Energy management method of hydrogen fuel rail transit vehicle

Abstract

The invention discloses an energy management method for a hydrogen fuel rail transit vehicle. The energy management method comprises the following steps: controlling the starting of a hydrogen fuel cell system; judging the state of the hydrogen fuel rail transit vehicle; when the hydrogen fuel rail transit vehicle is static, the hydrogen fuel rail transit vehicle is controlled; when the hydrogen fuel rail transit vehicle is in the traction working condition, the hydrogen fuel rail transit vehicle is controlled; when the hydrogen fuel rail transit vehicle is in a braking working condition, the electric braking exerting power of the traction device and the output power of the hydrogen fuel cell are limited, and the situation that the peak power of the energy storage device is too large and exceeds the limit value of the energy storage device is prevented; when the hydrogen fuel rail transit vehicle is in the emergency operation mode, the hydrogen fuel rail transit vehicle is in a traction working condition, and the hydrogen fuel rail transit vehicle is controlled; and when the hydrogen fuel rail transit vehicle is in the fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

Description

Technical Field

[0001] The invention belongs to the field of fully automated products and relates to an energy management method for a hydrogen fuel rail transit vehicle. Background Art

[0002] Hydrogen energy has the characteristics of abundant sources and environmental friendliness. As the preferred energy source for the low-carbon transformation of rail transit, hydrogen fuel rail transit vehicles have come into being. At present, the rail transit industry widely adopts the hybrid form of hydrogen fuel cells and energy storage devices, most of which are managed according to the total power demand of the vehicle and the remaining power (SOC) of the energy storage device. This method can only meet the basic needs of vehicle operation, and does not fully consider energy efficiency, cruising range, and the life and performance of the power source from the perspective of the entire vehicle. Therefore, the energy management system of the entire vehicle is required for overall control.

[0003] The technical solutions of the prior art are as follows:

[0004] The train network control system (TCMS) distributes the power required for traction and other loads of the vehicle to each hydrogen fuel cell on average, thereby obtaining the power demand for each hydrogen fuel cell. When the SOC of the energy storage device is too high, the hydrogen fuel cell shuts down to prevent overcharging of the energy storage device.

[0005] The existing technology is to mechanically distribute the control strategy for a single hydrogen fuel cell to each hydrogen fuel cell in the vehicle, without performing energy management from the perspective of the entire vehicle. Moreover, it can only meet the basic operation of the vehicle from the perspective of power demand, but does not consider the impact of the additional loss caused by the start and stop of the fuel cell on the cruising range. When formulating the strategy, the slow response output characteristics of the hydrogen fuel cell are not fully considered. In actual use, the hydrogen fuel cell cannot quickly match the power request of the entire vehicle. Summary of the invention

[0006] In order to solve the characteristics of slow response and soft output of hydrogen fuel cells, which make it difficult to quickly meet the changes in load power in real time, and the frequent changes in output power have a great impact on the performance and life of hydrogen fuel cells, as well as the original mechanical single hydrogen fuel cell control problem, the technical solution adopted by the present invention is: an energy management method for hydrogen fuel rail transit vehicles, characterized in that it includes the following steps:

[0007] Obtain the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output status of the energy storage device, the charge status of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working status of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the status of the cooling fan of the hydrogen fuel cell;

[0008] Control the start-up of the hydrogen fuel cell system;

[0009] Determine the status of hydrogen fuel rail transit vehicles;

[0010] When the hydrogen fuel rail transit vehicle is stationary, the hydrogen fuel rail transit vehicle is controlled according to the output power of other power systems and the charge state of the battery of the energy storage device;

[0011] When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery;

[0012] When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device;

[0013] When the hydrogen fuel rail transit vehicle is in stable operation, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction power on the charge state of the energy storage device battery;

[0014] When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

[0015] Further: When the hydrogen fuel rail transit vehicle is stationary, the process of controlling the hydrogen fuel rail transit vehicle according to the output power of other power systems and the charge state of the battery of the energy storage device is as follows:

[0016] Determine whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold value. When the state of charge of the battery of the energy storage device is greater than the state of charge threshold value I, the power request value is evenly distributed to the fuel cell based on the output power of other power systems when the vehicle is stationary;

[0017] When the state of charge of the battery of the energy storage device is ≤ the state of charge threshold I, according to the efficiency curve, the fuel cell is controlled to output constant power in the high-efficiency area until the state of charge of the battery of the energy storage device is greater than the state of charge threshold, and the output power of other power systems is evenly distributed;

[0018] Further: When the hydrogen fuel rail transit vehicle is in the traction condition, based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0019] Determine whether the traction power of the traction device is less than the output power of the full-row hydrogen fuel cell high-efficiency zone,

[0020] When the traction power of the traction device is less than the output power of the high-efficiency area of ​​the full-row hydrogen fuel cell, it is determined whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold I.

[0021] When the state of charge of the battery in the energy storage device is greater than the state of charge threshold I, the hydrogen fuel cells in the entire column are evenly distributed according to the traction power of the traction device; otherwise, the hydrogen fuel cells in the entire column continue to output according to the high-efficiency zone;

[0022] When the traction power of the traction device is greater than or equal to the output power of the high-efficiency zone of the full-row hydrogen fuel cell, it is determined whether the state of charge of the energy storage device is greater than the state of charge threshold II.

