Hydrogen energy train power system matching method and hydrogen energy train

Abstract

The invention discloses a hydrogen energy train power system matching method and a hydrogen energy train, the hydrogen energy train comprises a hydrogen fuel cell and a power battery, the hydrogen energy train power system matching method comprises the steps that the rated speed of the hydrogen energy train in a cruising state is obtained, and the net output power of the hydrogen fuel cell is determined according to the rated speed, configuring a hydrogen fuel cell according to the net output power; the traction power needed by the hydrogen energy train in the traction acceleration stage and the whole vehicle braking power needed to be absorbed in the braking deceleration stage are obtained; according to the traction power and the net output power, the first maximum power of power battery discharging of the hydrogen energy train in the traction acceleration stage is determined; according to the whole vehicle braking power and the net output power, the second maximum power of power battery charging of the hydrogen energy train in the braking deceleration stage is determined; the power battery is configured according to the first maximum power and the second maximum power, the power requirement of the hydrogen energy train in the traction acceleration stage can be met, and the energy utilization rate in the braking deceleration stage is high.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen energy train power configuration, and more specifically, to a hydrogen energy train power system matching method. In addition, the present invention also relates to a hydrogen energy train. Background Art

[0002] As an intercity transportation tool, hydrogen-powered trains have a wide range of applications.

[0003] Hydrogen energy trains use hydrogen fuel cells for energy supply. During the traction acceleration process, hydrogen energy trains have the operating characteristics of large traction demand power and long duration, and during the braking and deceleration process, they have the operating characteristics of large regenerative braking feedback power and long duration. However, hydrogen energy trains in related technologies have the defects of insufficient hydrogen fuel cell power in the traction acceleration stage and inability to ensure full absorption of regenerative braking energy in the braking and deceleration stage, resulting in the inability of hydrogen energy trains to meet the traction power demand in the traction acceleration stage, and energy waste in the braking and deceleration stage.

[0004] Therefore, how to provide a hydrogen energy train power system matching method to meet the power demand of hydrogen energy trains in the traction acceleration stage and efficiently utilize energy in the braking deceleration stage is a problem that needs to be urgently solved by technical personnel in this field. Summary of the invention

[0005] In view of this, the purpose of the present invention is to provide a hydrogen energy train power system matching method, which can meet the power demand of the hydrogen energy train in the traction acceleration stage and has high energy utilization rate in the braking deceleration stage.

[0006] Another object of the present invention is to provide a hydrogen energy train that can output high power in the traction acceleration stage and has high energy utilization in the braking deceleration stage.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A hydrogen energy train power system matching method is applied to a hydrogen energy train, wherein the hydrogen energy train includes a hydrogen fuel cell and a power battery, and the hydrogen energy train power system matching method includes:

[0009] Acquire the rated speed of the hydrogen energy train in a cruising state, determine the net output power of the hydrogen fuel cell according to the rated speed, and configure the hydrogen fuel cell according to the net output power;

[0010] Obtaining the traction power required by the hydrogen energy train in the traction acceleration phase and the whole vehicle braking power required to be absorbed in the braking deceleration phase;

[0011] Determining, according to the traction power and the net output power, a first maximum power of the power battery discharged by the hydrogen energy train during the traction acceleration stage;

[0012] Determining, according to the whole vehicle braking power and the net output power, the second maximum power for charging the power battery of the hydrogen energy train during the braking deceleration stage;

[0013] The power battery is configured according to the first maximum power and the second maximum power.

[0014] Optionally, configuring the power battery according to the first maximum power and the second maximum power includes:

[0015] Compare the first maximum power and the second maximum power, select the larger value of the first maximum power and the second maximum power as the charge and discharge power Pmax of the power battery, obtain the charge and discharge rate n of the power battery, and obtain the capacity Q1 of the power battery that meets the charge and discharge power requirements according to the charge and discharge power Pmax and the charge and discharge rate n, where Q1=Pmax / n;

[0016] Obtain the amount of electricity Q2 required by the power battery to be provided by the hydrogen energy train under the simulated working condition that an empty AW0 train rescues another faulty AW3 train parked on a 30‰ slope;

[0017] The maximum of Q1 and Q2 is used as the maximum power of the power battery, and the power battery is configured according to the maximum power.

[0018] Optionally, configuring the power battery according to the maximum power includes:

[0019] Obtaining the total number of the battery cells according to the maximum power and the power of a single battery cell of the power battery;

[0020] According to the rated voltage of the hydrogen energy train and the rated voltage of a single battery cell, the number of battery cell series branches is obtained;

[0021] The number of parallel-connected battery cells in a single box is obtained according to the total number of the battery cells, the number of the battery cell series branches and the number of boxes of the power battery.

[0022] Optionally, configuring the hydrogen fuel cell according to the net output power includes:

[0023] Determining the output power of the hydrogen fuel cell according to the net output power and a preset DC-DC conversion efficiency;

[0024] The configured power of the hydrogen fuel cell is determined according to the output power and a preset hydrogen-to-electricity conversion efficiency.

