Railway vehicle hybrid power system energy distribution method and device and energy controller

Abstract

The invention provides a rail vehicle hybrid power system energy distribution method and device and an energy controller. The method is applied to the railway vehicle hybrid power system, the system comprises a fuel cell subsystem, a power cell and an energy controller, the fuel cell subsystem comprises a hydrogen storage module, at least one fuel cell with a first direct-current conversion module and a second direct-current conversion module, and the method comprises the steps that after the railway vehicle hybrid power system is powered on, the hydrogen storage module is powered on; determining the main state of the system according to the state of the fuel cell subsystem and the state of the power cell; if the main state of the system represents that the fuel cell subsystem and the power cell supply power normally, the first DC conversion module is controlled to work in a voltage source mode, and the second DC conversion module is controlled to work in a current source mode; and determining the output power of the at least one fuel cell and the power cell according to the required power of the railway vehicle and the charge state of the power cell. According to the invention, the fuel cell for the automobile can be applied to the railway vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle power supply, and in particular to an energy distribution method, device and energy controller for a hybrid power system of a rail vehicle. Background Art

[0002] The rail vehicle adopts a rail vehicle hybrid power system including fuel cells and power batteries, which helps to ensure the stability of the rail vehicle's power supply.

[0003] like Figure 1 As shown in the figure, the current rail vehicle hybrid power system mainly uses high-power battery stacks (i.e. high-power fuel cells) for parallel power supply. In this scheme, each high-power fuel cell is connected to the DC bus through an internal unidirectional DC / DC (i.e. DC conversion module), and the power battery is directly hung on the bus. Among them, the power battery is used to maintain the bus voltage, and its large capacity can prevent sudden changes in the bus voltage; the fuel cell is the ultimate energy source for the entire rail vehicle hybrid power system. Its output power is adjusted according to the state of charge (SOC) of the power battery and the required power of the rail vehicle, and is the main control variable of the energy management system.

[0004] In order to reduce costs and improve energy utilization, it is considered to apply automotive fuel cells to rail vehicle hybrid power systems. However, the inventors found in the application process that if the high-power fuel cells in the rail vehicle hybrid power system are directly replaced with automotive fuel cells, the output voltage of the automotive fuel cells is relatively low, generally 750V, while the voltage required by the power system of the rail vehicle is relatively high. Under normal circumstances, the power supply voltage of the rail vehicle can be as high as 1500V. The automotive fuel cells cannot meet the power supply voltage requirements of the rail vehicle, resulting in the inability to directly use automotive fuel cells and high costs. Moreover, even if the high-power fuel cells in the rail vehicle hybrid power system can be replaced with automotive fuel cells, the bus voltage will rise during the braking process of the rail vehicle. When the bus voltage rises to a high level and exceeds the safe range of the output voltage of the automotive fuel cell, the protection mechanism of the automotive fuel cell will be triggered. The automotive fuel cell will frequently cut in or out of the bus under the action of the protection mechanism, thereby affecting the continuous operation of the automotive fuel cell and having an adverse effect on the operation safety of the entire rail vehicle hybrid power system. Summary of the invention

[0005] The embodiments of the present invention provide a method, a device and an energy controller for energy distribution of a hybrid power system of a rail vehicle, so as to solve the problem that it is difficult to use automobile fuel cells in the hybrid power system of a rail vehicle.

[0006] In a first aspect, an embodiment of the present invention provides an energy distribution method for a hybrid power system of a rail vehicle, which is applied to a hybrid power system of a rail vehicle, wherein the hybrid power system of the rail vehicle comprises: a fuel cell subsystem, a power battery and an energy controller, wherein the fuel cell subsystem comprises: a hydrogen storage module, at least one fuel cell having a first DC conversion module and a second DC conversion module;

[0007] The hydrogen storage module is used to provide hydrogen to at least one of the fuel cells;

[0008] At least one of the fuel cells is electrically connected to the second DC conversion module;

[0009] The second DC conversion module and the power battery are both connected to the DC bus;

[0010] The energy controller is respectively connected to the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery in communication;

[0011] The method comprises:

[0012] After the rail vehicle hybrid power system is powered on, determining the main state of the system according to the state of the fuel cell subsystem and the state of the power battery;

[0013] If the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally, the first DC conversion module is controlled to operate in a voltage source mode, the second DC conversion module is controlled to operate in a current source mode, and the output power of at least one of the fuel cell and the power battery is determined according to the required power of the rail vehicle and the charge state of the power battery.

[0014] In a possible implementation, determining the main state of the system according to the state of the fuel cell subsystem and the state of the power battery includes:

[0015] Determining whether the state of the fuel cell subsystem is normal and whether the state of the power battery is normal;

[0016] If the state of the fuel cell subsystem is normal and the state of the power battery is normal, determining that the system main state is a first state indicating that the fuel cell subsystem and the power battery are supplying power normally;

[0017] If the state of the fuel cell subsystem is abnormal and the state of the power battery is normal, determining that the main state of the system is a second state indicating that the power supply of the fuel cell subsystem is abnormal but the power supply of the power battery is normal;

[0018] If the state of the fuel cell subsystem is normal and the state of the power battery is abnormal, determining that the system main state is a third state indicating that the fuel cell subsystem is powered normally but the power battery is powered abnormally;

[0019] If the state of the fuel cell subsystem is abnormal and the state of the power battery is abnormal, the system main state is determined to be a fourth state indicating abnormal power supply of the fuel cell subsystem and the power battery.

[0020] In a possible implementation, determining whether the state of the fuel cell subsystem is normal includes:

[0021] Determine whether the state of the hydrogen storage module is normal, whether the state of at least one of the fuel cells is normal, and whether the state of the second DC conversion module is normal;

[0022] If the state of the hydrogen storage module is abnormal, or the state of the second DC conversion module is abnormal, then determining that the state of the fuel cell subsystem is abnormal;

[0023] If the state of the hydrogen storage module is normal and the state of the second DC conversion module is normal, the state of the fuel cell subsystem is determined according to the state of at least one of the fuel cells.

