Rail vehicle hybrid power system energy distribution method, device and energy controller

Abstract

The application provides a rail vehicle hybrid power system energy distribution method, device and energy controller. The method is applied to a rail vehicle hybrid power system, the system comprising a fuel cell subsystem, a power battery and an energy controller, the fuel cell subsystem comprising a hydrogen storage module, at least one fuel cell with a first direct current conversion module and a second direct current conversion module, the method comprising: after the rail vehicle hybrid power system is powered on, determining a system main state according to a state of the fuel cell subsystem and a state of the power battery; if the system main state represents that the fuel cell subsystem and the power battery supply power normally, controlling the first direct current conversion module to work in a voltage source mode, controlling the second direct current conversion module to work in a current source mode, and determining output power of the at least one fuel cell and the power battery according to a demand power of the rail vehicle and a state of charge of the power battery. The application can realize application of a fuel cell for an automobile to a rail 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 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, current rail vehicle hybrid systems primarily utilize high-power stacks (i.e., high-power fuel cells) connected in parallel for power supply. In this solution, each high-power fuel cell is connected to the DC bus via an internal unidirectional DC / DC converter (i.e., a DC conversion module), and the power battery is directly connected to the bus. The power battery maintains the bus voltage, and its large capacity prevents sudden changes in the bus voltage. As the ultimate energy source for the entire rail vehicle hybrid system, the fuel cell's output power is adjusted based on the power battery's state of charge (SOC) and the rail vehicle's required power, making it the primary control variable in the energy management system.

[0004] To reduce costs and improve energy efficiency, the inventors are considering applying automotive fuel cells to rail vehicle hybrid systems. However, during the application process, they discovered that if the high-power fuel cells in the rail vehicle hybrid system were directly replaced with automotive fuel cells, the output voltage of the automotive fuel cells would be relatively low, typically 750V, while the voltage required by the rail vehicle's power system is relatively high, typically up to 1500V. This would prevent the automotive fuel cells from meeting the rail vehicle's supply voltage requirements, making their direct use impossible and costly. Furthermore, even if the high-power fuel cells in the rail vehicle hybrid system could be replaced with automotive fuel cells, the bus voltage would rise during braking. When the bus voltage rises sufficiently high to exceed the safe output voltage range of the automotive fuel cell, the automotive fuel cell's protection mechanism would be triggered, causing the automotive fuel cell to frequently switch in and out of the busbar under the action of the protection mechanism, thereby affecting the continued operation of the automotive fuel cell and adversely affecting the operational safety of the entire rail vehicle hybrid system. Summary of the Invention

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

[0006] In a first aspect, an embodiment of the present invention provides an energy distribution method for a rail vehicle hybrid system, which is applied to a rail vehicle hybrid system, wherein the rail vehicle hybrid system includes: a fuel cell subsystem, a power battery, and an energy controller, wherein the fuel cell subsystem includes: 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 a main system state according to a state of the fuel cell subsystem and a state of the power battery;

[0013] If the main state of the system indicates that the fuel cell subsystem and the power battery are supplying power 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 system state according to the state of the fuel cell subsystem and the state of the power battery includes:

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

[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 system main state is a second state indicating that the power supply of the fuel cell subsystem is abnormal but 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 supplying power normally but the power battery is supplying power 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 one possible implementation, determining whether the fuel cell subsystem is in a normal state includes:

[0021] Determining 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 status of the hydrogen storage module is normal and the status of the second DC conversion module is normal, the status of the fuel cell subsystem is determined according to the status of at least one of the fuel cells.

[0024] In one 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 maximum 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 second maximum state of charge threshold, and the state of charge of the power battery is greater than the minimum 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 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 one 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, determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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, then determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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 one possible implementation, determining the output power of at least one of the fuel cell and the power battery based on 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, determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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 determining the output power of at least one of the fuel cells to be the maximum output power of the fuel cell subsystem, and determining the output power of the power battery 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 minimum state of charge threshold.

[0040] In one possible implementation, determining the output power of at least one of the fuel cell and the power battery based on a comparison result of the state of charge of the power battery and the next-lowest state of charge threshold 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 next 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 rail vehicle hybrid power system, which is applied to a rail vehicle hybrid power system. The rail vehicle hybrid power system 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 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 system state 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, configured to control the first DC conversion module to operate in a voltage source mode and the second DC conversion module to operate in a current source mode if the main state of the system indicates that the fuel cell subsystem and the power battery are supplying power normally, 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 state of charge of the power battery.

[0051] In the 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 execute 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, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the method described in the first aspect or any possible implementation of the first aspect.