[0025] Optionally, after determining the net output power of the hydrogen fuel cell according to the rated speed, the method further includes:

[0026] Determining the output power of the hydrogen fuel cell according to the net output power;

[0027] Determining the energy required for the rated cruising mileage according to the output power and the rated cruising mileage of the hydrogen energy train;

[0028] Determine the theoretical storage capacity of hydrogen required based on the energy required for the rated cruising range;

[0029] According to the theoretical hydrogen storage capacity, a preset number of hydrogen storage bottles are configured, and the sum of the hydrogen storage capacities of all the hydrogen storage bottles is greater than the theoretical hydrogen storage capacity.

[0030] Optionally, determining the net output power according to the rated speed includes:

[0031] According to the rated speed, obtaining the wheel circumferential power of the hydrogen energy train;

[0032] Obtaining inverter input power according to the wheel peripheral power;

[0033] Obtaining auxiliary transformer input power according to the preset auxiliary inverter output power;

[0034] The net output power is obtained according to the inverter input power and the auxiliary transformer input power.

[0035] A hydrogen energy train comprises a hydrogen fuel cell and a power battery, wherein the hydrogen fuel cell and the power battery are configured according to any one of the above-mentioned hydrogen energy train power system matching methods.

[0036] Optionally, when the hydrogen energy train is in the traction acceleration stage, the train network control system of the hydrogen energy train controls the hydrogen fuel cell and the power battery to jointly provide traction power;

[0037] When the hydrogen energy train reaches the rated speed, the train network control system controls the hydrogen fuel cell to provide the hydrogen energy train with vehicle power, and controls the hydrogen fuel cell to charge the power battery to maintain the charging rate of the power battery within a preset range;

[0038] During the braking and deceleration phase of the hydrogen energy train, the train network control system controls the power battery to absorb all regenerative braking energy.

[0039] Optionally, when the hydrogen energy train is in the traction acceleration stage, the train network control system controls the output power of the hydrogen fuel cell to gradually increase from the idle power to the power corresponding to the rated speed; the train network control system controls the output power of the power battery to gradually increase from 0 to the maximum power value, and when the output power of the power battery reaches the maximum power value, controls the power battery to maintain the maximum power value for a preset time; and / or,

[0040] When the hydrogen energy train brakes and decelerates, the train network control system controls the output power of the hydrogen fuel cell to drop to idle power within a first time period, and the train network control system controls the absorption power of the power battery within the first time period to drop from a first absorption power to a second absorption power, maintain the second absorption power within the second time period, and drop the absorption power within the third time period from the second absorption power to the third absorption power.

[0041] Optionally, when the hydrogen energy train is in the traction acceleration stage, the train network control system controls to reduce the auxiliary load power of the hydrogen energy train; and / or,

[0042] When the hydrogen energy train brakes and decelerates, when the available charging capacity of the power battery is insufficient, the train network control system controls the auxiliary load of the hydrogen energy train to operate at full power.

[0043] The hydrogen energy train power system matching method provided by the present invention has the following beneficial effects:

[0044] The hydrogen fuel cell is mainly used to continuously provide the power required by the hydrogen energy train under the cruise condition of the rated speed under the rated passenger load. Therefore, the net output power of the hydrogen fuel cell can be determined according to the rated speed of the hydrogen energy train under the cruise condition, and then the hydrogen fuel cell can be configured according to the net output power of the hydrogen fuel cell to ensure that the hydrogen fuel cell can meet the cruise condition requirements of the hydrogen energy train. In addition, since the output response speed of the hydrogen power using the hydrogen fuel cell as the power is slow, it cannot respond to the operating state requirements of the hydrogen energy train in time. Therefore, the embodiment of the present invention supplements the power lacking in the traction acceleration stage of the hydrogen energy train by setting a power battery. Moreover, when configuring the power battery, the embodiment of the present invention not only considers the traction power required by the hydrogen energy train in the traction acceleration stage, but also considers the braking power of the whole vehicle that the hydrogen energy train needs to absorb in the braking deceleration stage. Therefore, the traction acceleration performance of the hydrogen energy train can be improved and the waste of the whole vehicle energy can be avoided.

[0045] That is to say, the embodiment of the present invention matches the net output power of the corresponding hydrogen fuel cell according to the rated speed of the hydrogen energy train in the cruising state to complete the configuration of the hydrogen fuel cell; and according to the traction power required by the hydrogen energy train in the traction acceleration stage and the whole vehicle braking power required to be absorbed in the braking deceleration stage, combined with the net output power of the hydrogen fuel cell, completes the configuration of the power battery, so that the hydrogen fuel cell and the power battery have better matching performance to meet the high output power requirements of the hydrogen energy train in the traction acceleration stage, and the energy of the hydrogen energy train in the braking deceleration stage can be efficiently utilized, which is beneficial to improving the acceleration and deceleration performance of the hydrogen energy train, and improving the cruising range, and can also reduce the wear of the brake pads.