[0024] In a possible implementation, the sum of the maximum output power of the power battery and the maximum output power of the fuel cell subsystem is recorded as the maximum output power of the system;

[0025] The step of determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle and the state of charge of the power battery comprises:

[0026] comparing the state of charge of the power battery with a minimum state of charge threshold, a second minimum state of charge threshold, and a second maximum state of charge threshold, respectively; the second minimum state of charge threshold is greater than the minimum state of charge threshold and less than the second maximum state of charge threshold, and the second maximum state of charge threshold is less than the maximum state of charge threshold;

[0027] If the state of charge of the power battery is greater than the second largest state of charge threshold, determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the power battery and the maximum output power of the system;

[0028] If the state of charge of the power battery is less than or equal to the state of charge second maximum threshold, and the state of charge of the power battery is greater than the state of charge minimum threshold, then determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem, and the maximum output power of the system;

[0029] If the state of charge of the power battery is less than or equal to the minimum state of charge threshold, the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be zero.

[0030] In a possible implementation, determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the power battery, and the maximum output power of the system includes:

[0031] Comparing the required power with the maximum output power of the power battery and the maximum output power of the system respectively;

[0032] If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem;

[0033] If the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the power battery, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the difference between the required power and the maximum output power of the power battery;

[0034] If the required power is less than or equal to the maximum output power of the power battery, and the required power is greater than the minimum output power of the fuel cell subsystem, then the output power of at least one of the fuel cells is determined to be the minimum output power of the fuel cell subsystem, and the output power of the power battery is the difference between the required power and the minimum output power of the fuel cell subsystem.

[0035] In a possible implementation, determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem, and the maximum output power of the system includes:

[0036] comparing the required power with the maximum output power of the fuel cell subsystem and the maximum output power of the system respectively;

[0037] If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem;

[0038] If the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the fuel cell subsystem, then the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be the difference between the required power and the maximum output power of the fuel cell subsystem;

[0039] If the required power is less than or equal to the maximum output power of the fuel cell subsystem, and the required power is greater than the minimum output power of the fuel cell subsystem, the output power of at least one of the fuel cell and the power battery is determined based on the comparison result of the state of charge of the power battery and the next smallest threshold value of the state of charge.

[0040] In a possible implementation, determining the output power of at least one of the fuel cell and the power battery according to a comparison result of the state of charge of the power battery and the next smallest state of charge threshold value includes:

[0041] If the state of charge of the power battery is greater than the state of charge second minimum threshold, determining that the output power of at least one of the fuel cells is the required power;

[0042] If the state of charge of the power battery is less than or equal to the state of charge second minimum threshold, the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem.

[0043] In a second aspect, an embodiment of the present invention provides an energy distribution device for a hybrid power system of a rail vehicle, which is applied to a hybrid power system of a rail vehicle, wherein the hybrid power system of the rail vehicle comprises: a fuel cell subsystem, a power battery and an energy controller, wherein the fuel cell subsystem comprises: a hydrogen storage module, at least one fuel cell having a first DC conversion module and a second DC conversion module;

[0044] The hydrogen storage module is used to provide hydrogen to at least one of the fuel cells;

[0045] At least one of the fuel cells is electrically connected to the second DC conversion module;

[0046] The second DC conversion module and the power battery are both connected to the DC bus;

[0047] The energy controller is respectively connected to the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery in communication;

[0048] The device comprises:

[0049] A processing module, configured to determine a main state of the system according to a state of the fuel cell subsystem and a state of the power battery after the rail vehicle hybrid power system is powered on;

[0050] An energy distribution module is used to control the first DC conversion module to operate in a voltage source mode, control the second DC conversion module to operate in a current source mode, and determine the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle and the charge state of the power battery if the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally.

[0051] In a third aspect, an embodiment of the present invention provides an energy controller comprising a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to perform the steps of the method described in the first aspect or any possible implementation of the first aspect.

[0052] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described in the first aspect or any possible implementation method of the first aspect are implemented.

[0053] The embodiment of the present invention provides an energy distribution method, device and energy controller for a hybrid power system of a rail vehicle. By connecting a second DC conversion module with a higher pressure bearing capacity (for example, a pressure bearing capacity of more than 1500V) in series in a fuel cell subsystem of the hybrid power system of the rail vehicle, and after the hybrid power system of the rail vehicle is powered on, when the fuel cell subsystem and the power battery are powered normally, the first DC conversion module inside the fuel cell in the fuel cell subsystem is controlled to operate in a voltage source mode, and the second DC conversion module connected in series is controlled to operate in a current source mode. When the rail vehicle is braked, the fuel cell subsystem can be maintained to output externally at a minimum output power, thereby ensuring the continuous operation of the fuel cell subsystem, effectively solving the problem of low output voltage of the fuel cell subsystem for automobiles, and realizing the power generation application of fuel cells for automobiles on rail vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0055] Figure 1 It is a topological diagram of a hybrid power system for a rail vehicle in the prior art provided by an embodiment of the present invention;

[0056] Figure 2 is a flow chart for implementing the energy distribution method of a hybrid power system of a rail vehicle provided by an embodiment of the present invention;

[0057] Figure 3 is a topological diagram of a hybrid power system for a rail vehicle provided by an embodiment of the present invention;

[0058] Figure 4 is a flow chart of an implementation method of an energy distribution method for a hybrid power system of a rail vehicle provided by another embodiment of the present invention;

[0059] Figure 5 is an exemplary diagram of a rail vehicle hybrid power system provided by an embodiment of the present invention;

[0060] Figure 6 is a schematic structural diagram of an energy distribution device for a hybrid power system of a rail vehicle provided by an embodiment of the present invention;

[0061] Figure 7 Schematic diagram of an energy controller provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0062] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present invention. However, it should be clear to those skilled in the art that the present invention may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present invention.

[0063] In order to make the purpose, technical solutions and advantages of the present invention more clear, specific embodiments will be described below in conjunction with the accompanying drawings.