[0053] Embodiments of the present invention provide an energy distribution method, device, and energy controller for a rail vehicle hybrid power system. By serially connecting a second DC conversion module with a high pressure-bearing capability (e.g., a pressure-bearing capability of 1500V or more) to the fuel cell subsystem of the rail vehicle hybrid power system, and after the rail vehicle hybrid power system is powered on and both the fuel cell subsystem and the power battery are powered normally, the first DC conversion module within the fuel cell of the fuel cell subsystem is controlled to operate in voltage source mode, and the serially connected second DC conversion module is controlled to operate in current source mode. This allows the fuel cell subsystem to maintain its minimum output power when the rail vehicle is braked, 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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 any creative work.

[0055] Figure 1 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 This is a flow chart of an implementation method of an energy distribution method for 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 flowchart 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 example diagram of a hybrid power system for a rail vehicle provided by an embodiment of the present invention;

[0060] Figure 6 1 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 particular system structures and techniques are provided for purposes of illustration, not limitation, to facilitate a thorough understanding of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

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

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

[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 an automotive fuel cell, and the rail vehicle hybrid system is powered by a coupled fuel cell and a power battery. The fuel cell is connected to the DC bus using a two-stage unidirectional DC / DC converter, while the power battery is connected directly to the bus. The hydrogen storage module provides hydrogen for the entire fuel cell subsystem, and the energy controller implements energy management and control of the rail vehicle hybrid system. The energy controller can be the executor of the rail vehicle hybrid system energy distribution method provided in this embodiment.

[0067] On this basis, the implementation process of the energy distribution method of the rail vehicle hybrid system is detailed 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 based on 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 fuel cell subsystem is in an abnormal state and the power battery is in a normal state, 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 battery is normal.

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

[0075] In this embodiment, by setting up a fault processing module, the real-time status of the system can be monitored during the operation of the rail vehicle hybrid power system. When a fault occurs in one or more modules in the rail vehicle hybrid power system, causing 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 based on 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 fault HBS_state=3. The four main state values ​​HBS_state can be used to identify the available power supply structure of the system, provide entry points for different energy control strategies, and correspond to four energy control methods, thereby realizing energy control under different fault states of the rail vehicle hybrid power system.

[0076] For example, combined Figure 4 As shown in the figure, after the rail vehicle is powered on, the energy controller ECU powers on first. The ECU then sends instructions to the controllers of the fuel cell, power battery, DC / DC, and hydrogen storage module to power on each controller and put the controllers of each subsystem into standby mode. After powering on, the controllers of each subsystem automatically complete the startup initialization operation. Except for the fuel cell subsystem, which has a three-level alarm (the first level alarm only prompts that no action will be taken, the second level alarm triggers a controlled shutdown, and the third level alarm triggers an emergency shutdown), the other subsystems only have a second-level alarm (the first level alarm only prompts that no action will be taken, and the second level alarm triggers a shutdown). The ECU reads the fault status of each subsystem and then determines the state of the hybrid 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 four 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 is faulty, or all fuel cells are faulty, or the secondary DC / DC is faulty, causing the fuel cell subsystem to be 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 provide power, but the fuel cell subsystem is in normal state. Because the power battery is offline, the busbar has no reference voltage. In this case, the secondary DC / DC converter in the fuel cell subsystem must be set to voltage source mode to maintain the busbar voltage while outputting power.

[0081] 4) Power system fault 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 for faults.

[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-up instruction, 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 is faulty.

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

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

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

[0093] Combine Figure 3 As shown, the fuel cell subsystem's ability to supply power is affected not only by the fuel cell's own status but also by the hydrogen storage module and secondary DC / DC circuits. Therefore, the fuel cell subsystem status determination subroutine can determine the normal status of the hydrogen storage module, the secondary DC / DC circuit, and each fuel cell.

[0094] Since the entire fuel cell subsystem uses a single hydrogen storage module for a unified hydrogen supply, if the hydrogen storage module fails, the entire fuel cell subsystem will not function properly, and the fuel cell subsystem state FCs_state will be set to 0. Similarly, since the fuel cell subsystem has only one external interface, if the state of the secondary DC / DC is abnormal (i.e., the secondary DC / DC has a secondary alarm), the fuel cell subsystem state FCs_state will be 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 the status of only one fuel cell is abnormal, the fuel cell subsystem is considered to be abnormal, 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 external power 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 by the number of fuel cells in the fuel cell subsystem. When the status of a fuel cell branch is normal, FCX_OK=X, and when the status 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 supplying power 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 the power battery is determined according to the required power of the rail vehicle and the charge state of the power battery.

