A hydrogen power system for urban rail transit trains

Abstract

The present invention is applicable to the technical field of hydrogen-powered trains, and provides a rail transit urban train hydrogen power system, including a hydrogen power system installed on the top of the urban train, the hydrogen power system consisting of a hydrogen energy system, an energy storage system and auxiliary pipelines; in a hydrogen-powered urban train with a 2-motor and 2-trailer 4-car formation of "=Tc1*M1*M2*Tc2=": a single vehicle on a trailer with a driver's cab represented by Tc1 / Tc2 is equipped with two energy storage systems; a single vehicle on a motor vehicle without a driver's cab represented by M1 / M2 is equipped with two hydrogen energy systems and two energy storage systems; a hydrogen-powered urban train without a pantograph system is equipped with four hydrogen energy systems and eight energy storage systems. By this, the present invention can achieve a perfect match between the hydrogen power system and the train, and solve the problem of hydrogen power system configuration on hydrogen energy urban trains.

Description

Technical Field

[0001] The present invention is applicable to the technical field of hydrogen-powered trains and provides a hydrogen-powered system for rail transit urban trains. Background Art

[0002] Hydrogen energy is regarded as the clean energy with the greatest development potential in the 21st century and has become a strategic emerging industry that the country focuses on developing. Promoting the use of hydrogen energy is an important way to respond to climate change, practice the concept of green development, and accelerate industrial transformation and upgrading. Under the guidance of the national hydrogen energy top-level strategy, my country's hydrogen energy industry has accelerated its development into the fast lane and gradually entered the strategic implementation period. Hydrogen-powered rail transit, as a zero-emission means of transportation, is in line with the development trend of international low-carbon environmental protection and national top-level strategies.

[0003] Hydrogen-powered urban trains use hydrogen fuel cells as their main energy source. The hydrogen and oxygen stored in the vehicle undergo an electrochemical reaction in the fuel cell to generate electricity without combustion. The reaction product is only water, so it has the characteristics of being green and zero-carbon. The vehicle has technical characteristics such as high running speed, long cruising range, and fast hydrogen refueling speed. It provides a new option for fast, comfortable and safe urban transportation. It is suitable for the clean transformation of existing non-electrified railways and the construction of new urban tourism routes. With its advantages of cleanliness and environmental protection, simple operation and maintenance, short construction period, and low fixed investment, it has attracted the attention of many users at home and abroad. The application of hydrogen-powered urban trains will effectively help achieve the "dual carbon" strategic goals in the field of rail transportation.

[0004] Compared with conventional electrified rail transit, hydrogen-powered urban trains do not have pantographs, and the lines do not need to build overhead lines, substations and other infrastructure, but an additional hydrogen power system will be added to the train. For the sake of train structure, function and safety, most of the equipment of conventional electrified trains is arranged under the train, and the layout space tends to be saturated. Therefore, how to reasonably add a hydrogen power system to a conventional electrified train and achieve a perfect match between the hydrogen power system and the train has become an urgent problem to be solved for hydrogen-powered urban trains. Summary of the invention

[0005] In view of the above-mentioned defects, the purpose of the present invention is to provide a rail transit urban train hydrogen power system, the purpose is to solve the problems raised in the background technology, the device includes a bogie, an air chamber cylinder, a brake module, a battery box, an auxiliary inverter, a brake control unit, a traction transformer, a traction converter, an air conditioning system and pipeline cables; the air conditioning system is arranged on the roof; it is characterized in that it also includes a hydrogen power system installed on the top of the urban train, the hydrogen power system consists of a hydrogen energy system, an energy storage system and ancillary pipelines; in a hydrogen-powered urban train with a 2-motor 2-trailer 4-car formation of "=Tc1*M1*M2*Tc2=":

[0006] The trailer with a driver's cab, represented by Tc1 / Tc2, is equipped with two energy storage systems;

[0007] The single EMU without a driver's cab, denoted by M1 / M2, is equipped with two hydrogen energy systems and two energy storage systems;

[0008] The hydrogen-powered urban train without a pantograph system is equipped with four hydrogen energy systems and eight energy storage systems.