[0064] See also Figure 2 , which shows a flow chart of the implementation of the energy distribution method for a hybrid power system of a rail vehicle provided by an embodiment of the present invention. The energy distribution method for a hybrid power system of a rail vehicle provided by an embodiment of the present invention is applied to Figure 3The rail vehicle hybrid power system shown in the figure comprises: a fuel cell subsystem, a power battery and an energy controller, the fuel cell subsystem comprises: a hydrogen storage module, at least one having a first DC conversion module (i.e. Figure 2 The fuel cell and the second DC conversion module (i.e. Figure 3 Secondary DC / DC in the system).

[0065] Among them, the hydrogen storage module is used to provide hydrogen to at least one fuel cell; at least one fuel cell is electrically connected to the second DC conversion module; the second DC conversion module and the power battery are both connected to the DC bus; the energy controller is respectively communicated with the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery.

[0066] It should be noted that the fuel cell in this embodiment can be a fuel cell for automobiles, and the rail vehicle hybrid power system is powered by a fuel cell and a power battery. The fuel cell is connected to the DC bus using a two-stage unidirectional DC / DC, and the power battery is connected in a direct-hanging bus. The hydrogen storage module provides hydrogen for the entire fuel cell subsystem, and the energy controller realizes the energy management and control of the rail vehicle hybrid power system. The executor of the rail vehicle hybrid power system energy distribution method provided in this embodiment can be the energy controller.

[0067] On this basis, the implementation process of the energy distribution method of the rail vehicle hybrid power system is described in detail as follows:

[0068] In step 201, after the rail vehicle hybrid power system is powered on, the main state of the system is determined according to the state of the fuel cell subsystem and the state of the power battery.

[0069] In one embodiment, determining the main state of the system according to the state of the fuel cell subsystem and the state of the power battery may include:

[0070] Determine whether the status of the fuel cell subsystem is normal and whether the status of the power battery is normal.

[0071] If the state of the fuel cell subsystem is normal and the state of the power battery is normal, the system main state is determined to be the first state indicating that the fuel cell subsystem and the power battery are supplying power normally.

[0072] If the state of the fuel cell subsystem is abnormal and the state of the power battery is normal, the system main state is determined to be a second state indicating that the power supply of the fuel cell subsystem is abnormal but the power supply of the power battery is normal.

[0073] If the state of the fuel cell subsystem is normal and the state of the power battery is abnormal, the system main state is determined to be a third state indicating that the fuel cell subsystem is powered normally but the power battery is powered abnormally.

[0074] If the state of the fuel cell subsystem is abnormal and the state of the power battery is abnormal, the system main state is determined to be a fourth state representing abnormal power supply of the fuel cell subsystem and the power battery.

[0075] In this embodiment, by setting a fault handling module, the real-time status of the system can be monitored during the operation of the rail vehicle hybrid power system. When one or several modules in the rail vehicle hybrid power system fail and cause the health status of the system to change, the system can be switched between limited main states according to the specific fault situation. For example, after determining the system state according to the original physical topology of the rail vehicle hybrid power system and the fault level of each subsystem, four system main states are set: normal power supply of fuel cell and power battery HBS_state=0, single power battery power supply HBS_state=1, single fuel cell system power supply HBS_state=2, and hybrid power system failure HBS_state=3. The four main state values ​​HBS_state can identify the available power supply structure of the system, provide entry for different energy control strategies, and correspond to four energy control methods, thereby realizing energy control of the rail vehicle hybrid power system in different fault states.

[0076] Exemplary, combined Figure 4 As shown in the figure, after the rail vehicle is powered on, the energy controller ECU is powered on first, and then the ECU will send instructions to the controllers of the fuel cell, power battery, DC / DC and hydrogen storage module to realize the power-on operation of each controller and put the controllers of each subsystem into standby state. After the controllers of each subsystem are powered on, they will automatically complete the startup initialization operation. Except for the fuel cell subsystem, which has three levels of alarms (the first level alarm only prompts not to execute actions, the second level alarm executes controlled shutdown, and the third level alarm executes emergency shutdown), other subsystems only have two levels of alarms (the first level alarm only prompts not to execute actions, and the second level alarm executes shutdown). The ECU will read the fault status of each subsystem and then determine the state of the hybrid power system.

[0077] Since the state of the power battery has a direct impact on the power supply mode setting of the fuel cell subsystem (voltage mode or current mode), the main system state of the rail vehicle hybrid system is determined based on the state of the power battery and the state of the fuel cell subsystem. For example, the main system state can be divided into 4 types:

[0078] 1) Normal power supply state HBS_state=0: In this state, all subsystems of the rail vehicle hybrid power system are normal and can provide power according to the normal energy distribution strategy.

[0079] 2) Single power battery power supply HBS_state = 1: In this state, the power battery is normal, the hydrogen storage module in the fuel cell subsystem fails, or all fuel cells fail, or the secondary DC / DC fails, resulting in the fuel cell subsystem being unable to provide power in current source mode. At this time, the rail vehicle hybrid power system supplies power to the outside in single power battery mode.

[0080] 3) Single fuel cell power supply HBS_state = 2: In this state, the power battery fails and cannot supply power, and the fuel cell subsystem is in a normal state. Since the power battery is offline, there is no reference voltage on the bus. At this time, the secondary DC / DC in the fuel cell subsystem needs to be set to voltage source mode to output power while maintaining the bus voltage.

[0081] 4) Power system failure HBS_state = 3: In this state, the rail vehicle hybrid power system cannot output power to the outside, the system does not start, and the power needs to be turned off to check the fault.

[0082] After completing the above-mentioned system main state judgment, the energy controller assigns a value to the system main state HBS_state, and then waits for the high-voltage start-up instruction. Before receiving the high-voltage start-up instruction, it cyclically judges the real-time value of the system main state to ensure that the system main state is its current latest state before the high-voltage start-up begins.

[0083] After receiving the high voltage start command, the energy control program corresponding to the system main state is entered and the corresponding energy control program is started.