[0099] Combine 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 bus connection method. The power battery provides the bus reference voltage. The direct connection method determines that the power battery is an uncontrolled 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: its output voltage is set to a fixed value, and its current limit is opened (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 the controlled parameter, and the output voltage is automatically adjusted according to the bus voltage. This realizes the coupling power supply of the rail vehicle hybrid power system on the rail vehicle.

[0100] When allocating the required power between the power battery and fuel cell, the fuel cell subsystem's secondary DC / DC circuit can be controlled to ensure it outputs the specified power. The power output of the power battery is then automatically allocated according to the allocation strategy, thus achieving global energy distribution for the hybrid power system on the rail vehicle.

[0101] In an embodiment of the present invention, a second DC conversion module with a high pressure-bearing capacity (e.g., a pressure-bearing capacity of 1500V or above) is connected in series to the fuel cell subsystem of a rail vehicle hybrid system. After the rail vehicle hybrid system is powered on and the fuel cell subsystem and the power battery are both powered normally, the first DC conversion module within the fuel cell of the fuel cell subsystem is controlled to operate in a voltage source mode, and the second DC conversion module connected in series to operate in a current source mode. This allows the fuel cell subsystem to maintain external output at a minimum output power when the rail vehicle is braked, 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 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.

[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 based on 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 operating normally, a power requirement instruction from the vehicle controller VCU is received, the required power of the rail vehicle is extracted, and the energy control strategy is executed.

[0109] In this case, the rail vehicle hybrid system uses a hybrid power supply system consisting of fuel cells and power batteries. Hybrid system energy distribution is only implemented in this situation. First, the real-time power battery state of charge (SOC) value is read. The applicable range of the power battery SOC must be controlled between the minimum state of charge threshold (SOCmin) and the maximum state of charge threshold (SOCmax), with the condition SOCmax > SOC1 > SOC2 > SOCmin. SOCmax represents the maximum allowable power battery SOC value, and SOCmin represents the minimum allowable power battery SOC value. SOCmax and SOCmin can be provided by the battery manufacturer. SOC1 and SOC2 are set values ​​between SOCmax and SOCmin, used to control the actual power battery SOC during operation to not exceed SOCmax and SOCmin. If SOCmax is exceeded, the power battery charging current is automatically limited, and power consumption is prioritized. If SOCmin is below SOCmin, the fuel cell prioritizes charging the power battery while ensuring the rail vehicle's required power. Therefore, when implementing different fuel cell power settings based on SOC values, there are three main cases: SOC > SOC1, SOCmin < SOC ≤ SOC1, and SOC ≤ SOCmin.

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

[0111] In one embodiment, determining the output power of at least one fuel cell and the power battery based on 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] Compare the required power 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, it cannot fully absorb the braking energy, 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 its maximum output power (the power battery will also automatically discharge at its maximum discharge capacity), and the system will be prompted to be insufficient 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 remaining 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 power.

[0121] In one embodiment, determining the output power of at least one fuel cell and a power battery based on 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 demands 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 judge the range of SOC and perform energy distribution according to the judgment 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 judge 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 demand 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] Combine Figure 4 After completing the above steps, if a shutdown command is received, the hybrid system shuts down. Upon receiving the shutdown command, the rail vehicle sequentially shuts down the secondary DC / DC, fuel cell, and power battery. Because the devices activated by the rail vehicle hybrid system vary depending on the system's main state, the component status is first determined. If the component is operating, a shutdown command is issued; otherwise, the shutdown is skipped. After shutting down the fuel cell subsystem, the system enters initialization, awaiting the next command from the rail vehicle hybrid system.

[0136] The embodiment 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 is 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 greater than those of automobiles. Conventional fuel cells for rail vehicles generally require customized development of high-output voltage fuel cell stacks. Since high-output voltage stacks have 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 significantly reduce the user's use cost. On the other hand, it can effectively improve the utilization rate of fuel cells for automobiles: the rail vehicle hybrid system and energy control method proposed in the embodiment 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 via CAN communication for data exchange. The fuel cell can be Ballard's HD-TRC, the DC / DC can be a 150kW-class DC / DC from Forei, the power battery can be a battery from Beijiao New Energy, and the energy controller can be the Xichuang PLC CPU833 from Xichuang.

[0138] It should be understood that the size of the serial numbers of the steps in the above embodiments does not 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 embodiments of the present invention.

[0139] The following are device embodiments of the present invention. For details not fully described therein, reference may be made to the corresponding method embodiments described above.