[0009] Furthermore, the hydrogen energy system is fixedly arranged on the roof of the train in such a manner that the facades in two cross-sectional directions are designed to be obliquely angled, and the oblique angle is 50°.

[0010] Furthermore, the hydrogen energy system and energy storage system are arranged in the bogie area, and the equipment is arranged symmetrically, and the newly added equipment in the lead car with a driver's cab is arranged at the second end.

[0011] Furthermore, on the motor vehicle without a driver's cab represented by M1, the spatial configuration of the two hydrogen energy systems and the two energy storage systems in the vehicle calculation coordinate system is:

[0012] The distance between the No. 1 hydrogen energy system assembly and the origin of the X-axis is 8889~9226mm, the distance from the center line of the Y-axis vehicle is 33.5mm, and the height from the Z-axis rail surface is 3906.5mm;

[0013] The distance between the No. 2 hydrogen energy system assembly and the origin of the X-axis is -9619~-9539mm, the distance from the center line of the Y-axis vehicle is -33.5mm, and the height from the Z-axis rail surface is 4086.5mm;

[0014] The distance of the No. 1 energy storage system from the origin of the X-axis is 6420~6500mm, the distance from the center line of the Y-axis vehicle is -6.5~231.5mm, and the height from the Z-axis rail surface is 3954.5~4036.5mm;

[0015] The distance between the No. 2 energy storage system and the origin of the X-axis is -7150~-6990mm, the distance from the center line of the Y-axis vehicle is -231.5~6.5mm, and the height from the Z-axis rail surface is 4119.5~4201.5mm.

[0016] Furthermore, on the motor vehicle without a driver's cab represented by M2, the spatial configuration of the two hydrogen energy systems and the two energy storage systems in the vehicle calculation coordinate system is:

[0017] The distance between the No. 3 hydrogen energy system assembly and the X-axis origin is 9489~9569mm, the distance from the Y-axis vehicle centerline is 33.5mm, and the height from the Z-axis rail surface is 4086.5mm;

[0018] The distance between the No. 4 hydrogen energy system assembly and the origin of the X-axis is -9569~-9489mm, the distance from the center line of the Y-axis vehicle is -33.5mm, and the height from the Z-axis rail surface is 4086.5mm;

[0019] The distance between the No. 3 energy storage system and the origin of the X-axis is 6934~7094mm, the distance from the center line of the Y-axis vehicle is -6~232mm, and the height from the Z-axis rail surface is 4118~4200mm;

[0020] The distance between the No. 4 energy storage system and the origin of the X-axis is -7094~-6934mm, the distance from the center line of the Y-axis vehicle is -232~6mm, and the height from the Z-axis rail surface is 4118~4200mm.

[0021] Furthermore, on a trailer with a driver's cab represented by Tc1 / Tc2, the spatial configuration of the two energy storage systems in the vehicle calculation coordinate system is:

[0022] The distance of the No. 5 energy storage system from the origin of the X-axis is -9454~-9164mm, the distance from the center line of the Y-axis vehicle is -6~232mm, and the height from the Z-axis rail surface is 4118~4200mm;

[0023] The distance between the No. 6 energy storage system and the origin of the X-axis is -7156~-7446mm, the distance from the center line of the Y-axis vehicle is -232~6mm, and the height from the Z-axis rail surface is 4118~4200mm.

[0024] Furthermore, a gap of 170 mm is left between adjacent hydrogen energy systems and energy storage systems.

[0025] Furthermore, a mounting seat is connected between the hydrogen power system equipment and the car body by bolts, and the hydrogen energy system and the energy storage system are connected to the mounting seat of the car body by 8 M16 high-strength bolts; a pad is provided in the X direction of the train, and the mounting seat is arranged on the pad.