[0084] In addition, the hybrid power system of a rail vehicle is started. According to the different main states of the system, the starting process of the hybrid power system of a rail vehicle is divided into the following situations:

[0085] 1) HBS_state = 0: The power battery, fuel cell and secondary DC / DC are started in sequence, and the secondary DC / DC is set to current source working mode.

[0086] 2) HBS_state = 1: Only the power battery and fuel cell subsystem faults are enabled.

[0087] 3) HBS_state = 2: The fuel cell and the secondary DC / DC are started in sequence, the secondary DC / DC is set to the voltage source working mode, and the power battery fails.

[0088] 4) HBS_state = 3: The entire rail vehicle hybrid power system fails.

[0089] In one embodiment, determining whether the state of the fuel cell subsystem is normal may include:

[0090] It is determined whether the state of the hydrogen storage module is normal, whether the state of at least one fuel cell is normal, and whether the state of the second DC conversion module is normal.

[0091] If the state of the hydrogen storage module is abnormal, or the state of the second DC conversion module is abnormal, it is determined that the state of the fuel cell subsystem is abnormal.

[0092] If the state of the hydrogen storage module is normal and the state of the second DC conversion module is normal, the state of the fuel cell subsystem is determined according to the state of at least one fuel cell.

[0093] Combination Figure 3 As shown, whether the fuel cell subsystem can supply power to the outside is not only related to the state of the fuel cell itself, but also affected by the state of the hydrogen storage module and the state of the secondary DC / DC. Therefore, in the fuel cell subsystem state judgment subroutine, it is possible to judge whether the state of the hydrogen storage module is normal, whether the state of the secondary DC / DC is normal, and whether the state of each fuel cell is normal.

[0094] Since the entire fuel cell subsystem uses a set of hydrogen storage modules to supply hydrogen uniformly, if the hydrogen storage module fails, the entire fuel cell subsystem cannot operate normally, and the state FCs_state of the fuel cell subsystem is set to 0. Similarly, since the fuel cell subsystem has only one external interface, if the state of the secondary DC / DC is abnormal (that is, the secondary DC / DC has a secondary alarm), the state FCs_state of the fuel cell subsystem is set to 0.

[0095] In addition, if the status of the hydrogen storage module and the status of the secondary DC / DC are both normal, the status of the fuel cell subsystem is determined based on the status of each fuel cell.

[0096] Among them, considering that the fuel cell subsystem has only one external interface, if only one fuel cell is in an abnormal state, the fuel cell subsystem is considered to be in an abnormal state, which will cause the energy controller to be unable to control the normal fuel cells in the fuel cell subsystem, which is not conducive to improving energy utilization efficiency. Therefore, if the secondary DC / DC does not have a secondary alarm, the total number of states in which the fuel cell subsystem can generate electricity externally is represented by FCs_state, and its value is the sum of the state values ​​FCX_OK of each fuel cell. In FCX_OK, X is the branch number, representing the parallel fuel cell branch, and the value can be 1, 2, 3, etc., which is determined according to the number of fuel cells in the fuel cell subsystem. When the state of a fuel cell branch is normal, FCX_OK=X, and when the state is abnormal, FCX_OK=0.

[0097] by Figure 3Taking the fuel cell subsystem with two fuel cell branches as an example, when both fuel cell branches are normal, FC1_OK=1, FC2_OK=2; when both fuel cell branches are faulty, FC1_OK=FC2_OK=0.

[0098] In step 202, if the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally, the first DC conversion module is controlled to operate in a voltage source mode, the second DC conversion module is controlled to operate in a current source mode, and the output power of at least one fuel cell and a power battery is determined according to the required power of the rail vehicle and the charge state of the power battery.

[0099] Combination Figure 3 As shown, in this embodiment, the fuel cell subsystem adopts a secondary DC / DC to connect to the DC bus, and the power battery adopts a direct connection method to the bus. The power battery provides the bus reference voltage. The direct connection method determines that the power battery is a non-controlled component in the rail vehicle hybrid power system, and can be adjusted according to the actual working conditions of the system; the output power of the fuel cell is the main control variable of the system, and its power control can be adjusted by the control parameters of the primary (i.e. unidirectional DC / DC) and secondary DC / DC. The unidirectional DC / DC works in the voltage source mode: set its output voltage to a fixed value, and open its current limit (set to the maximum current value); the secondary DC / DC works in the current source mode: the input current of the secondary DC / DC is used as a controlled parameter, and the output voltage is automatically adjusted following the bus voltage. Thereby realizing the coupling power supply of the rail vehicle hybrid power system on the rail vehicle.

[0100] When the required power of the rail vehicle is distributed between the power battery and the fuel cell, the secondary DC / DC of the fuel cell subsystem can be controlled to ensure that it outputs according to the specified power, and the output power of the power battery is automatically completed according to the distribution strategy. This realizes the global energy distribution of the rail vehicle hybrid system on the rail vehicle.

[0101] The embodiment of the present invention connects a second DC conversion module with a higher pressure bearing capacity (for example, a pressure bearing capacity of more than 1500V) in series in the fuel cell subsystem of the rail vehicle hybrid power system, and after the rail vehicle hybrid power system is powered on, when the fuel cell subsystem and the power battery are powered normally, controls the first DC conversion module inside the fuel cell in the fuel cell subsystem to operate in a voltage source mode, and the second DC conversion module connected in series to operate in a current source mode, so that when the rail vehicle brakes, the fuel cell subsystem can be maintained at a minimum output power to the outside, thereby ensuring the continuous operation of the fuel cell subsystem, effectively solving the problem of low output voltage of the automotive fuel cell subsystem, and realizing the power generation application of automotive fuel cells on rail vehicles.

[0102] In one embodiment, the sum of the maximum output power of the power battery and the maximum output power of the fuel cell subsystem is recorded as the maximum output power of the system.