[0140] Figure 6 The following is a schematic diagram showing the structure of an energy distribution device for a hybrid power system of a rail vehicle provided by an embodiment of the present invention. For ease of explanation, only the parts related to the embodiment of the present invention are shown, which are 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 and the second DC conversion module to operate in a current source mode if the main state of the system indicates that the fuel cell subsystem and the power battery are supplying power normally, and to determine the output power of at least one fuel cell and the power battery according to the required power of the rail vehicle and the charge state of the power battery.

[0146] In an embodiment of the present invention, a second DC conversion module with a high pressure-bearing capacity (e.g., a pressure-bearing capacity of 1500V or above) is connected in series to the fuel cell subsystem of a rail vehicle hybrid system. After the rail vehicle hybrid system is powered on and the fuel cell subsystem and the power battery are both powered normally, the first DC conversion module within the fuel cell of the fuel cell subsystem is controlled to operate in a voltage source mode, and the second DC conversion module connected in series to operate in a current source mode. This allows the fuel cell subsystem to maintain external output at a minimum output power when the rail vehicle is braked, 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 power supply of the fuel cell subsystem and the power battery is normal; 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 status of the hydrogen storage module is normal, whether the status of at least one fuel cell is normal, and whether the status of the second DC conversion module is normal; if the status of the hydrogen storage module is abnormal, or the status of the second DC conversion module is abnormal, determine that the status of the fuel cell subsystem is abnormal; if the status of the hydrogen storage module is normal and the status of the second DC conversion module is normal, determine the status of the fuel cell subsystem based on the status of at least one fuel cell.

[0151] In one 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 configured to:

[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 one 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 one 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 minimum threshold value of the state of charge.

[0157] In one 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 second 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 second 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 FIG is a 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 embodiments of the energy distribution method for a hybrid power system of a rail vehicle are implemented, such as Figure 2 Steps 201 to 202 shown, or Figure 4 Alternatively, when the processor 50 executes the computer program 52, the functions of the modules in the above-mentioned device embodiments are realized, for example Figure 6 The functions of modules 61 to 62 are shown.

[0160] For example, the computer program 72 may be divided into one or more modules / units, one or more modules / units being 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] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and 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 into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into 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, and will not be repeated here.

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

[0163] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description 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. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0165] In the embodiments provided by the present invention, it should be understood that the disclosed devices / energy controllers and methods can be implemented in other ways. For example, the device / energy controller embodiments described above are merely schematic. For example, the division of modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as 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] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0167] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or 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, it can implement the steps of the above-mentioned various rail vehicle hybrid power system energy distribution method embodiments. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. Computer-readable media can include: any entity or device that can carry computer program code, recording medium, USB flash drive, 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 they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A method for distributing energy in a hybrid power system of a rail vehicle, characterized in that: Applied to a rail vehicle hybrid power system, the rail vehicle hybrid power system 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; 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 a main system state according to a state of the fuel cell subsystem and a state of the power battery; If the main state of the system indicates that the fuel cell subsystem and the power battery are supplying power 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 rail vehicle hybrid power system according to claim 1, characterized in that: The determining of the main system state according to the state of the fuel cell subsystem and the state of the power battery includes: Determining whether the fuel cell subsystem is in a normal state and whether the power battery is in a normal state; 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 system main state is a second state indicating that the power supply of the fuel cell subsystem is abnormal but 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 supplying power normally but the power battery is supplying power 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 rail vehicle hybrid power system according to claim 2, characterized in that: Determining whether the fuel cell subsystem is in a normal state includes: Determining 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 status of the hydrogen storage module is normal and the status of the second DC conversion module is normal, the status of the fuel cell subsystem is determined according to the status of at least one of the fuel cells.

4. The energy distribution method of a rail vehicle hybrid power system according to claim 1, 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 maximum 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 second maximum state of charge threshold, and the state of charge of the power battery is greater than the minimum 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 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 rail vehicle hybrid power system according to claim 4, characterized in that: The 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: 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, determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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, then determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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 rail vehicle hybrid power system according to claim 4, 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 includes: 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, determining the output power of the power battery to be the maximum output power of the power battery, and determining the output power of at least one of the fuel cells 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 determining the output power of at least one of the fuel cells to be the maximum output power of the fuel cell subsystem, and determining the output power of the power battery 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 minimum state of charge threshold.

7. The energy distribution method of a rail vehicle hybrid power system according to claim 6, characterized in that: The 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: 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 next 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, characterized in that: Applied to a rail vehicle hybrid power system, the rail vehicle hybrid power system 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; 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 system state 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, configured to control the first DC conversion module to operate in a voltage source mode and the second DC conversion module to operate in a current source mode if the main state of the system indicates that the fuel cell subsystem and the power battery are supplying power normally, 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 state of charge of the power battery.

9. An energy controller, 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, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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