[0046] The hydrogen energy train provided by the present invention includes a hydrogen fuel cell and a power battery. The hydrogen fuel cell and the power battery are configured according to any one of the above-mentioned hydrogen energy train power system matching methods, and have the same beneficial effects as the above-mentioned hydrogen energy train power system matching methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0048] Figure 1 A flow chart of a hydrogen energy train power system matching method provided by a specific embodiment of the present invention;

[0049] Figure 2 The output power curve required by the power battery of the hydrogen energy train during the traction acceleration stage;

[0050] Figure 3 It is the absorption power curve required by the power battery of the hydrogen energy train during the braking and deceleration stage;

[0051] Figure 4 A schematic diagram of energy flow of a hydrogen energy train provided by a specific embodiment of the present invention, wherein the direction of the arrow is the direction of energy flow;

[0052] Figure 5 This is a schematic diagram of the main circuit of the traction converter, hydrogen power system, and power battery;

[0053] Reference numerals:

[0054] 1-Hydrogen power system; 2-Power battery; 3-Traction converter; 31-Traction inverter; 32-Charge and discharge control module; 4-Traction motor; 5-Train network control system; 6-Train power supply bus. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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. 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.

[0056] The core of the present invention is to provide a hydrogen energy train power system matching method, which can meet the power demand of hydrogen energy train in the traction acceleration stage and has high energy utilization rate in the braking deceleration stage. Another core of the present invention is to provide a hydrogen energy train, which can output high power in the traction acceleration stage and has high energy utilization rate in the braking deceleration stage.

[0057] Please refer to Figure 1 The embodiment of the present invention provides a hydrogen energy train power system matching method, which is applied to a hydrogen energy train. The hydrogen energy train includes a hydrogen fuel cell and a power battery. The hydrogen energy train power system matching method includes steps S1-S5:

[0058] S1: Obtain the rated speed of the hydrogen energy train in a cruising state, determine the net output power of the hydrogen fuel cell according to the rated speed, and configure the hydrogen fuel cell according to the net output power.

[0059] S2: Obtain the traction power required by the hydrogen energy train in the traction acceleration stage and the vehicle braking power required to be absorbed in the braking deceleration stage.

[0060] S3: Determine the first maximum power of the power battery discharged during the traction acceleration phase of the hydrogen energy train based on the traction power and the net output power of the hydrogen fuel cell.

[0061] S4: Determine the second maximum power for charging the power battery when the hydrogen energy train is in the braking deceleration stage based on the braking power of the vehicle and the net output power of the hydrogen fuel cell.

[0062] S5: configuring the power battery according to the first maximum power for discharging the power battery and the second maximum power for charging the power battery.

[0063] It is understandable that the hydrogen fuel cell is mainly used to continuously provide the power required by the hydrogen energy train under the cruise condition of the rated speed under the rated passenger load. Therefore, the net output power of the hydrogen fuel cell can be determined according to the rated speed of the hydrogen energy train under the cruise condition, and then the hydrogen fuel cell can be configured according to the net output power of the hydrogen fuel cell to ensure that the hydrogen fuel cell can meet the cruise condition requirements of the hydrogen energy train. In addition, since the output response speed of the hydrogen power using the hydrogen fuel cell as the power is slow and cannot respond to the operating state requirements of the hydrogen energy train in time, the embodiment of the present invention supplements the power lacking in the traction acceleration stage of the hydrogen energy train by setting a power battery. Moreover, when configuring the power battery, the embodiment of the present invention not only considers the traction power required by the hydrogen energy train in the traction acceleration stage, but also considers the braking power of the whole vehicle that the hydrogen energy train needs to absorb in the braking deceleration stage. Therefore, the traction acceleration performance of the hydrogen energy train can be improved and the waste of the whole vehicle energy can be avoided.

[0064] That is to say, the embodiment of the present invention matches the net output power of the corresponding hydrogen fuel cell according to the rated speed of the hydrogen energy train in the cruising state to complete the configuration of the hydrogen fuel cell; and according to the traction power required by the hydrogen energy train in the traction acceleration stage and the whole vehicle braking power required to be absorbed in the braking deceleration stage, combined with the net output power of the hydrogen fuel cell, completes the configuration of the power battery, so that the hydrogen fuel cell and the power battery have better matching performance to meet the high output power requirements of the hydrogen energy train in the traction acceleration stage, and the energy of the hydrogen energy train in the braking deceleration stage can be efficiently utilized, which is beneficial to improving the acceleration and deceleration performance of the hydrogen energy train, and improving the cruising range, and can also reduce the wear of the brake pads.

[0065] It should be noted that, in this embodiment, S5: the specific method of configuring the power battery according to the first maximum power of the power battery discharging and the second maximum power of the power battery charging is not limited, as long as the configuration of the power battery can be completed according to the first maximum power of the power battery discharging and the second maximum power of the power battery charging.

[0066] In some embodiments, configuring the power battery according to a first maximum power for discharging the power battery and a second maximum power for charging the power battery includes:

[0067] Compare the first maximum power of the power battery for discharging and the second maximum power of the power battery for charging, and select the larger value of the first maximum power and the second maximum power as the charge and discharge power Pmax of the power battery, obtain the charge and discharge rate n of the power battery, and obtain the capacity Q1 of the power battery that meets the charge and discharge power requirements according to the charge and discharge power Pmax and the charge and discharge rate n, where Q1=Pmax / n;

[0068] Get the amount of power Q2 that the power battery needs to provide under the simulated working condition that an empty AW0 train of hydrogen energy train rescues another faulty AW3 train parked on a 30‰ slope;

[0069] The maximum value of Q1 and Q2 is taken as the maximum power of the power battery, and the power battery is configured according to the maximum power of the power battery.