[0103] On this basis, determining the output power of at least one fuel cell and the power battery according to the required power of the rail vehicle and the state of charge of the power battery may include:

[0104] The state of charge of the power battery is compared with the minimum state of charge threshold, the second minimum state of charge threshold and the second maximum state of charge threshold respectively; the second minimum state of charge threshold is greater than the minimum state of charge threshold and less than the second maximum state of charge threshold, and the second maximum state of charge threshold is less than the maximum state of charge threshold.

[0105] If the state of charge of the power battery is greater than the next largest state of charge threshold, the output power of at least one fuel cell and the power battery is determined according to the required power of the rail vehicle, the maximum output power of the power battery and the maximum output power of the system.

[0106] If the state of charge of the power battery is less than or equal to the second maximum state of charge threshold, and the state of charge of the power battery is greater than the minimum state of charge threshold, the output power of at least one fuel cell and the power battery is determined according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem and the maximum output power of the system.

[0107] If the state of charge of the power battery is less than or equal to the minimum state of charge threshold, the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be zero.

[0108] In this embodiment, when the fuel cell subsystem and the power battery are both powered normally, a power demand instruction issued by the vehicle controller VCU is received, the power demand of the rail vehicle is extracted, and the energy control strategy is executed.

[0109] At this time, the hybrid power system of the rail vehicle is a hybrid power supply mode of fuel cells and power batteries. Only in this case is the energy distribution of the hybrid power system executed. First, read the real-time value of the power battery SOC. The applicable range of the SOC of the power battery needs to be controlled between the minimum threshold value of the state of charge SOCmin and the maximum threshold value of the state of charge SOCmax, and there is SOCmax>SOC1>SOC2>SOCmin, where SOCmax represents the maximum allowable SOC value of the power battery, and SOCmin represents the minimum allowable SOC value of the power battery. SOCmax and SOCmin can be provided by the battery manufacturer. SOC1 and SOC2 are set values ​​between SOCmax and SOCmin, which are used to control the actual SOC of the power battery operation process not to exceed SOCmax and SOCmin. If it exceeds SOCmax, the charging current of the power battery is automatically limited, and the power of the power battery is consumed first. If it is lower than SOCmin, the fuel cell is given priority to charge the power battery on the basis of ensuring the required power of the rail vehicle. Therefore, when executing different fuel cell power settings according to the SOC value, it is mainly divided into three cases: SOC>SOC1, SOCmin<SOC≤SOC1, and SOC≤SOCmin.

[0110] Among them, when SOC≤SOCmin, in this case, the power battery has exceeded the lower limit of normal operation. At this time, regardless of the required power, the fuel cell subsystem outputs at the maximum output power and sends a prompt to reduce the power to the vehicle controller.

[0111] In one embodiment, determining the output power of at least one fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the power battery, and the maximum output power of the system may include:

[0112] The required power is compared with the maximum output power of the power battery and the maximum output power of the system respectively.

[0113] If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem.

[0114] If the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the power battery, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the difference between the required power and the maximum output power of the power battery.

[0115] If the required power is less than or equal to the maximum output power of the power battery, and the required power is greater than the minimum output power of the fuel cell subsystem, then the output power of at least one fuel cell is determined to be the minimum output power of the fuel cell subsystem, and the output power of the power battery is the difference between the required power and the minimum output power of the fuel cell subsystem.

[0116] In this embodiment, SOC>SOC1. At this time, the SOC of the power battery is at a relatively high level. If the vehicle enters a braking condition, the braking energy cannot be fully absorbed, thereby raising the bus voltage, causing the braking resistor to be turned on prematurely, resulting in energy waste, or the bus voltage is raised too high and exceeds the bearing capacity of the connecting components on the bus, causing system failure.

[0117] Therefore, in this case, the power battery needs to be discharged first. If the required power is greater than the sum of the maximum output power of the power battery and the maximum output power of the fuel cell subsystem (i.e. the maximum output power of the system), the fuel cell subsystem will output at the maximum output power (the power battery will also automatically discharge at the maximum discharge capacity), and the system will be prompted to be insufficient in power.

[0118] If the required power is less than the maximum output power of the system and greater than the maximum output power of the power battery, the power battery outputs at the maximum output power, and the output power of the fuel cell subsystem is the required power minus the maximum output power of the power battery.

[0119] If the required power is between the minimum output power of the fuel cell subsystem and the maximum output power of the power battery, the fuel cell subsystem outputs at the minimum output power, and the other power requirements are met by the power battery to reduce the power battery SOC level as quickly as possible.

[0120] In addition, when the rail vehicle is braking, the fuel cell subsystem outputs at minimum output power.

[0121] In one embodiment, determining the output power of at least one fuel cell and a power battery according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem, and the maximum output power of the system may include:

[0122] The required power is compared with the maximum output power of the fuel cell subsystem and the maximum output power of the system respectively.

[0123] If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem.

[0124] If the required power is less than or equal to the maximum output power of the system and the required power is greater than the maximum output power of the fuel cell subsystem, determine the output power of at least one fuel cell as the maximum output power of the fuel cell subsystem, and determine the output power of the power battery as the difference between the required power and the maximum output power of the fuel cell subsystem.

[0125] If the required power is less than or equal to the maximum output power of the fuel cell subsystem and the required power is greater than the minimum output power of the fuel cell subsystem, determine the output powers of at least one fuel cell and the power battery according to the comparison result between the state of charge of the power battery and the second lowest state of charge threshold.

[0126] In this embodiment, SOCmin < SOC ≤ SOC1, and at this time, the SOC of the power battery is at a relatively normal level. Therefore, in this case, if the required power is greater than the maximum output power of the system, the fuel cell outputs at the maximum power, and at the same time, it is prompted that the system power is insufficient.

[0127] If the required power is between the maximum output power of the fuel cell subsystem and the maximum output power of the system, the fuel cell subsystem outputs at the maximum output power, and other power requirements are met by the power battery.

[0128] If the required power is between the maximum output power and the minimum output power of the fuel cell subsystem, it is necessary to further determine the range of SOC and perform energy distribution according to the determination result.

