC / DC device is connected with the first output end of the fuel cell, the first output end of the DC / DC device is connected with the input end of the traction system, the output end of the traction system is connected with the power supply end of the traction motor, the second output end of the fuel cell, the second output end of the DC / DC device, the power supply end of the air conditioner of the train and the first input end of the auxiliary converter are connected, the second input end of the auxiliary converter is connected with the first output end of the traction system, the output end of the auxiliary converter is connected with the input end of the charger, the output end of the charger is connected with the power supply end of the energy management controller and the lighting, the first end of the charge-discharge circuit is connected with the input end of the traction system, and the second end of the charge-discharge circuit is connected with the output end of the power battery. The auxiliary converter is used for reducing the voltage output by the traction system, the charger is used for reducing the voltage output by the auxiliary converter, the DC / DC device is used for reducing the voltage output by the fuel cell, and the charge-discharge circuit is used for charging the power battery or outputting the voltage output by the power battery.

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