[0070] That is to say, after obtaining the first maximum power of the power battery discharging and the second maximum power of the power battery charging, two different methods are used to obtain the power battery power respectively, and the maximum of the power battery power obtained by the two methods is used as the maximum power of the power battery. The power battery is configured with this maximum power, so that the power battery can meet the requirements of multiple working conditions.

[0071] The first method is to directly compare the first maximum power and the second maximum power after obtaining the first maximum power of the power battery for discharging and the second maximum power of the power battery for charging, and divide the larger value of the first maximum power and the second maximum power by the charge and discharge rate of the power battery to obtain the first capacity Q1 of the power battery. The second method is to obtain the power Q2 provided by the power battery based on the AW0 rescue AW3 rescue 30‰ ramp simulation working condition data. After calculating Q1 and Q2, configure the power of the power battery according to the maximum power. For example, in some embodiments, the power battery configuration power Q 配置 =L 寿命系数 ×max{Q1,Q2}.

[0072] Further, in some embodiments, configuring the power battery according to the maximum power includes:

[0073] According to the maximum power and the power of a single cell of the power battery, the total number of cells is obtained;

[0074] According to the rated voltage of the hydrogen energy train and the rated voltage of a single battery cell, the number of battery cell series branches is obtained;

[0075] According to the total number of battery cells, the number of battery cell series branches and the number of power battery boxes, the number of parallel battery cells in a single box is obtained.

[0076] That is to say, after determining the maximum power required for the power battery, combined with the charge and discharge characteristics of a single cell of the power battery, the number of series branches of the cells and the number of parallel cells in a single box can be designed to obtain a specific power battery layout plan.

[0077] Additionally, in some embodiments, configuring the hydrogen fuel cell according to the net output power of the hydrogen fuel cell includes:

[0078] Determine the output power of the hydrogen fuel cell according to the net output power of the hydrogen fuel cell and the preset DC-DC conversion efficiency;

[0079] The configuration power of the hydrogen fuel cell is determined based on the output power of the hydrogen fuel cell and the preset hydrogen-electricity conversion efficiency.

[0080] It can be understood that after obtaining the net output power of the hydrogen fuel cell, taking into account the DC-DC conversion efficiency, the output power of the hydrogen fuel cell can be calculated, that is, in some embodiments, the output power of the hydrogen fuel cell = the net output power of the hydrogen fuel cell divided by the DC-DC conversion efficiency.

[0081] In addition, considering the influence of hydrogen-electricity conversion efficiency, the maximum actual output power of the hydrogen fuel cell should be in the range of 40% to 80% of the maximum output power of the hydrogen fuel cell. Therefore, the rated output power of the hydrogen fuel cell is at least configured as the output power of the hydrogen fuel cell divided by 0.8.

[0082] In addition, in some embodiments, after determining the net output power of the hydrogen fuel cell according to the rated speed, the method further includes:

[0083] Determining the output power of the hydrogen fuel cell according to the net output power of the hydrogen fuel cell;

[0084] Determine the energy required for the rated cruising mileage based on the output power of the hydrogen fuel cell and the rated cruising mileage of the hydrogen energy train;

[0085] Determine the theoretical storage capacity of hydrogen based on the energy required for the rated cruising mileage;

[0086] According to the theoretical hydrogen storage capacity, a preset number of hydrogen storage bottles are configured, and the sum of the hydrogen storage capacities of all hydrogen storage bottles is greater than the theoretical hydrogen storage capacity.

[0087] It can be understood that the rated cruising mileage of a hydrogen energy train divided by the rated speed can give the time taken by the hydrogen energy train. The energy required for the rated cruising mileage of the hydrogen energy train is: the output power of the hydrogen fuel cell multiplied by the time taken by the hydrogen energy train. Considering the hydrogen-to-electricity conversion efficiency, the theoretical amount of hydrogen corresponding to the energy required for the rated cruising mileage of the hydrogen energy train can be obtained. The number of hydrogen storage bottles can then be determined based on the theoretical amount of hydrogen and the hydrogen storage capacity of each hydrogen storage bottle. The sum of the hydrogen storage capacities of all hydrogen storage bottles must be greater than the theoretical hydrogen storage capacity to meet the configuration requirements.

[0088] Additionally, in some embodiments, determining the net output power of the hydrogen fuel cell according to the rated speed includes:

[0089] According to the rated speed of the hydrogen energy train in the cruising state, the wheel circumferential power of the hydrogen energy train is obtained;

[0090] The inverter input power is obtained according to the wheel peripheral power;

[0091] Obtaining auxiliary transformer input power according to the preset auxiliary inverter output power;

[0092] The net output power of the hydrogen energy train is obtained according to the inverter input power and the auxiliary transformer input power.

[0093] It should be noted that the embodiment of the present invention does not limit the specific method of obtaining the wheel power of the hydrogen energy train according to the rated speed of the hydrogen energy train in the cruising state, and those skilled in the art may refer to the relevant technology. The wheel power is divided by the first preset coefficient to obtain the inverter input power; in addition, the auxiliary inverter output power is a known value, and the auxiliary inverter output power is divided by the second preset coefficient to obtain the auxiliary transformer input power, then the net output power of the hydrogen energy train is equal to the sum of the inverter input power and the auxiliary transformer input power.