[0129] In one embodiment, determining the output powers of at least one fuel cell and the power battery according to the comparison result between the state of charge of the power battery and the second lowest state of charge threshold may include:

[0130] If the state of charge of the power battery is greater than the second lowest state of charge threshold, determine the output power of at least one fuel cell as the required power.

[0131] If the state of charge of the power battery is less than or equal to the second lowest state of charge threshold, determine the output power of at least one fuel cell as the maximum output power of the fuel cell subsystem.

[0132] This embodiment is for the case where it is necessary to further determine the range of SOC when the required power is between the maximum output power and the minimum output power of the fuel cell subsystem. Among them, if SOC > SOC2, the fuel cell subsystem can output at the required power. If SOCmin < SOC ≤ SOC2, it means that the power battery is already close to the control lower limit. At this time, the fuel cell subsystem outputs at the maximum output power to ensure that the load required power is met and the power battery is charged as soon as possible.

[0133] If the required power is not within the above range, it means that the required power is negative (i.e. braking). At this time, the fuel cell subsystem outputs at the minimum output power and the fuel cell subsystem does not shut down.

[0134] It should be noted that what is determined in the above steps is the output power of at least one fuel cell, that is, the output power of the fuel cell subsystem. On this basis, the output power of each fuel cell can be determined by averaging the number of fuel cells in the fuel cell subsystem.

[0135] Combination Figure 4 After executing the above steps, if a shutdown command is received, the hybrid power system is shut down. After the rail vehicle sends a shutdown command, the secondary DC / DC, fuel cell, and power battery are shut down in sequence. Since the equipment started by the hybrid power system of the rail vehicle in the main state of each system is not exactly the same, the component status is first determined. If the component is in operation, a shutdown command is sent, otherwise it is skipped. After the fuel cell subsystem is shut down, it enters the initialization operation and waits for the next command from the hybrid power system of the rail vehicle.

[0136] The embodiments of the present invention can increase the output voltage of the fuel cell by connecting a secondary DC / DC in series after the fuel cell, reduce the customized development of the fuel cell, and are suitable for applying existing automotive fuel cell products to rail vehicles. On the one hand, it helps to reduce the use cost of rail vehicle fuel cell systems: the operating voltage requirements of rail vehicles are much larger than those of automobiles. Conventional fuel cells for rail vehicles generally require customized development of high-output voltage fuel cell stacks. Since the high-output voltage stack has high requirements for DC / DC, the customized development cost increases. In contrast, connecting a secondary DC / DC in series after the fuel cell can meet the boost requirements and greatly reduce the user's use cost. On the other hand, it can effectively improve the utilization rate of automotive fuel cells: the rail vehicle hybrid power system and energy control method proposed in the embodiments of the present invention can apply low-output voltage fuel cells to rail vehicles by connecting DC / DC in series, increasing the selectivity of fuel cell products.

[0137] For example, Figure 5 As shown, the fuel cell, secondary DC / DC, and power battery can be connected to the controller by CAN communication to realize data interaction. The fuel cell can be HD-TRC produced by Ballard, the DC / DC can be 150kW DC / DC produced by Furui, the power battery can be the battery produced by Beijing Jiaotong New Energy, and the energy controller can be Xichuang PLC CPU833 produced by Xichuang.

[0138] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0139] The following is an embodiment of the device of the present invention. For details not described in detail therein, reference may be made to the corresponding method embodiment described above.

[0140] Figure 6 The schematic diagram of the structure of the energy distribution device of the rail vehicle hybrid power system provided by the embodiment of the present invention is shown. For the convenience of explanation, only the part related to the embodiment of the present invention is shown, which is described in detail as follows:

[0141] The device is used for Figure 3 The rail vehicle hybrid power system shown includes: a fuel cell subsystem, a power battery and an energy controller. The fuel cell subsystem includes: a hydrogen storage module, at least one fuel cell with a first DC conversion module and a second DC conversion module.

[0142] Among them, the hydrogen storage module is used to provide hydrogen to at least one fuel cell; at least one fuel cell is electrically connected to the second DC conversion module; the second DC conversion module and the power battery are both connected to the DC bus; the energy controller is respectively communicated with the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery.

[0143] like Figure 6 As shown, the energy distribution device of the rail vehicle hybrid power system includes: a processing module 61 and an energy distribution module 62 .

[0144] The processing module 61 is used to determine the main state of the system according to the state of the fuel cell subsystem and the state of the power battery after the rail vehicle hybrid power system is powered on;

[0145] The energy distribution module 62 is used to control the first DC conversion module to operate in a voltage source mode, control the second DC conversion module to operate in a current source mode, and determine the output power of at least one fuel cell and a power battery according to the required power of the rail vehicle and the charge state of the power battery if the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally.

[0146] The embodiment of the present invention connects a second DC conversion module with a higher pressure bearing capacity (for example, a pressure bearing capacity of more than 1500V) in series in the fuel cell subsystem of the rail vehicle hybrid power system, and after the rail vehicle hybrid power system is powered on, when the fuel cell subsystem and the power battery are powered normally, controls the first DC conversion module inside the fuel cell in the fuel cell subsystem to operate in a voltage source mode, and the second DC conversion module connected in series to operate in a current source mode, so that when the rail vehicle brakes, the fuel cell subsystem can be maintained at a minimum output power to the outside, thereby ensuring the continuous operation of the fuel cell subsystem, effectively solving the problem of low output voltage of the automotive fuel cell subsystem, and realizing the power generation application of automotive fuel cells on rail vehicles.

[0147] In a possible implementation, the processing module 61 is specifically configured to:

[0148] Determine whether the status of the fuel cell subsystem is normal, and whether the status of the power battery is normal; if the status of the fuel cell subsystem is normal, and the status of the power battery is normal, determine the system main status as the first status characterizing that the fuel cell subsystem and the power battery are powered normally; if the status of the fuel cell subsystem is abnormal, and the status of the power battery is normal, determine the system main status as the second status characterizing that the power supply of the fuel cell subsystem is abnormal but the power supply of the power battery is normal; if the status of the fuel cell subsystem is normal, and the status of the power battery is abnormal, determine the system main status as the third status characterizing that the power supply of the fuel cell subsystem is normal but the power supply of the power battery is abnormal; if the status of the fuel cell subsystem is abnormal, and the status of the power battery is abnormal, determine the system main status as the fourth status characterizing that the power supply of the fuel cell subsystem and the power battery is abnormal.