[0023] When the state of charge of the energy storage device is ≥ the state of charge threshold II, the full array of hydrogen fuel cells outputs in the high efficiency zone;

[0024] When the state of charge of the energy storage device is less than the state of charge threshold II,

[0025] Determine whether the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II;

[0026] When the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the full-row hydrogen fuel cell operates at maximum power;

[0027] When the state of charge of the energy storage device does not satisfy the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the traction power is limited so that the real-time power demand of the train is consistent with the sum of the maximum powers of all hydrogen fuel cells in the train.

[0028] Further: When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device as follows:

[0029] Determine whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-train electric braking power and the output power of the hydrogen fuel cell;

[0030] When 80% of the maximum charging power is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device remains unchanged, and the hydrogen fuel cell maintains the original output power unchanged;

[0031] When 80% of the maximum charging power is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0032] When the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the entire train remains unchanged, and the output power of the hydrogen fuel cell is controlled according to the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0033] When the maximum power of the energy storage device is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0034] When 120% of the maximum power of the energy storage device is greater than the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device will be 80%, and the output power of the hydrogen fuel cell will be controlled according to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0035] When 120% of the maximum power of the energy storage device is ≤ the total electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is less than or equal to the sum of the total electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0036] When 120% of the maximum power of the energy storage device is ≤ the sum of the electric brake power of the entire train and the output power of the hydrogen fuel cell, the electric brake is cut off and the hydrogen fuel cell maintains the original output power unchanged;

[0037] When 120% of the maximum power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell, continue to judge whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell.

[0038] Further: the process of controlling the start-up of the hydrogen fuel cell system is as follows:

[0039] Determine whether the vehicle self-check is completed and whether the energy storage device is outputting normally;

[0040] When the vehicle self-check is completed and the energy storage device is outputting normally, the whole hydrogen fuel cell system is controlled to start, and the hydrogen fuel cell performs self-check and purge;

[0041] Determine whether the ambient temperature is greater than or equal to zero degrees;

[0042] When the ambient temperature is ≥ 0 degrees Celsius, the fuel cell is heated up until the hydrogen fuel cell system reaches a normal working state;

[0043] When the ambient temperature is less than zero degrees Celsius, the fuel cell enters a cold start process, preheats the fuel cell, and then warms up the fuel cell until the hydrogen fuel cell system reaches normal operating conditions.

[0044] Furthermore: the fault state includes three situations: abnormal situation of the vehicle, hydrogen fuel cell failure and the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

[0045] Further: When an abnormal situation occurs in the vehicle, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0046] When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency shutdown signal is generated;

[0047] When an emergency stop signal is generated, it is determined that the hydrogen fuel rail transit vehicle is in an emergency state, and the entire hydrogen fuel battery system is shut down urgently and enters a locked state;

[0048] When no emergency stop signal is generated, determine whether the hydrogen fuel rail transit vehicle has one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage;

[0049] When a hydrogen fuel rail transit vehicle has one or more of the following situations: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage; the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel battery system is shut down urgently and enters a locked state;

[0050] When the hydrogen fuel rail transit vehicle does not have one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage over-limit, hydrogen pipeline leakage; determine whether the train network control system is abnormal or whether the communication between TCMS and the entire train hydrogen fuel cell system is abnormal;

[0051] When an abnormality occurs in TCMS or an abnormality occurs in the communication between TCMS and the entire hydrogen fuel cell system, the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel cell system is shut down urgently and enters a locked state, and will work again after powering on;

[0052] When TCMS is abnormal and the communication between TCMS and the entire hydrogen fuel cell system is normal, determine whether a single set of hydrogen fuel cells has a serious fault;

[0053] When a single hydrogen fuel cell has a serious fault, the faulty hydrogen fuel cell system will shut down urgently and enter a locked state, and will no longer work when powered on;

[0054] When a single set of hydrogen fuel cells has a minor fault, it returns to determine whether an emergency shutdown signal is generated.

[0055] Further: When a hydrogen fuel cell fails, the process of controlling a hydrogen fuel rail transit vehicle is as follows:

[0056] When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency shutdown signal is generated;

[0057] When an emergency shutdown signal is generated, the entire hydrogen fuel system will shut down and wait for a start-up command;

[0058] When no emergency stop signal is generated, determining whether the state of charge of the energy storage device is greater than a state of charge threshold IV;

[0059] When the state of charge of the energy storage device is less than or equal to the state of charge threshold IV, the entire hydrogen fuel system is shut down and waits for a start-up instruction;

[0060] When the state of charge of the energy storage device is greater than the state of charge threshold IV, it is determined whether the hydrogen storage amount is insufficient or the oxygen supply is insufficient. If either the hydrogen storage amount is insufficient or the oxygen supply is insufficient, the entire hydrogen fuel system is shut down and waits for a start-up instruction.

[0061] When there is no shortage of hydrogen storage or oxygen supply, it is determined whether a medium fault occurs in a single set of hydrogen fuel cell;

[0062] When a single hydrogen fuel cell has a medium fault, the faulty hydrogen fuel cell system will shut down and wait for a start-up command;

[0063] When a single set of hydrogen fuel cell does not have a medium fault, it returns to determine whether an emergency shutdown signal is generated.