[0094] The following takes a specific embodiment as an example to introduce the specific steps of the hydrogen energy train power system matching method.

[0095] For example, the rated speed of a hydrogen energy train in cruising mode is 160km / h.

[0096] 1) Hydrogen fuel cell configuration calculation:

[0097] According to the wheel power calculation formula, the wheel power Plz=533.78kW; the first preset coefficient is defined as 0.96×0.95×0.99, then the inverter input power PINVI=533.78 / 0.96 / 0.95 / 0.99=592.2kW; the auxiliary inverter output power is PAUXO=100kW; the second preset coefficient is defined as ηAUX=0.93, then the auxiliary inverter input power is: PAUXI=PAUXO / ηAUX=100 / 0.93=107.5kW; the net output power of the hydrogen fuel cell is: P=592.2+107.5=699.7kW.

[0098] Defining the DC-DC conversion efficiency as 96%, the output power of the hydrogen fuel cell should be: Pfc=699.7 / 0.96=728.85kW.

[0099] At the same time, the hydrogen-electricity conversion efficiency range is defined as 40%~80%, so the minimum configuration power of the hydrogen fuel cell should be 728.85 / 0.8=911kW. Based on this, four 240kW hydrogen fuel cell systems can be selected to meet the configuration requirements.

[0100] 2) Calculation of hydrogen storage system configuration:

[0101] The rated cruising range of a hydrogen energy train is defined as 1000km. The cruising time is calculated according to the rated speed of the hydrogen energy train in the cruising state: t=1000 / 160=6.25h. The hydrogen energy train needs to provide 728.85×6.25=4555.31kWh of energy to complete the rated cruising range. Taking into account the hydrogen-electricity conversion efficiency, every 15kWh corresponds to 1kg of hydrogen. It is calculated that at least 303.7kg of hydrogen is required, so 60 140L high-pressure hydrogen storage bottles can be configured. The effective hydrogen storage capacity of all hydrogen storage bottles is >316kg, which meets the configuration requirements.

[0102] 3) Power battery system configuration calculation:

[0103] It is defined that the traction power required by a hydrogen energy train during the traction acceleration phase is 2980kW, and the braking power of the hydrogen energy train during braking and deceleration is 3041.28kW. At the same time, the electric braking energy of the vehicle is 65.2kWh.

[0104] The power required for traction acceleration = traction power - net output power of hydrogen fuel cell = 2980-699.7 = 2280.3kW;

[0105] The power required to be absorbed within the preset time of the braking and deceleration stage = regenerative power + net output power of the hydrogen fuel cell - auxiliary load power = 3041.28 + 699.7 - 107.5 = 3633.48kW. The power required to be absorbed after the preset time of the braking and deceleration stage = regenerative power = 3041.28W.

[0106] It can be seen that the regenerated energy in the braking deceleration stage is greater than the output energy in the traction acceleration stage. Based on the considerations of reducing the air brake pad consumption of hydrogen energy trains and making full use of the regenerated energy, the maximum required power of the power battery is designed by absorbing all the regenerated energy through the power battery.

[0107] According to the traction braking conditions of the hydrogen energy train, when the hydrogen energy train brakes at 160km / h, the amount of electricity that the battery needs to recover should be no less than 67.2kWh (the electric braking energy of the whole vehicle is 65.2kWh, and the output of the hydrogen fuel cell during hydrogen fuel cell load reduction is expected to be no more than 2kWh).

[0108] According to the preset relationship between the initial state of charge SOC of the power battery and the charging rate of the power battery, when the initial state of charge SOC of the power battery is 60%, a charging rate of at least 12C is required to fully absorb the braking energy.

[0109] like Figure 3It can be seen that the hydrogen fuel cell can complete the load reduction within t3, and needs to continue to absorb 3041.28kW of power for (t3-t4) after t3. During the entire braking process, the time greater than or equal to 3041.28kW is (0-t4). According to the charging rate of 12C, the battery power demand of the power battery is calculated as: 3041.28kW÷12C=253.44kWh. When the power battery life expires, the default battery decays to 80%, that is, the battery life coefficient L=0.8; therefore, the required power battery energy Q1 =253.44kWh / 0.8=316.8kWh.

[0110] According to the AW0 rescue AW3 rescue 30‰ slope simulation working condition data, the hydrogen energy train runs 3km, the running time is 277 seconds, the energy consumption of the whole vehicle is about 167.58kWh, and the power provided by the hydrogen fuel cell is about 46.77kWh. It can be known that the power battery needs to provide 167.58kWh-46.77kWh=120.81kWh.

[0111] The power battery uses a water cooling system to control the battery temperature between 30℃ and 45℃, and the battery temperature coefficient T is 0.95; when the power battery life expires, the default battery decays to 80%, and the battery life coefficient L=0.8; the battery system reserved coefficient is KSOC=0.9; according to the values ​​of the above coefficients, to meet the AW0 rescue AW3 rescue 30‰ slope conditions, the minimum required battery power is:

[0112] Q2 =120.81kWh / 0.95 / 0.8 / 0.9≈176.62kWh.

[0113] In summary, the larger power demand of Q1 and Q2 is taken, so the power battery adopts the maximum power of 316.8kWh for system configuration.