[0149] In a possible implementation, the processing module 61 is specifically configured to:

[0150] Determine whether the state of the hydrogen storage module is normal, whether the state of at least one fuel cell is normal, and whether the state of the second DC conversion module is normal; if the state of the hydrogen storage module is abnormal, or the state of the second DC conversion module is abnormal, determine that the state of the fuel cell subsystem is abnormal; if the state of the hydrogen storage module is normal, and the state of the second DC conversion module is normal, determine the state of the fuel cell subsystem according to the state of at least one fuel cell.

[0151] In a possible implementation, the sum of the maximum output power of the power battery and the maximum output power of the fuel cell subsystem is recorded as the maximum output power of the system; the energy distribution module 62 is specifically used for:

[0152] The state of charge of the power battery is compared with the minimum state of charge threshold, the second minimum state of charge threshold and the second maximum state of charge threshold respectively; the second minimum state of charge threshold is greater than the minimum state of charge threshold and less than the second maximum state of charge threshold, and the second maximum state of charge threshold is less than the maximum state of charge threshold; if the state of charge of the power battery is greater than the second maximum state of charge threshold, the output power of at least one fuel cell and the power battery is determined according to the required power of the rail vehicle, the maximum output power of the power battery and the maximum output power of the system; if the state of charge of the power battery is less than or equal to the second maximum state of charge threshold, and the state of charge of the power battery is greater than the minimum state of charge threshold, the output power of at least one fuel cell and the power battery is determined according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem and the maximum output power of the system; if the state of charge of the power battery is less than or equal to the minimum state of charge threshold, the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be zero.

[0153] In a possible implementation, the energy distribution module 62 is specifically configured to:

[0154] The required power is compared with the maximum output power of the power battery and the maximum output power of the system respectively; if the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem; if the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the power battery, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the difference between the required power and the maximum output power of the power battery; if the required power is less than or equal to the maximum output power of the power battery, and the required power is greater than the minimum output power of the fuel cell subsystem, the output power of at least one fuel cell is determined to be the minimum output power of the fuel cell subsystem, and the output power of the power battery is the difference between the required power and the minimum output power of the fuel cell subsystem.

[0155] In a possible implementation, the energy distribution module 62 is specifically configured to:

[0156] The required power is compared with the maximum output power of the fuel cell subsystem and the maximum output power of the system respectively; if the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem; if the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the fuel cell subsystem, the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be the difference between the required power and the maximum output power of the fuel cell subsystem; if the required power is less than or equal to the maximum output power of the fuel cell subsystem, and the required power is greater than the minimum output power of the fuel cell subsystem, the output power of at least one fuel cell and the power battery is determined based on the comparison result of the state of charge of the power battery and the next smallest threshold value of the state of charge.

[0157] In a possible implementation, the energy distribution module 62 is specifically configured to:

[0158] If the state of charge of the power battery is greater than the next minimum state of charge threshold, the output power of at least one fuel cell is determined to be the required power; if the state of charge of the power battery is less than or equal to the next minimum state of charge threshold, the output power of at least one fuel cell is determined to be the maximum output power of the fuel cell subsystem.

[0159] Figure 7 Schematic diagram of an energy controller provided by an embodiment of the present invention. Figure 7 As shown, the energy controller 7 of this embodiment includes: a processor 70, a memory 71, and a computer program 72 stored in the memory 71 and executable on the processor 70. When the processor 70 executes the computer program 72, the steps in the above-mentioned various rail vehicle hybrid power system energy distribution method embodiments are implemented, such as Figure 2 Step 201 to step 202 shown, or Figure 4 Alternatively, when the processor 50 executes the computer program 52, the functions of each module in the above-mentioned device embodiments are implemented, for example Figure 6 The functions of the modules 61 to 62 are shown.

[0160] Exemplarily, the computer program 72 may be divided into one or more modules / units, one or more modules / units are stored in the memory 71 and executed by the processor 70 to implement the present invention. One or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program 72 in the energy controller 7. For example, the computer program 72 may be divided into Figure 6 Modules 61 to 62 are shown.

[0161] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0162] As another embodiment of the present invention, the present invention may also include a rail vehicle, including an energy controller as in any of the above embodiments, and having the same beneficial effects as the above controller, which will not be described in detail here.

[0163] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0164] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0165] In the embodiments provided by the present invention, it should be understood that the disclosed device / energy controller and method can be implemented in other ways. For example, the device / energy controller embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0166] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0167] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0168] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned embodiments of the energy distribution method of the hybrid power system of a rail vehicle can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0169] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A method for distributing energy in a hybrid power system of a rail vehicle, It is characterized in that Applied to a rail vehicle hybrid power system, the rail vehicle hybrid power system comprises: a fuel cell subsystem, a power battery and an energy controller, the fuel cell subsystem comprises: a hydrogen storage module, at least one fuel cell having a first DC conversion module and a second DC conversion module; The hydrogen storage module is used to provide hydrogen to at least one of the fuel cells; At least one of the fuel cells is electrically connected to the second DC conversion module; The second DC conversion module and the power battery are both connected to the DC bus; The energy controller is respectively connected to the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery in communication; The method comprises: After the rail vehicle hybrid power system is powered on, determining the main state of the system according to the state of the fuel cell subsystem and the state of the power battery; If the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally, the first DC conversion module is controlled to operate in a voltage source mode, the second DC conversion module is controlled to operate in a current source mode, and the output power of at least one of the fuel cell and the power battery is determined according to the required power of the rail vehicle and the charge state of the power battery.