[0064] Further: When the sum of the electric braking power and the fuel cell output power under braking conditions is too high, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0065] When the fuel cell self-test is successful and power output is being performed, determine whether the sum of the electric brake power and the fuel cell output power under braking conditions is too high; the sum of the electric brake power and the fuel cell output power under braking conditions is too high, including the following two situations:

[0066] When the maximum charging power of the energy storage device*120%>the sum of the electric braking power and the fuel cell output power≥the maximum charging power of the energy storage device, the electric braking power is reduced to 80% of the original value, and the hydrogen fuel cell power is reduced to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0067] When the sum of the electric brake power and the fuel cell output power ≥ the maximum charging power of the energy storage device * 120%, the electric brake is removed and the hydrogen fuel cell power remains unchanged;

[0068] When the sum of the electric braking power and the fuel cell output power under braking conditions is not too high, determine whether the internal temperature rise of the hydrogen fuel cell is abnormal, whether the cooling fan is abnormal, or whether the inlet and outlet temperatures of the cooling water are abnormal;

[0069] When there is an abnormal temperature rise inside the hydrogen fuel cell, an abnormal cooling fan, or an abnormal inlet and outlet temperature of the cooling water, the output power of the faulty hydrogen fuel system is limited step by step until the alarm is eliminated, and the insufficient power demand is supplemented by other hydrogen fuel cells;

[0070] When there is no abnormal temperature rise inside the hydrogen fuel cell, the cooling fan is abnormal, or the cooling water inlet and outlet temperatures are abnormal, it returns to determine whether the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

[0071] An energy management device for a hydrogen fuel rail transit vehicle, characterized in that:

[0072] Acquisition module: used to obtain the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output status of the energy storage device, the charge status of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working status of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the status of the cooling fan of the hydrogen fuel cell;

[0073] Battery system control module: used to control the start-up of the hydrogen fuel cell system;

[0074] Judgment module: used to judge the status of hydrogen fuel rail transit vehicles;

[0075] Vehicle control module: used to control the hydrogen fuel rail transit vehicle when it is stationary based on the output power of other power systems and the charge state of the battery of the energy storage device;

[0076] When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery;

[0077] When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device;

[0078] When the hydrogen fuel rail transit vehicle is in stable operation, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction power on the charge state of the energy storage device battery;

[0079] When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

[0080] The energy management method for hydrogen fuel rail transit vehicles provided by the present invention has the following advantages: building a whole vehicle energy management system, based on the vehicle status, output characteristics and capabilities of the hydrogen fuel cell, energy storage device status, remaining hydrogen storage capacity and other data obtained by TCMS, while considering the cruising range and full life cycle cost, from multiple perspectives, forming a set of energy management control methods with the whole vehicle as the logical basis, to ensure a relatively continuous and stable power output of the hydrogen fuel cell system.

[0081] Unified energy management is carried out based on the status feedback of various subsystems such as the vehicle's traction system, auxiliary system, hydrogen fuel cell system, hydrogen storage system, and energy storage device. This reduces the number of starts and stops of the hydrogen fuel cell, fully utilizes the on-board hydrogen energy, and effectively increases the vehicle's range.

[0082] The principle of ensuring continuous and stable output of hydrogen fuel cells and avoiding overcharging and over-discharging of energy storage devices can effectively increase the service life of hydrogen fuel cell systems and energy storage devices and reduce maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, 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 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.

[0084] Figure 1 It is the startup flow chart of the hydrogen fuel cell system;

[0085] Figure 2 It is the flow chart of the vehicle energy management strategy when the vehicle is stationary;

[0086] Figure 3 It is a flow chart of the vehicle energy management strategy under traction conditions;

[0087] Figure 4 It is the flow chart of the vehicle energy management strategy under braking conditions;

[0088] Figure 5 It is the emergency shutdown strategy flow chart;

[0089] Figure 6 It is a flow chart of the control strategy for restarting after troubleshooting;

[0090] Figure 7 When certain faults occur, the hydrogen fuel cell needs to be power limited, control strategy diagram;

[0091] Figure 8 It is a schematic diagram of the vehicle network topology;

[0092] Fig. 9 It is the module diagram of energy management system. DETAILED DESCRIPTION

[0093] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0094] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0095] An energy management method for a hydrogen fuel rail transit vehicle comprises the following steps:

[0096] S1: Obtaining the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output state of the energy storage device, the charge state of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working state of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the state of the cooling fan of the hydrogen fuel cell;

[0097] S2: Controlling the start-up of the hydrogen fuel cell system;

[0098] S3: Determine the status of the hydrogen fuel rail transit vehicle;

[0099] S4: When the hydrogen fuel rail transit vehicle is stationary, the hydrogen fuel rail transit vehicle is controlled according to the output power of other power systems and the charge state of the battery of the energy storage device;

[0100] When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery;

[0101] When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device;

[0102] Explanation of the electric braking function of the traction system: Electric braking is also called regenerative braking or feedback braking. It is used in electric vehicles. Under braking conditions, the electric motor is switched to generator operation, and the inertia of the vehicle is used to drive the motor rotor to rotate and generate a reverse torque, thereby converting part of the kinetic energy or potential energy into electrical energy and storing or utilizing it.

[0103] The extent to which electric braking capacity is exerted is measured by power;

[0104] In this application, electric brake power and electric brake power have the same meaning;

[0105] When the hydrogen fuel rail transit vehicle is in stable operation (coasting), the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery; coasting means that the vehicle has a certain speed, neither traction nor braking is applied, and the vehicle is allowed to run naturally by speed and inertia;

[0106] When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

[0107] Steps S1 / S2 / S3 / S4 are executed sequentially;

[0108] Figure 1 It is the startup flow chart of the hydrogen fuel cell system;

[0109] The process of controlling the start-up of the hydrogen fuel cell system is as follows:

[0110] Determine whether the vehicle self-check is completed and whether the energy storage device is outputting normally;

[0111] Vehicle self-inspection is a basic function of rail transit vehicles. It collects the self-inspection results of each subsystem and makes a comprehensive judgment on the vehicle self-inspection.