[0114] The battery configuration calculation based on SCiB-20Ah™ cells is as follows:

[0115] a) Calculation of total battery cell demand:

[0116] The total number of battery cells = the maximum capacity of the power battery ÷ the capacity of a single 20Ah battery cell = 316.8Wh ÷ 0.046kWh ≈ 6887 cells.

[0117] b) Calculation of the number of cells in series:

[0118] Number of series branches = system rated voltage ÷ single battery cell rated voltage = 1500V ÷ 2.3V ≈ 652.

[0119] Considering the consistency of battery groups, 663 series branches are used.

[0120] c) Calculation of the number of parallel cells in a single box:

[0121] Number of parallel branches = total number of battery cells ÷ number of series battery cells ÷ number of boxes = 6887 ÷ 663 ÷ 4 ≈ 2.6 (rounding up to 3).

[0122] From the above calculations, we can see that the power battery is designed with a single-box 3-in-parallel 663-in-series solution, and the entire train is divided into four boxes.

[0123] The design capacity of a single box = (number of parallel branches × capacity of a single battery cell) × (actual number of series branches × voltage of a single battery cell) = (3 × 20) Ah × (663 × 2.3) V = 91.49 kWh.

[0124] Total design capacity = single box design capacity × number of boxes = 91.49 kWh × 4 boxes = 365.96 kWh.

[0125] Combined with the charging and discharging characteristics of the battery cell, the above calculation shows that the rated power that the power battery can provide is 365.96kWh, which is greater than the power required by the power battery and meets the design requirements.

[0126] It can be seen that the hydrogen energy train will eventually be equipped with 4 sets of 240kW fuel cell systems, 4 boxes of 91.49kWh power batteries, and 4 sets of hydrogen storage systems to provide an effective hydrogen storage capacity of no less than 316kg.

[0127] In addition to the above-mentioned hydrogen energy train power system matching method, the present invention also provides a hydrogen energy train, which includes a hydrogen fuel cell and a power battery, and the hydrogen fuel cell and the power battery are configured according to the hydrogen energy train power system matching method disclosed in any one of the above-mentioned embodiments.

[0128] It can be understood that the hydrogen fuel cell and the power battery are configured according to the hydrogen energy train power system matching method disclosed in any of the above embodiments, so that the hydrogen fuel cell and the power battery have better matching performance, so as to meet the high output power requirements of the hydrogen energy train in the traction acceleration stage, and enable the hydrogen energy train to efficiently utilize the energy in the braking deceleration stage, which is beneficial to improving the acceleration and deceleration performance of the hydrogen energy train, and improving the cruising range, and can also reduce the wear of the brake pads.

[0129] like Figure 4As shown, in some embodiments, the hydrogen energy train includes a hydrogen power system 1, a power battery 2, a traction converter 3, a traction motor 4, a braking system and a train network control system 5. The hydrogen power system 1 includes a hydrogen storage device and a hydrogen fuel cell. The hydrogen power system 1 is arranged on the roof of the hydrogen energy train, and the power battery 2, the traction converter 3, the traction motor 4 and the braking system are all arranged on the bottom of the hydrogen energy train. The train network control system 5 communicates in real time with the hydrogen power system 1, the power battery 2, the traction converter 3, the traction motor 4 and the braking system, and the traction converter 3 communicates in real time with the power battery 2.

[0130] It is understandable that the train network control system 5 needs to monitor the working status of the train's auxiliary loads, the power battery SOC charge status and the train's energy flow in real time, based on the safety and availability of the vehicle and key equipment such as the power battery 2 and hydrogen fuel cells, combined with changes in the train's traction and braking conditions, and by reasonably adjusting the working status of related equipment, maximize energy utilization.

[0131] like Figure 4 As shown, in some embodiments, the outputs of the hydrogen power systems 1 of different vehicles of the hydrogen energy train are all connected to the train power supply bus 6. The hydrogen storage device provides hydrogen to the hydrogen fuel cell, and the hydrogen undergoes an electrochemical reaction in the hydrogen fuel cell to generate electrical energy, which is then converted to a bus voltage format by a DC-DC boost device and transmitted to the train DC power supply bus.

[0132] In some embodiments, the positive and negative cables of the power battery outputs of different vehicles are connected to the train power bus 6 through the charge and discharge control module 32 of the traction converter 3; the input end of the traction converter 3 is connected to the train power bus 6, and the traction converter 3 obtains energy from the train power bus 6 for train traction and conversion to other power supply systems to provide energy to the train auxiliary load. The traction converter 3 communicates with the power battery management system in real time, and the battery management system will feed back the battery status and charge and discharge parameters or requirements to the traction converter 3, and the traction converter 3 responds in real time.

[0133] In some embodiments, when the hydrogen energy train is in the traction acceleration stage, the train network control system 5 of the hydrogen energy train controls the hydrogen fuel cell and the power battery to jointly provide traction power; when the hydrogen energy train reaches the rated speed, the train network control system 5 controls the hydrogen fuel cell to provide the entire vehicle power for the hydrogen energy train, and controls the hydrogen fuel cell to charge the power battery to maintain the SOC of the power battery in a preset range; when the hydrogen energy train is in the braking deceleration stage, the train network control system 5 controls the power battery to absorb all regenerative braking energy.