[0026] Therefore, the present invention solves the problem of hydrogen power system configuration on hydrogen energy urban trains by reasonably adding a hydrogen power system to a conventional electrified train to achieve a perfect match between the hydrogen power system and the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is the layout diagram of the equipment under the lead car;

[0028] Figure 2 for Figure 1 A magnified view of the structure of part A;

[0029] Figure 3 for Figure 1 A magnified view of the structure of part B;

[0030] Figure 4 This is the layout diagram of the equipment under the middle car;

[0031] Figure 5 for Figure 4 A magnified view of the C-section structure;

[0032] Figure 6 for Figure 4 A magnified view of the D-section structure;

[0033] Figure 7 This is the layout diagram of the equipment on the roof of the lead car;

[0034] Figure 8 This is the equipment layout diagram on the intermediate car;

[0035] Fig. 9 Designing outlines for hydrogen energy systems;

[0036] Fig.10 Calculate the coordinate system diagram for the vehicle;

[0037] Fig.11 This is a schematic diagram of the equipment installation base;

[0038] In the figure: 1-air chamber cylinder; 2-brake module; 3-battery box; 4-auxiliary inverter; 5-brake control unit; 6-vehicle end junction box; 7-emergency ventilation inverter; 8-tread cleaning control box; 9-traction transformer; 10-traction inverter; 11-vibration compensation equipment; 12-air conditioning system; 13-energy storage system; 14-hydrogen energy system. DETAILED DESCRIPTION

[0039] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0040] Meanwhile, in the description of the present invention, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0042] The object of the present invention is to provide a hydrogen power system for urban rail transit trains.

[0043] At present, the main systems and equipment of electrified urban trains include bogies, air chamber cylinders 1, brake modules 2, battery boxes 3 (containing batteries), auxiliary inverters 4, brake control units 5, emergency ventilation inverters 7, tread cleaning control boxes 8, traction transformers 9, traction converters 10, vibration compensation equipment 11, air conditioning systems 12, vehicle-end junction boxes 6, and pipelines and cables.

[0044] However, for the current conventional electrified urban trains, for the consideration of passenger capacity, safety and functionality, the bogie, traction transformer 9, traction converter 10, battery box 3, auxiliary inverter 4, brake control unit 5 and other equipment are mainly arranged under the train, and the air conditioning system 12 is mainly arranged on the roof. Figure 1 -Attached Figure 6 .

[0045] The hydrogen power system consists of a hydrogen energy system 14 and an energy storage system 13. Compared with conventional electrified rail trains, hydrogen-powered urban trains have eliminated the pantograph system on the roof and added a hydrogen energy system 14. The hydrogen energy system 14 is mainly composed of a hydrogen fuel cell, a heat dissipation system, and a hydrogen storage system. Hydrogen and air are fully mixed in the fuel cell to produce a chemical reaction to generate electricity, providing energy for the train's endurance; the hydrogen storage system mainly stores hydrogen to provide raw materials for the fuel cell; the heat dissipation system is responsible for regulating the temperature of the hydrogen energy system. For the equipment layout of the electrified urban train, please refer to the attached Figure 1 -Attached Figure 6 From the train equipment configuration diagram, it can be seen that conventional equipment has basically occupied the space under the train, and the only available space is the roof area. Therefore, the hydrogen energy system needs to be arranged at a suitable position on the roof according to the structural form of the hydrogen power system and safety factors such as preventing hydrogen accumulation. At the same time, in order to ensure that the train has a long enough range, the hydrogen storage system should be as large as possible while other configurations remain unchanged.

[0046] The train adopts 2 driving and 2 trailing 4-car formation, and the formation is as follows:

[0047] =Tc1*M1*M2*Tc2=

[0048] Among them, Tc1 / Tc2: trailer with driver's cab; M1 / M2: EMU without driver's cab; =: fully automatic coupler; *: semi-permanent traction rod. M1 is an EMU with a flat roof, where the pantograph of the pre-installed electrified train is located; M2 has a completely rounded roof.

[0049] Table 1 below gives the basic parameters of the train.