[0112] Judging whether the energy storage device is outputting normally according to its output state;

[0113] When the vehicle self-check is completed and the energy storage device is outputting normally, the whole hydrogen fuel cell system is controlled to start, and the hydrogen fuel cell performs self-check and purge;

[0114] After the vehicle controls the hydrogen fuel cell system to start, the hydrogen fuel cell will perform self-checking and purging by itself;

[0115] It is possible that the self-test may fail, but vehicles that fail the self-test are not allowed to be put into operation;

[0116] Determine whether the ambient temperature is greater than or equal to zero degrees;

[0117] When the ambient temperature is ≥ 0 degrees Celsius, the fuel cell is warmed up until the hydrogen fuel cell system reaches a normal working state, which takes about 5 minutes;

[0118] When the ambient temperature is less than zero degrees Celsius, the fuel cell enters the cold start process and preheats the fuel cell for 10 minutes. During this period, no power request is made to the hydrogen fuel cell. The fuel cell is then warmed up until the hydrogen fuel cell system reaches normal working state.

[0119] Figure 2 It is the flow chart of the vehicle energy management strategy when the vehicle is stationary;

[0120] Further: When the hydrogen fuel rail transit vehicle is stationary, the process of controlling the hydrogen fuel rail transit vehicle according to the output power of other power systems and the charge state of the battery of the energy storage device is as follows:

[0121] Determine whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold I,

[0122] When the state of charge of the battery of the energy storage device is greater than the state of charge threshold I, the power request value is evenly distributed to the fuel cell based on the output power of other power systems when the vehicle is stationary;

[0123] When the state of charge of the battery of the energy storage device is ≤ the state of charge threshold I, the fuel cell is controlled to output constant power in the high-efficiency area according to the efficiency curve until the state of charge of the battery of the energy storage device is greater than the state of charge threshold I, and the output power of other power systems (auxiliary load power) is evenly distributed;

[0124] The power generation efficiency of hydrogen fuel cells is used to indicate the energy loss during charging and discharging. This value is related to parameters such as product model and ambient temperature and cannot be specified as a specific value. Therefore, it is necessary to form an efficiency curve based on the product application of the actual project and the climate of the target area to determine the high efficiency zone of the fuel cell.

[0125] The state of charge threshold I is set to 85% of the SOC of the energy storage device;

[0126] Figure 3 It is a flow chart of the vehicle energy management strategy under traction conditions;

[0127] Furthermore, when the hydrogen fuel rail transit vehicle is in the traction condition, based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0128] Determine whether the traction power of the traction device is less than the output power of the full-row hydrogen fuel cell high-efficiency zone,

[0129] When the traction power of the traction device is less than the output power of the high-efficiency area of ​​the full-row hydrogen fuel cell, it is determined whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold I.

[0130] When the state of charge of the energy storage device is greater than the state of charge threshold I, the hydrogen fuel cells of the entire train are evenly distributed according to the traction power of the traction device (the number of hydrogen fuel cells in a train may be different, for example, if there are 4 or 6 sets of hydrogen fuel cells in the entire train, the total power is divided by the number of hydrogen fuel cells to distribute the power of each set of hydrogen fuel cells); otherwise, the hydrogen fuel cells of the entire train continue to output according to the high-efficiency zone;

[0131] When the traction power of the traction device is greater than or equal to the output power of the high-efficiency zone of the full-row hydrogen fuel cell, it is determined whether the state of charge of the energy storage device is greater than the state of charge threshold II.

[0132] When the state of charge of the energy storage device is ≥ the state of charge threshold II, the full array of hydrogen fuel cells outputs in the high efficiency zone;

[0133] When the state of charge of the energy storage device is less than the state of charge threshold II,

[0134] Determine whether the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II;

[0135] When the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the full-row hydrogen fuel cell operates at maximum power;

[0136] When the state of charge of the energy storage device does not satisfy the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the traction power is limited so that the real-time power demand of the train is consistent with the sum of the maximum powers of all hydrogen fuel cells in the train.

[0137] Hydrogen fuel cells use hydrogen to generate electricity, which can be used for vehicle consumption and to charge energy storage devices. It can be understood as the diesel engine of a plug-in hybrid electric vehicle.

[0138] Energy storage devices are used to output electric energy steadily and absorb feedback electric energy in most cases. They can be understood as batteries in plug-in hybrid electric vehicles.

[0139] The state of charge threshold II is 60% of the SOC of the energy storage device, and the state of charge threshold III is 30% of the SOC of the energy storage device;

[0140] Figure 4 It is the flow chart of the vehicle energy management strategy under braking conditions;

[0141] Under braking conditions, the energy storage device is charged by regenerative energy. To prevent the peak power from exceeding the limit of the energy storage device, the electric brake power and the output power of the hydrogen fuel cell are limited.