[0134] Furthermore, in some embodiments, when the hydrogen energy train is in the traction acceleration stage, the train network control system 5 controls the output power of the hydrogen fuel cell to gradually increase from the idle power to the power corresponding to the rated speed; the train network control system 5 controls the output power of the power battery to gradually increase from 0 to the maximum power value, and when the output power of the power battery reaches the maximum power value, the power battery is controlled to maintain the maximum power value for a preset time.

[0135] For example, when a train starts to accelerate from a stationary state to a rated speed, the hydrogen fuel cell is in an idling state when the train is stationary, and only outputs power to ensure the normal operation of the train's related auxiliary loads. At this time, the power battery does not need to output power. When the train starts to accelerate, the hydrogen fuel cell cannot immediately respond to output energy to meet the traction acceleration, so the power battery needs to provide output energy, such as Figure 2 As shown, during the time from 0 to t1, the output power of the power battery gradually increases, and during the period from t1 to t2, the power battery is in a stable output state, that is, the output capacity of the power battery in the traction acceleration stage at least meets P1 and can output all the energy Q3 during the time from 0 to t2.

[0136] In some embodiments, when the hydrogen energy train brakes and decelerates, the train network control system 5 controls the output power of the hydrogen fuel cell to drop to idle power within a first time period, the train network control system 5 controls the absorption power of the power battery within the first time period to drop from the first absorption power to the second absorption power, controls the power battery to maintain the second absorption power within the second time period, and controls the absorption power of the power battery within the third time period to drop from the second absorption power to the third absorption power.

[0137] For example, when the train starts braking from the rated speed, the hydrogen fuel cell provides traction and auxiliary power to the train. Since the hydrogen fuel cell cannot reduce its power output in time, in addition to the auxiliary power continuing to use the output power of the hydrogen fuel cell, the power provided by the hydrogen fuel cell for traction and the power fed back by regenerative braking must be input to the power battery. Figure 3 As shown, the power absorbed by the power battery is P2 at the beginning of braking, and the hydrogen fuel cell gradually reduces its output to idle power during the period from 0 to t3, that is, the power absorbed by the power battery during this period gradually decreases to P3 at t3. From t3 to t4, the regenerative braking power of the train is absorbed by the power battery. From t4 to t5, the regenerative energy gradually decreases, and the power absorbed by the power battery also gradually decreases. When the train stops at t5, the total power absorbed by the power battery is Q4.

[0138] It is understandable that the configuration of the power battery needs to meet the requirements of continuously releasing power P1 within (t2-t1), continuously absorbing power P2 within (0-t3), and continuously absorbing power P3 within (t4-t3). At the same time, it also needs to meet the requirements of releasing Q3 energy during the entire traction acceleration process and absorbing Q4 energy during the braking deceleration process. The specific capacity design of the power battery is further selected based on the working conditions such as power battery aging, low temperature, and life. It is advisable to use high-rate characteristic power batteries to achieve lightweight design of trains.

[0139] In some embodiments, when the hydrogen energy train is in the traction acceleration stage, the train network control system 5 controls the reduction of the auxiliary load power of the hydrogen energy train.

[0140] That is to say, during the train traction acceleration process, the auxiliary load power of the hydrogen energy train is reduced through control and auxiliary power consumption is reduced. For example, the main lighting brightness is reduced, the ambient light is turned off, the air conditioner is adjusted to ventilation mode, etc. After the train completes acceleration to the rated speed, the lighting and air conditioning are adjusted to enter normal working mode.

[0141] In some embodiments, when the hydrogen energy train brakes and decelerates, when the available charging capacity of the power battery is insufficient, the train network control system 5 controls the auxiliary loads of the hydrogen energy train to operate at full power.

[0142] During the train braking and deceleration phase, the train preferentially adopts the regenerative braking mode to reduce the wear of the brake pads. The traction system evaluates the regenerative braking capacity, and requests additional air braking when the regenerative braking capacity is insufficient. The hydrogen energy intercity EMU converts into electrical energy according to the power battery charging request, so its regenerative braking is limited by the parameter status of the power battery SOC charging system and other parameters. When the available charging capacity of the power battery is insufficient, it can be reflected by the acceptable charging power and charging capacity of the power battery. The insufficient available charging capacity of the power battery usually occurs when the available number of power batteries is lost or the SOC charging coefficient is high. When this happens, this embodiment controls the auxiliary load of the hydrogen energy train to work at full power to increase the auxiliary load demand power. For example, when the air conditioner is turned to full cold in summer and full warm in winter, the air conditioner is turned to full warm and other full power working states to absorb energy, or the main lighting and atmosphere light modes are turned on, etc., to improve the working state of the power battery, extend the service life of the power battery, and achieve the safer, more reliable and economical operation goals of the hydrogen energy train.