[0050] Table 1

[0051]

[0052] According to the traction force calculation based on the vehicle design parameters, it can be concluded that the maximum traction power of the train is 3200KW, the braking power is 2700KW, and the average power of the train is 400KW. The current power of a single hydrogen fuel cell in China is about 100KW. In order to ensure the normal operation of the train, 4 hydrogen energy systems are required. However, hydrogen fuel cells are chemical reaction devices that cannot provide instantaneous power for train traction and cannot meet the maximum traction power requirements. Therefore, it is necessary to configure 8 additional energy storage systems for the train, and the maximum discharge power of a single energy storage system is 500KW. Therefore, 4 sets of hydrogen energy systems 14 and 8 sets of energy storage systems 13 are configured.

[0053] Since the traction equipment is located on M1 and M2 of the train, the hydrogen energy system is arranged on M1 and M2, with 2 sets on each car. In order to reasonably distribute the weight of the train, the energy storage system is arranged on each car, with 2 sets on each car. Figure 7 and attached Figure 8 .

[0054] Specifically, the hydrogen energy system 14 and the energy storage system 13 of the hydrogen power system are both arranged on the roof of the train; compared with conventional electrified rail trains, the hydrogen-powered urban train has eliminated the pantograph system located on the roof and added the hydrogen energy system 14 and the energy storage system 13.

[0055] Table 2 below gives the configuration and weight of the variable equipment.

[0056] Table 2

[0057]

[0058] From the perspective of vehicle equipment, taking the Mp / M vehicle as an example, the weight of a single vehicle increases by about 4.9 tons, and the new equipment needs to be arranged on the roof. This implementation requires detailed design, verification and implementation from the following aspects:

[0059] 1. Equipment outline size control:

[0060] In order to ensure the normal operation of trains on railway lines and prevent locomotives from hitting buildings and equipment on adjacent lines, it is necessary to restrict the outlines of trains, railway buildings and railway equipment, and stipulate the outline dimensions that are not allowed to be exceeded, which are called limits. The train section needs to meet the limit requirements, and the newly added hydrogen power system, as the first part of the train, also needs to meet the requirements of the hydrogen-powered train limit.

[0061] The outline design size of the energy storage system 13 is 2244*2840*653mm, which meets the vehicle clearance requirements.

[0062] The outline design size of hydrogen energy system 14 is 2255*1630*640mm, which does not meet the vehicle clearance requirements. Therefore, the vertical surface in the direction of the train cross section is designed to be an oblique angle with an angle of 50°. After verification, it meets the vehicle clearance requirements. See Appendix Fig. 9 .

[0063] 2. Equipment layout and center of gravity distribution:

[0064] In order to minimize the impact of the equipment's deadweight on the vehicle's deflection, the hydrogen energy system 14 and the energy storage system 13 are arranged in the bogie area, and the arrangement of the air conditioning system 12 must also be considered. Fig.10 In the vehicle coordinate system shown, to ensure that the center of gravity of the vehicle is located at the center of the vehicle, all equipment is arranged symmetrically. Since the lead car has a driver's cab, the center of gravity is biased to the first end (the arrow "1" in the figure indicates the first end, and the opposite direction of arrow "1" is the second end), so the new equipment on the lead car is arranged at the second end.

[0065] See attached Fig.10 The coordinate system used in vehicle calculations is defined by an orthogonal Cartesian coordinate system, with the X axis along the longitudinal axis of the vehicle body and the positive direction along the direction of motion. The Z axis is perpendicular to the rail surface and upward. The Y axis is along the transverse direction of the vehicle body, forming a right-handed coordinate system with the other two axes.

[0066] Tables 3 to 5 below give the weight and center of gravity distribution range of the equipment on the vehicle.

[0067] Table 3

[0068]

[0069] Table 4

[0070]

[0071] Table 5

[0072]

[0073] Tables 6 to 8 below give the weight and center of gravity distribution configuration data of the on-board equipment of the preferred embodiment.

[0074] Table 6

[0075]

[0076] Table 7

[0077]

[0078] Table 8

[0079]

[0080] At the same time, in order to ensure the installation of each system and the construction space for the bolt tightening torque, a gap of 170 mm is left between the hydrogen energy system 14 and the energy storage system 13. Figure 7 , Attachment Figure 8 .