[0142] When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device as follows:

[0143] Determine whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-train electric braking power and the output power of the hydrogen fuel cell;

[0144] When 80% of the maximum charging power is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device remains unchanged, and the hydrogen fuel cell maintains the original output power unchanged;

[0145] When 80% of the maximum charging power is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0146] When the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the entire train remains unchanged, and the output power of the hydrogen fuel cell is controlled according to the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0147] When the maximum power of the energy storage device is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0148] When 120% of the maximum power of the energy storage device is greater than the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device will be 80%, and the output power of the hydrogen fuel cell will be controlled according to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0149] When 120% of the maximum power of the energy storage device is ≤ the total electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is less than or equal to the sum of the total electric braking power of the entire train and the output power of the hydrogen fuel cell;

[0150] When 120% of the maximum power of the energy storage device is ≤ the sum of the electric brake power of the entire train and the output power of the hydrogen fuel cell, the electric brake is cut off and the hydrogen fuel cell maintains the original output power unchanged;

[0151] When 120% of the maximum power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell, continue to judge whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell.

[0152] Taking into account the efficiency of hydrogen fuel cells, the range of emergency operation mode when the network is abnormal, and preventing the energy storage device from overcharging during braking, when the vehicle is running stably, the strategy is the same as the traction condition, ensuring that the SOC of the energy storage device is as close as possible to 60% and 85%.

[0153] Since the output efficiency of hydrogen fuel cells is closely related to the system output power, in order to ensure the maximum cruising range, the output power value corresponding to the maximum output efficiency point is defined as the hydrogen fuel cell high efficiency zone;

[0154] The above values ​​are floating values ​​and will be calculated and adjusted based on the line conditions of the specific project, the selection of the hydrogen fuel cell system and the energy storage device to ensure that the vehicle can maximize the performance of the hydrogen fuel cell and energy storage device.

[0155] The fault state includes three situations: abnormal situation of the vehicle, hydrogen fuel cell failure and the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

[0156] Figure 5 It is the emergency shutdown strategy flow chart;

[0157] Further: When an abnormal situation occurs in the vehicle, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0158] When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency stop signal is generated, that is, whether the driver operates the emergency stop button;

[0159] When an emergency stop signal is generated; it is determined that the hydrogen fuel rail transit vehicle is in an emergency state, the entire hydrogen fuel battery system is shut down urgently and enters a locked state, and it will work again after powering on;

[0160] When no emergency stop signal is generated, determine whether the hydrogen fuel rail transit vehicle has one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage;

[0161] When a hydrogen fuel rail transit vehicle has one or more of the following situations: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage; the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel battery system is shut down urgently and enters a locked state, and then it will work again after powering on;

[0162] When the hydrogen fuel rail transit vehicle does not have one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage over-limit, hydrogen pipeline leakage, etc.; determine whether the train network control system TCMS has an abnormality or whether the communication between TCMS and the entire train hydrogen fuel cell system is abnormal;

[0163] When an abnormality occurs in TCMS or an abnormality occurs in the communication between TCMS and the entire hydrogen fuel cell system, the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel cell system is shut down urgently and enters a locked state, and will work again after powering on;

[0164] When TCMS is abnormal and the communication between TCMS and the entire hydrogen fuel cell system is normal, determine whether a single set of hydrogen fuel cells has a serious fault;

[0165] The same fault has different impacts on the equipment of different hydrogen fuel cell system manufacturers, so we only provide the definition of each fault level, and the manufacturer will make the level determination for different faults. The details are as follows: Severe fault: must stop working and lock immediately; Medium fault: shut down immediately, and can be restarted after troubleshooting; Minor fault: does not affect the function, can continue to be used, and troubleshoot after the operation ends

[0166] When a single hydrogen fuel cell has a serious fault, the faulty hydrogen fuel cell system will shut down urgently and enter a locked state, and will no longer work when powered on;

[0167] When a single set of hydrogen fuel cells has a minor fault, it returns to determine whether an emergency shutdown signal is generated.

[0168] When the concentration, pressure or flow rate caused by insufficient hydrogen storage or oxygen supply affects the normal operation of the hydrogen fuel cell, or when a medium fault occurs in the hydrogen fuel cell, the system will be shut down without entering the locked state. It can be restarted after troubleshooting.

[0169] Figure 6 It is a flow chart of the control strategy for restarting after troubleshooting;

[0170] When a hydrogen fuel cell fails, the process of controlling a hydrogen fuel rail transit vehicle is as follows:

[0171] When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency stop signal is generated, that is, whether the driver operates the emergency stop button;

[0172] When an emergency shutdown signal is generated, the entire hydrogen fuel system will shut down and wait for a start-up command;

[0173] When no emergency stop signal is generated, determining whether the state of charge of the energy storage device is greater than a state of charge threshold IV; the state of charge threshold IV is 95% of the SOC of the energy storage device;

[0174] When the state of charge of the energy storage device is less than or equal to the state of charge threshold IV, the entire hydrogen fuel system is shut down and waits for a start-up instruction;

[0175] When the state of charge of the energy storage device is greater than the state of charge threshold IV, it is determined whether the hydrogen storage amount is insufficient or the oxygen supply is insufficient. If either the hydrogen storage amount is insufficient or the oxygen supply is insufficient, the entire hydrogen fuel system is shut down and waits for a start-up instruction.

[0176] When there is no shortage of hydrogen storage or oxygen supply, it is determined whether a medium fault occurs in a single set of hydrogen fuel cell;

[0177] When a single hydrogen fuel cell has a medium fault, the faulty hydrogen fuel cell system will shut down and wait for a start-up command;

[0178] When a single set of hydrogen fuel cell does not have a medium fault, it returns to determine whether an emergency shutdown signal is generated.