[0143] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0144] The above is a detailed introduction to the hydrogen energy train power system matching method and hydrogen energy train provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, the present invention can also be improved and modified in a number of ways, and these improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. A method for matching a hydrogen energy train power system, characterized in that: Applied to a hydrogen energy train, the hydrogen energy train includes a hydrogen fuel cell and a power battery, and the hydrogen energy train power system matching method includes: Acquire the rated speed of the hydrogen energy train in a cruising state, determine the net output power of the hydrogen fuel cell according to the rated speed, and configure the hydrogen fuel cell according to the net output power; Obtaining the traction power required by the hydrogen energy train in the traction acceleration stage and the whole vehicle braking power required to be absorbed in the braking deceleration stage; Determining, according to the traction power and the net output power, a first maximum power of the power battery discharged by the hydrogen energy train during the traction acceleration stage; Determining, according to the whole vehicle braking power and the net output power, the second maximum power for charging the power battery of the hydrogen energy train during the braking deceleration stage; The power battery is configured according to the first maximum power and the second maximum power.

2. The hydrogen energy train power system matching method according to claim 1 is characterized in that: Configuring the power battery according to the first maximum power and the second maximum power includes: Compare the first maximum power and the second maximum power, select the larger value of the first maximum power and the second maximum power as the charge and discharge power Pmax of the power battery, obtain the charge and discharge rate n of the power battery, and obtain the capacity Q1 of the power battery that meets the charge and discharge power requirements according to the charge and discharge power Pmax and the charge and discharge rate n, where Q1=Pmax / n; Obtain the amount of electricity Q2 required by the power battery to be provided by the hydrogen energy train under the simulated working condition that an empty AW0 train rescues another faulty AW3 train parked on a 30‰ slope; The maximum of Q1 and Q2 is used as the maximum power of the power battery, and the power battery is configured according to the maximum power.

3. The hydrogen energy train power system matching method according to claim 2 is characterized in that: Configuring the power battery according to the maximum power includes: Obtaining the total number of the battery cells according to the maximum power and the power of a single battery cell of the power battery; According to the rated voltage of the hydrogen energy train and the rated voltage of a single battery cell, the number of battery cell series branches is obtained; The number of parallel-connected battery cells in a single box is obtained according to the total number of the battery cells, the number of the battery cell series branches and the number of boxes of the power battery.

4. The hydrogen energy train power system matching method according to any one of claims 1 to 3, characterized in that: Configuring the hydrogen fuel cell according to the net output power includes: Determining the output power of the hydrogen fuel cell according to the net output power and a preset DC-DC conversion efficiency; The configured power of the hydrogen fuel cell is determined according to the output power and a preset hydrogen-to-electricity conversion efficiency.

5. The hydrogen energy train power system matching method according to any one of claims 1 to 3, characterized in that: After determining the net output power of the hydrogen fuel cell according to the rated speed, the method further includes: Determining the output power of the hydrogen fuel cell according to the net output power; Determining the energy required for the rated cruising mileage according to the output power and the rated cruising mileage of the hydrogen energy train; Determine the theoretical storage capacity of hydrogen required based on the energy required for the rated cruising range; According to the theoretical hydrogen storage capacity, a preset number of hydrogen storage bottles are configured, and the sum of the hydrogen storage capacities of all the hydrogen storage bottles is greater than the theoretical hydrogen storage capacity.

6. The hydrogen energy train power system matching method according to any one of claims 1 to 3, characterized in that: Determining the net output power according to the rated speed includes: According to the rated speed, obtaining the wheel circumferential power of the hydrogen energy train; Obtaining inverter input power according to the wheel peripheral power; Obtaining auxiliary transformer input power according to the preset auxiliary inverter output power; The net output power is obtained according to the inverter input power and the auxiliary transformer input power.

7. A hydrogen energy train, characterized in that: It comprises a hydrogen fuel cell and a power battery, and the hydrogen fuel cell and the power battery are configured according to the hydrogen energy train power system matching method according to any one of claims 1-6.

8. The hydrogen energy train according to claim 7, characterized in that: When the hydrogen energy train is in the traction acceleration stage, the train network control system of the hydrogen energy train controls the hydrogen fuel cell and the power battery to jointly provide traction power; When the hydrogen energy train reaches the rated speed, the train network control system controls the hydrogen fuel cell to provide the hydrogen energy train with vehicle power, and controls the hydrogen fuel cell to charge the power battery to maintain the charging rate of the power battery within a preset range; During the braking and deceleration phase of the hydrogen energy train, the train network control system controls the power battery to absorb all regenerative braking energy.

9. The hydrogen energy train according to claim 8, characterized in that: When the hydrogen energy train is in the traction acceleration stage, the train network control system controls the output power of the hydrogen fuel cell to gradually increase from the idle power to the power corresponding to the rated speed; the train network control system controls the output power of the power battery to gradually increase from 0 to the maximum power value, and when the output power of the power battery reaches the maximum power value, controls the power battery to maintain the maximum power value for a preset time; and / or, When the hydrogen energy train brakes and decelerates, the train network control system controls the output power of the hydrogen fuel cell to drop to idle power within a first time period, and the train network control system controls the absorption power of the power battery within the first time period to drop from a first absorption power to a second absorption power, maintain the second absorption power within the second time period, and drop the absorption power within the third time period from the second absorption power to the third absorption power.

10. The hydrogen energy train according to any one of claims 7 to 9, characterized in that: When the hydrogen energy train is in the traction acceleration stage, the train network control system controls to reduce the auxiliary load power of the hydrogen energy train; and / or, When the hydrogen energy train brakes and decelerates, when the available charging capacity of the power battery is insufficient, the train network control system controls the auxiliary load of the hydrogen energy train to operate at full power.

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