2. The energy distribution method of a hybrid power system of a rail vehicle according to claim 1, It is characterized in that The determining the main state of the system according to the state of the fuel cell subsystem and the state of the power battery comprises: Determining whether the state of the fuel cell subsystem is normal and whether the state of the power battery is normal; If the state of the fuel cell subsystem is normal and the state of the power battery is normal, determining that the system main state is a first state indicating that the fuel cell subsystem and the power battery are supplying power normally; If the state of the fuel cell subsystem is abnormal and the state of the power battery is normal, determining that the main state of the system is a second state indicating that the power supply of the fuel cell subsystem is abnormal but the power supply of the power battery is normal; If the state of the fuel cell subsystem is normal and the state of the power battery is abnormal, determining that the system main state is a third state indicating that the fuel cell subsystem is powered normally but the power battery is powered abnormally; If the state of the fuel cell subsystem is abnormal and the state of the power battery is abnormal, the system main state is determined to be a fourth state indicating abnormal power supply of the fuel cell subsystem and the power battery.

3. The energy distribution method of a hybrid power system of a rail vehicle according to claim 2, It is characterized in that Determining whether the state of the fuel cell subsystem is normal includes: Determine whether the state of the hydrogen storage module is normal, whether the state of at least one of the fuel cells is normal, and whether the state of the second DC conversion module is normal; If the state of the hydrogen storage module is abnormal, or the state of the second DC conversion module is abnormal, then determining that the state of the fuel cell subsystem is abnormal; If the state of the hydrogen storage module is normal and the state of the second DC conversion module is normal, the state of the fuel cell subsystem is determined according to the state of at least one of the fuel cells.

4. The energy distribution method of a hybrid power system of a rail vehicle according to claim 1, It is characterized in that The sum of the maximum output power of the power battery and the maximum output power of the fuel cell subsystem is recorded as the maximum output power of the system; The step of determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle and the state of charge of the power battery comprises: Comparing the state of charge of the power battery with a minimum state of charge threshold, a second minimum state of charge threshold, and a second maximum state of charge threshold, respectively; The state of charge second minimum threshold is greater than the state of charge minimum threshold and less than the state of charge second maximum threshold, and the state of charge second maximum threshold is less than the state of charge maximum threshold; If the state of charge of the power battery is greater than the second largest state of charge threshold, determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the power battery and the maximum output power of the system; If the state of charge of the power battery is less than or equal to the state of charge second maximum threshold, and the state of charge of the power battery is greater than the state of charge minimum threshold, then determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem, and the maximum output power of the system; If the state of charge of the power battery is less than or equal to the minimum state of charge threshold, the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be zero.

5. The energy distribution method of a hybrid power system of a rail vehicle according to claim 4, It is characterized in that The step of determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the power battery, and the maximum output power of the system comprises: Comparing the required power with the maximum output power of the power battery and the maximum output power of the system respectively; If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem; If the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the power battery, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the difference between the required power and the maximum output power of the power battery; If the required power is less than or equal to the maximum output power of the power battery, and the required power is greater than the minimum output power of the fuel cell subsystem, then the output power of at least one of the fuel cells is determined to be the minimum output power of the fuel cell subsystem, and the output power of the power battery is the difference between the required power and the minimum output power of the fuel cell subsystem.

6. The energy distribution method of a hybrid power system of a rail vehicle according to claim 4, It is characterized in that The step of determining the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle, the maximum output power of the fuel cell subsystem, and the maximum output power of the system comprises: comparing the required power with the maximum output power of the fuel cell subsystem and the maximum output power of the system respectively; If the required power is greater than the maximum output power of the system, the output power of the power battery is determined to be the maximum output power of the power battery, and the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem; If the required power is less than or equal to the maximum output power of the system, and the required power is greater than the maximum output power of the fuel cell subsystem, then the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem, and the output power of the power battery is determined to be the difference between the required power and the maximum output power of the fuel cell subsystem; If the required power is less than or equal to the maximum output power of the fuel cell subsystem, and the required power is greater than the minimum output power of the fuel cell subsystem, the output power of at least one of the fuel cell and the power battery is determined based on the comparison result of the state of charge of the power battery and the next smallest threshold value of the state of charge.

7. The energy distribution method of a hybrid power system of a rail vehicle according to claim 6, It is characterized in that The step of determining the output power of at least one of the fuel cell and the power battery according to a comparison result of the state of charge of the power battery and the next smallest state of charge threshold comprises: If the state of charge of the power battery is greater than the state of charge second minimum threshold, determining that the output power of at least one of the fuel cells is the required power; If the state of charge of the power battery is less than or equal to the state of charge second minimum threshold, the output power of at least one of the fuel cells is determined to be the maximum output power of the fuel cell subsystem.

8. An energy distribution device for a hybrid power system of a rail vehicle, It is characterized in that Applied to a rail vehicle hybrid power system, the rail vehicle hybrid power system comprises: a fuel cell subsystem, a power battery and an energy controller, the fuel cell subsystem comprises: a hydrogen storage module, at least one fuel cell having a first DC conversion module and a second DC conversion module; The hydrogen storage module is used to provide hydrogen to at least one of the fuel cells; At least one of the fuel cells is electrically connected to the second DC conversion module; The second DC conversion module and the power battery are both connected to the DC bus; The energy controller is respectively connected to the hydrogen storage module, at least one fuel cell, the second DC conversion module and the power battery in communication; The device comprises: A processing module, configured to determine a main state of the system according to a state of the fuel cell subsystem and a state of the power battery after the rail vehicle hybrid power system is powered on; An energy distribution module is used to control the first DC conversion module to operate in a voltage source mode, control the second DC conversion module to operate in a current source mode, and determine the output power of at least one of the fuel cell and the power battery according to the required power of the rail vehicle and the charge state of the power battery if the main state of the system indicates that the fuel cell subsystem and the power battery are powered normally.

9. An energy controller, It is characterized in that The method comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program. It is characterized in that When the computer program is executed by a processor, the steps of the method as claimed in any one of claims 1 to 7 are implemented.

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