[0081] 3. Check the impact of equipment installation and vehicle body strength:

[0082] The equipment and the vehicle body are connected by bolts. The hydrogen energy system 14 and the energy storage system 13 are connected to the vehicle body by 8 M16 high-strength bolts. The bolts are pre-tightened with a tightening torque of 210N.m, which effectively prevents the equipment from sliding horizontally and vertically.

[0083] The vehicle body mounting seat is an important force transmission component, which needs to evenly transmit the forces in the X, Y, and Z directions of each device of the hydrogen power system to the vehicle body. The weight of the hydrogen energy system 14 and the energy storage system 13 is about 1.2 tons. When the equipment is subjected to 3g longitudinal acceleration, it will withstand a very large impact. However, the upper wall thickness of the hollow aluminum profile of the roof is only 2.5mm. If a conventional mounting seat is used, the tensile force borne by the roof profile will exceed the tensile limit of the material itself, thereby causing damage to the vehicle body and the fall of the equipment.

[0084] In this embodiment, a pad with a length of about 1700mm is set in the X direction of the train, and an equipment mounting seat is arranged on the pad. The load received by the equipment under various working conditions is transmitted to the mounting seat through high-strength bolts, and the mounting seat evenly distributes the force to the car body through the pad to achieve connection. See the attached diagram of the equipment mounting seat. Fig.11 :

[0085] Table 9 below gives the stress states of the verification equipment, car body mounting brackets, etc. under various train operating conditions, and the car body static strength calculation conditions.

[0086] Table 9

[0087]

[0088] Using HyperMesh software and Ansys software, the stiffness, static strength, modal and fatigue strength analysis of the vehicle body of the Tc vehicle was carried out based on the BSEN12663-2010 standard, TB1335-96 standard and EN1999-1-3 standard. The analysis results are as follows:

[0089] 1. Under the vertical overload condition (AW3), the vertical displacement of the frame side beam at the center line of the vehicle body is 13.156 mm, which is less than one thousandth of the vehicle's fixed distance. The rigidity of the vehicle body meets the standard requirements;

[0090] 2. Under the 28 static strength calculation conditions in Table 9, the Von.Mises stress of each component of the vehicle body is less than the allowable stress of the component, and the static strength of the vehicle body meets the standard requirements;

[0091] 3. The first-order torsional vibration frequency of the vehicle body structure is 15.631 Hz, and the first-order vertical bending vibration frequency is 16.468 Hz, which meet the standard requirements;

[0092] 4. Under the four fatigue load conditions in Table 9 (1200KN compression and vehicle vertical load synthesis condition, 1200KN compression and vertical static load synthesis condition, 960KN tension and vehicle vertical load synthesis condition, 960KN tension and vertical static load synthesis condition), the maximum principal stress range of the body parts is less than the fatigue allowable stress; considering the contribution of low stress cycles to fatigue damage, the fatigue cumulative damage of the body parts is less than 1, and the new equipment is added to establish a vehicle simulation model according to the layout drawing. After simulation analysis, the strength requirements are met.

[0093] Of course, the present invention may have many other embodiments. Without departing from the spirit and essence of the present invention, technicians familiar with the field may make various corresponding changes and modifications based on the present invention, but these corresponding changes and modifications should all fall within the scope of protection of the claims attached to the present invention.