[0179] Figure 7 It is a flow chart of the control strategy for restarting after troubleshooting;

[0180] Furthermore, when the sum of the electric braking power and the fuel cell output power under braking conditions is too high, the process of controlling the hydrogen fuel rail transit vehicle is as follows:

[0181] When the fuel cell self-test is successful and power output is being performed, determine whether the sum of the electric brake power and the fuel cell output power under braking conditions is too high; the sum of the electric brake power and the fuel cell output power under braking conditions is too high, including the following two situations:

[0182] When the maximum charging power of the energy storage device*120%>the sum of the electric braking power and the fuel cell output power≥the maximum charging power of the energy storage device, the electric braking power is reduced to 80% of the original value, and the hydrogen fuel cell power is reduced to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train;

[0183] When the sum of the electric brake power and the fuel cell output power ≥ the maximum charging power of the energy storage device * 120%, the electric brake is removed and the hydrogen fuel cell power remains unchanged;

[0184] When the sum of the electric braking power and the fuel cell output power under braking conditions is not too high, determine whether the internal temperature rise of the hydrogen fuel cell is abnormal, whether the cooling fan is abnormal, or whether the inlet and outlet temperatures of the cooling water are abnormal;

[0185] Abnormal conditions: due to different system manufacturers and product models, the values ​​are different: 1. The internal temperature rise rate exceeds the limit value; 2. The cooling fan speed is lower than the normal value; 3. The cooling water inlet and outlet temperatures exceed the limit value;

[0186] When there is an abnormal temperature rise inside the hydrogen fuel cell, an abnormal cooling fan, or an abnormal inlet and outlet temperature of the cooling water, the output power of the faulty hydrogen fuel system is limited step by step until the alarm is eliminated (determined by discussing with the manufacturer after the model is determined, and the limit values ​​are graded according to the impact of the above problems on the system. For example, if the limit value exceeds 1, it is limited to 85% under the conventional strategy, and if the limit value exceeds 2, it is limited to 70 under the conventional strategy, and so on). The insufficient power demand is supplemented by other hydrogen fuel cells;

[0187] When there is no abnormal temperature rise inside the hydrogen fuel cell, the cooling fan is abnormal, or the cooling water inlet and outlet temperatures are abnormal, it returns to determine whether the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

[0188] An energy management system for a hydrogen fuel rail transit vehicle, comprising:

[0189] Acquisition module: used to obtain the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output state of the energy storage device, the charge state of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working state of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the state of the cooling fan of the hydrogen fuel cell;

[0190] Battery control module: used to control the start-up of the hydrogen fuel cell system;

[0191] Judgment module: used to judge the status of hydrogen fuel rail transit vehicles;

[0192] Vehicle control module: used to determine whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold value according to the output power of other power systems and the state of charge of the battery of the energy storage device when the hydrogen fuel rail transit vehicle is stationary, and control the hydrogen fuel rail transit vehicle;

[0193] When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery;

[0194] When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device;

[0195] When the hydrogen fuel rail transit vehicle is in the emergency operation mode, the hydrogen fuel rail transit vehicle is in the traction condition, and the hydrogen fuel rail transit vehicle is controlled;

[0196] When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

[0197] The energy management system exchanges data with the hydrogen fuel cell system, hydrogen storage system and other subsystems through the Ethernet bus.

[0198] The system architecture diagram is as follows Figure 8 , 9 As shown, the energy management system is equipped with two controllers, which provide hot standby redundancy for each other and adopt a dual-home ring network architecture to ensure that a single point failure does not affect the normal operation of the system.

[0199] The TCMS is responsible for collecting the status of each system and environmental variables; the hydrogen storage system is mainly responsible for reporting the status of valves and pipelines and the remaining hydrogen storage capacity; the hydrogen fuel cell system needs to provide information such as internal temperature, cooling fan status, output power, etc.; the energy storage device should upload the remaining power and output current in real time. The energy management system analyzes and processes the interactive data and finally completes the energy management of the entire vehicle.

[0200] The whole train is equipped with 4 sets of hydrogen fuel cell systems, each with a maximum output power of Pw. Assuming that the output power of a single high-efficiency zone is Ph, according to the energy management strategy, the power distribution of each hydrogen fuel cell system under non-braking conditions is shown in the following table:

[0201]

[0202] Under braking conditions, it is necessary to compare the maximum charging power Pi of the energy storage device, the full-row electric braking power Pe and the full-row hydrogen fuel cell output power Po. The strategy is as follows:

[0203]

[0204] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. 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 replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An energy management method for a hydrogen fuel rail transit vehicle, characterized in that: The following steps are involved: Obtain the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output status of the energy storage device, the charge status of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working status of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the status of the cooling fan of the hydrogen fuel cell; Control the start-up of the hydrogen fuel cell system; Determine the status of hydrogen fuel rail transit vehicles; When the hydrogen fuel rail transit vehicle is stationary, the hydrogen fuel rail transit vehicle is controlled according to the output power of other power systems and the charge state of the battery of the energy storage device; When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery; When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device; When the hydrogen fuel rail transit vehicle is in stable operation, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction power on the charge state of the energy storage device battery; When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

2. The energy management method for a hydrogen fuel rail transit vehicle according to claim 1, characterized in that: When the hydrogen fuel rail transit vehicle is stationary, the process of controlling the hydrogen fuel rail transit vehicle according to the output power of other power systems and the charge state of the battery of the energy storage device is as follows: Determine whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold value. When the state of charge of the battery of the energy storage device is greater than the state of charge threshold value I, the power request value is evenly distributed to the fuel cell based on the output power of other power systems when the vehicle is stationary; When the state of charge of the battery of the energy storage device is ≤ the state of charge threshold I, the fuel cell is controlled to output constant power in the high-efficiency area according to the efficiency curve until the state of charge of the battery of the energy storage device is greater than the state of charge threshold, and the output power of other power systems is evenly distributed.