Claims

1. A rail transit urban train hydrogen power system, the urban train comprising a bogie, an air chamber cylinder (1), a brake module (2), a battery box (3), an auxiliary inverter (4), a brake control unit (5), a traction transformer (9), a traction converter (10), an air conditioning system (12), and pipelines and cables; the air conditioning system (12) is arranged on the roof; characterized in that: It also includes a hydrogen power system installed on the top of the urban train, the hydrogen power system consisting of a hydrogen energy system (14), an energy storage system (13) and auxiliary pipelines; in a hydrogen-powered urban train with a 2-motor and 2-trailer 4-car formation of "=Tc1*M1*M2*Tc2=": The trailer with a driver's cab is equipped with two energy storage systems (13) represented by Tc1 / Tc2; A single EMU without a driver's cab, represented by M1 / M2, is equipped with two hydrogen energy systems (14) and two energy storage systems (13); The hydrogen-powered urban train without a pantograph system is equipped with four hydrogen energy systems (14) and eight energy storage systems (13); On a motor vehicle without a driver's cab represented by M1, the spatial configuration of the two hydrogen energy systems (14) and the two energy storage systems (13) on the vehicle calculation coordinate system is: The No. 1 hydrogen energy system assembly is 8889~9226mm from the origin of the X-axis, 33.5mm from the centerline of the Y-axis vehicle, and 3906.5mm from the Z-axis rail surface height; The distance between the No. 2 hydrogen energy system assembly and the X-axis origin is -9619~-9539mm, the distance from the Y-axis vehicle centerline is -33.5mm, and the height from the Z-axis rail surface is 4086.5mm; The distance between the No. 1 energy storage system and the origin of the X-axis is 6420~6500mm, the distance between the Y-axis vehicle centerline is -6.5~231.5mm, and the height between the Z-axis rail surface is 3954.5~4036.5mm; The distance between the No. 2 energy storage system and the origin of the X-axis is -7150~-6990mm, the distance between the system and the centerline of the Y-axis vehicle is -231.5~6.5mm, and the height between the system and the Z-axis rail surface is 4119.5~4201.5mm.

2. The rail transit urban train hydrogen power system according to claim 1 is characterized in that: The hydrogen energy system (14) is fixedly arranged on the roof of the train in the following manner: the vertical surfaces in two cross-sectional directions are designed to be oblique angles, wherein the oblique angle is 50°.

3. The rail transit urban train hydrogen power system according to claim 1 is characterized in that: The hydrogen energy system (14) and the energy storage system (13) are arranged in the bogie area, and the equipment is arranged symmetrically, and the newly added equipment in the lead car with a driver's cab is arranged at the second end.

4. The rail transit urban train hydrogen power system according to claim 1, characterized in that: On a motor vehicle without a driver's cab represented by M2, the spatial configuration of the two hydrogen energy systems (14) and the two energy storage systems (13) on the vehicle calculation coordinate system is: The No. 3 hydrogen energy system assembly is 9489~9569mm from the origin of the X-axis, 33.5mm from the centerline of the Y-axis vehicle, and 4086.5mm from the Z-axis rail surface height; The No. 4 hydrogen energy system assembly is -9569~-9489mm from the origin of the X-axis, -33.5mm from the centerline of the Y-axis vehicle, and 4086.5mm from the Z-axis rail surface height; The distance between the No. 3 energy storage system and the origin of the X-axis is 6934~7094mm, the distance between the Y-axis vehicle centerline is -6~232mm, and the height between the Z-axis rail surface is 4118~4200mm; The distance between the No. 4 energy storage system and the origin of the X-axis is -7094~-6934mm, the distance between the system and the centerline of the Y-axis vehicle is -232~6mm, and the height between the system and the Z-axis rail surface is 4118~4200mm.

5. The rail transit urban train hydrogen power system according to claim 1, characterized in that: On a trailer with a driver's cab represented by Tc1 / Tc2, the spatial configuration of the two energy storage systems (13) on the vehicle calculation coordinate system is: The distance between the No. 5 energy storage system and the origin of the X-axis is -9454~-9164mm, the distance between the Y-axis vehicle centerline is -6~232mm, and the height between the Z-axis rail surface is 4118~4200mm; The distance between the No. 6 energy storage system and the origin of the X-axis is -7156~-7446mm, the distance between the system and the centerline of the Y-axis vehicle is -232~6mm, and the height between the system and the rail surface of the Z-axis is 4118~4200mm.

6. The rail transit urban train hydrogen power system according to claim 1, characterized in that: A gap of 170 mm is left between the adjacent hydrogen energy systems (14) and energy storage systems (13).

7. The rail transit urban train hydrogen power system according to claim 1, characterized in that: A mounting seat is connected between the hydrogen power system equipment and the vehicle body by bolts, and the hydrogen energy system (14) and the energy storage system (13) are both connected to the mounting seat of the vehicle body by eight M16 high-strength bolts; a pad is provided in the X direction of the train, and the mounting seat is arranged on the pad.

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