3. The energy management method for a hydrogen fuel rail transit vehicle according to claim 1, characterized in that: When the hydrogen fuel rail transit vehicle is in traction mode, the process of controlling the hydrogen fuel rail transit vehicle based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the battery of the energy storage device is as follows: Determine whether the traction power of the traction device is less than the output power of the full-row hydrogen fuel cell high-efficiency zone, When the traction power of the traction device is less than the output power of the high-efficiency area of ​​the full-row hydrogen fuel cell, it is determined whether the state of charge of the battery of the energy storage device is greater than the state of charge threshold I. When the state of charge of the battery in the energy storage device is greater than the state of charge threshold I, the hydrogen fuel cells in the entire column are evenly distributed according to the traction power of the traction device; otherwise, the hydrogen fuel cells in the entire column continue to output according to the high-efficiency zone; When the traction power of the traction device is greater than or equal to the output power of the high-efficiency zone of the full-row hydrogen fuel cell, it is determined whether the state of charge of the energy storage device is greater than the state of charge threshold II. When the state of charge of the energy storage device is ≥ the state of charge threshold II, the full array of hydrogen fuel cells outputs in the high efficiency zone; When the state of charge of the energy storage device is less than the state of charge threshold II, Determine whether the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II; When the state of charge of the energy storage device satisfies the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the full-row hydrogen fuel cell operates at maximum power; When the state of charge of the energy storage device does not satisfy the state of charge threshold III ≤ the state of charge of the energy storage device < the state of charge threshold II, the traction power is limited so that the real-time power demand of the train is consistent with the sum of the maximum powers of all hydrogen fuel cells in the train.

4. The energy management method for a hydrogen fuel rail transit vehicle according to claim 1, characterized in that: When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device as follows: Determine whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-train electric braking power and the output power of the hydrogen fuel cell; When 80% of the maximum charging power is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device remains unchanged, and the hydrogen fuel cell maintains the original output power unchanged; When 80% of the maximum charging power is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell; When the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the entire train remains unchanged, and the output power of the hydrogen fuel cell is controlled according to the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train; When the maximum power of the energy storage device is ≤ the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is greater than the sum of the electric braking power of the entire train and the output power of the hydrogen fuel cell; When 120% of the maximum power of the energy storage device is greater than the electric braking power of the entire train and the output power of the hydrogen fuel cell, the electric braking power of the traction device will be 80%, and the output power of the hydrogen fuel cell will be controlled according to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train; When 120% of the maximum power of the energy storage device is ≤ the total electric braking power of the entire train and the output power of the hydrogen fuel cell, determine whether 120% of the maximum power of the energy storage device is less than or equal to the sum of the total electric braking power of the entire train and the output power of the hydrogen fuel cell; When 120% of the maximum power of the energy storage device is ≤ the sum of the electric brake power of the entire train and the output power of the hydrogen fuel cell, the electric brake is cut off and the hydrogen fuel cell maintains the original output power unchanged; When 120% of the maximum power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell, continue to judge whether 80% of the maximum charging power of the energy storage device is greater than the sum of the full-column electric braking power and the output power of the hydrogen fuel cell.

5. The energy management method for a hydrogen fuel rail transit vehicle according to claim 1, characterized in that: The process of controlling the start-up of the hydrogen fuel cell system is as follows: Determine whether the vehicle self-check is completed and whether the energy storage device is outputting normally; When the vehicle self-check is completed and the energy storage device is outputting normally, the whole hydrogen fuel cell system is controlled to start, and the hydrogen fuel cell performs self-check and purge; Determine whether the ambient temperature is greater than or equal to zero degrees; When the ambient temperature is ≥ 0 degrees Celsius, the fuel cell is heated up until the hydrogen fuel cell system reaches a normal working state; When the ambient temperature is less than zero degrees Celsius, the fuel cell enters a cold start process, preheats the fuel cell, and then warms up the fuel cell until the hydrogen fuel cell system reaches normal operating conditions.

6. The energy management method for a hydrogen fuel rail transit vehicle according to claim 1, characterized in that: The fault state includes three situations: abnormal situation of the vehicle, hydrogen fuel cell failure and the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

7. The energy management method for a hydrogen fuel rail transit vehicle according to claim 6, characterized in that: When an abnormal situation occurs in the vehicle, the process of controlling the hydrogen fuel rail transit vehicle is as follows: When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency shutdown signal is generated; When an emergency stop signal is generated, it is determined that the hydrogen fuel rail transit vehicle is in an emergency state, and the entire hydrogen fuel battery system is shut down urgently and enters a locked state; When no emergency stop signal is generated, determine whether the hydrogen fuel rail transit vehicle has one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage; When a hydrogen fuel rail transit vehicle has one or more of the following situations: fire alarm, obstacle triggering, emergency braking, bus voltage exceeding the limit, hydrogen pipeline leakage; the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel battery system is shut down urgently and enters a locked state; When the hydrogen fuel rail transit vehicle does not have one or more of the following conditions: fire alarm, obstacle triggering, emergency braking, bus voltage over-limit, hydrogen pipeline leakage; determine whether the train network control system is abnormal or whether the communication between TCMS and the entire train hydrogen fuel cell system is abnormal; When an abnormality occurs in TCMS or an abnormality occurs in the communication between TCMS and the entire hydrogen fuel cell system, the hydrogen fuel rail transit vehicle is determined to be in an emergency state, and the entire hydrogen fuel cell system is shut down urgently and enters a locked state, and will work again after powering on; When TCMS is abnormal and the communication between TCMS and the entire hydrogen fuel cell system is normal, determine whether a single set of hydrogen fuel cells has a serious fault; When a single hydrogen fuel cell has a serious fault, the faulty hydrogen fuel cell system will shut down urgently and enter a locked state, and will no longer work when powered on; When a single set of hydrogen fuel cells has a minor fault, it returns to determine whether an emergency shutdown signal is generated.

8. The energy management method for a hydrogen fuel rail transit vehicle according to claim 6, characterized in that: When a hydrogen fuel cell fails, the process of controlling a hydrogen fuel rail transit vehicle is as follows: When the fuel cell self-check is successful and power output is being performed, it is determined whether an emergency shutdown signal is generated; When an emergency shutdown signal is generated, the entire hydrogen fuel system will shut down and wait for a start-up command; When no emergency stop signal is generated, determining whether the state of charge of the energy storage device is greater than a state of charge threshold IV; When the state of charge of the energy storage device is less than or equal to the state of charge threshold IV, the entire hydrogen fuel system is shut down and waits for a start-up instruction; When the state of charge of the energy storage device is greater than the state of charge threshold IV, it is determined whether the hydrogen storage amount is insufficient or the oxygen supply is insufficient. If either the hydrogen storage amount is insufficient or the oxygen supply is insufficient, the entire hydrogen fuel system is shut down and waits for a start-up instruction. When there is no shortage of hydrogen storage or oxygen supply, it is determined whether a medium fault occurs in a single set of hydrogen fuel cell; When a single hydrogen fuel cell has a medium fault, the faulty hydrogen fuel cell system will shut down and wait for a start-up command; When a single set of hydrogen fuel cell does not have a medium fault, it returns to determine whether an emergency shutdown signal is generated.

9. The energy management method for a hydrogen fuel rail transit vehicle according to claim 6, characterized in that: When the sum of the electric braking power and the fuel cell output power is too high under braking conditions, the process of controlling the hydrogen fuel rail transit vehicle is as follows: When the fuel cell self-check is successful and power output is being performed, determine whether the sum of the electric braking power and the fuel cell output power under braking conditions is too high; The sum of the electric brake power and the fuel cell output power under braking conditions is too high, including the following two situations: When the maximum charging power of the energy storage device*120%>the sum of the electric braking power and the fuel cell output power≥the maximum charging power of the energy storage device, the electric braking power is reduced to 80% of the original value, and the hydrogen fuel cell power is reduced to 80% of the difference between the maximum charging power of the energy storage device and the electric braking power of the entire train; When the sum of the electric brake power and the fuel cell output power ≥ the maximum charging power of the energy storage device * 120%, the electric brake is removed and the hydrogen fuel cell power remains unchanged; When the sum of the electric braking power and the fuel cell output power under braking conditions is not too high, determine whether the internal temperature rise of the hydrogen fuel cell is abnormal, whether the cooling fan is abnormal, or whether the inlet and outlet temperatures of the cooling water are abnormal; When there is an abnormal temperature rise inside the hydrogen fuel cell, an abnormal cooling fan, or an abnormal inlet and outlet temperature of the cooling water, the output power of the faulty hydrogen fuel system is limited step by step until the alarm is eliminated, and the insufficient power demand is supplemented by other hydrogen fuel cells; When there is no abnormal temperature rise inside the hydrogen fuel cell, the cooling fan is abnormal, or the cooling water inlet and outlet temperatures are abnormal, it returns to determine whether the sum of the electric braking power and the fuel cell output power under braking conditions is too high.

10. An energy management device for a hydrogen fuel rail transit vehicle, characterized in that: include Acquisition module: used to obtain the traction power of the traction device, the electric braking power of the traction device, the output power of other power systems, the output status of the energy storage device, the charge status of the battery of the energy storage device, the remaining hydrogen storage capacity of the vehicle, the working status of the hydrogen fuel cell, the internal temperature of the hydrogen fuel cell, and the status of the cooling fan of the hydrogen fuel cell; Battery system control module: used to control the start-up of the hydrogen fuel cell system; Judgment module: used to judge the status of hydrogen fuel rail transit vehicles; Vehicle control module: used to control the hydrogen fuel rail transit vehicle when it is stationary based on the output power of other power systems and the charge state of the battery of the energy storage device; When the hydrogen fuel rail transit vehicle is in traction mode, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction powers on the charge state of the energy storage device battery; When the hydrogen fuel rail transit vehicle is in a braking condition, based on the maximum charging power of the energy storage device and the electric braking power of the traction device, the electric braking power of the traction device and the output power of the hydrogen fuel cell are limited to prevent the peak power of the energy storage device from exceeding the limit value of the energy storage device; When the hydrogen fuel rail transit vehicle is in stable operation, the hydrogen fuel rail transit vehicle is controlled based on the working efficiency of the fuel cell and the influence of different traction power on the charge state of the energy storage device battery; When the hydrogen fuel rail transit vehicle is in a fault mode, the hydrogen fuel rail transit vehicle is controlled according to different states of the fault.

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