Fault regulation and control method, device and equipment for hybrid train and medium

Abstract

The invention discloses a fault regulation and control method, device and equipment for a hybrid train and a medium, and belongs to the technical field of train control. The method comprises the steps that when all traction systems on the train fail, the train is controlled to stop running, and all power batteries are controlled to supply power to the train; when a traction system with a fault exists on the train, the power battery corresponding to the system is cut off, and the power battery which is not cut off and all the hydrogen fuel batteries are controlled to supply power to the train; when the train is in the uniform-speed operation stage and the hydrogen fuel cell with the fault exists, the hydrogen fuel cell without the fault and all the power cells are controlled to supply power to the train so as to reduce the operation speed of the train; and when the train is in the acceleration operation stage and the power battery with the fault exists, the power battery without the fault and all the hydrogen fuel batteries are controlled to supply power to the train, so that the power output of the train is reduced. Through the method, the purpose of effective fault management of the hybrid train can be achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of train control, and particularly relates to a fault regulation method, device, equipment and medium for a hybrid train. Background Art

[0002] Nowadays, countries around the world have successively and successfully used hydrogen fuel cells as the main power source for rail transit vehicles. For trains with higher speed requirements, multiple sets of hydrogen fuel cells and power batteries are usually installed on the train. For the entire train, due to the large number of components installed thereon, such as: hydrogen fuel cells, power batteries, traction systems, converters, and hydrogen storage devices, etc., this leads to complex fault causes of the train and difficult centralized management. Currently, there is no relatively effective solution to this technical problem.

[0003] Therefore, it can be seen that how to provide a solution that can effectively manage the faults of a hybrid train to ensure the safe operation of the train is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a fault regulation method, device, equipment and medium for a hybrid train to solve the technical problem that the faults of a hybrid train cannot be effectively managed in the prior art. The specific solutions are as follows:

[0005] To solve the above technical problem, the present invention provides a fault regulation method for a hybrid train, including:

[0006] When all traction systems on the train fail, control the train to stop running, and control all power batteries on the train to supply power to the train; multiple sets of power batteries and hydrogen fuel cells are provided on the train;

[0007] When there is a target traction system with a fault on the train, cut off the power battery corresponding to the target traction system, and control the power batteries that are not cut off and all hydrogen fuel cells on the train to supply power to the train;

[0008] When the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, control the hydrogen fuel cells that are not faulty and all power batteries on the train to supply power to the train to reduce the running speed of the train;

[0009] When the train is in the accelerating operation stage and there is a power battery with a fault on the train, control the power batteries that are not faulty and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train.

[0010] Preferably, when the train is in the constant-speed operation stage and there is a faulty hydrogen fuel cell on the train, controlling the non-faulty hydrogen fuel cells and all power batteries on the train to supply power to the train to reduce the running speed of the train includes:

[0011] When the train is in the constant-speed operation stage and there is a faulty hydrogen fuel cell on the train, remove the faulty hydrogen fuel cell on the train, and determine the maximum power that all non-faulty hydrogen fuel cells on the train can output to obtain the target output power;

[0012] Based on the principle that the target output power can meet the maximum constant-speed running speed of the train, determine the running speed of the train to obtain the target speed;

[0013] Control the non-faulty hydrogen fuel cells and all power batteries on the train to supply power to the train so that the train runs at a constant speed at the target speed.

[0014] Preferably, when the train is in the acceleration operation stage and there is a faulty power battery on the train, controlling the non-faulty power batteries and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train includes:

[0015] When the train is in the acceleration operation stage and there is a faulty power battery on the train, remove the faulty power battery on the train;

[0016] Set the power output of the train according to the number of power batteries removed from the train to obtain the target output power;

[0017] Control the non-faulty power batteries and all hydrogen fuel cells on the train to supply power to the train so that the train runs at the target output power.

[0018] Preferably, it further includes:

[0019] Judge whether the operating states of all power batteries on the train are consistent according to the operating parameters of each power battery on the train;

[0020] If so, the operating states of the individual hydrogen fuel cells on the train and the operating state of the train are regulated according to the average SOC value, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold of all the power batteries on the train, so that the average SOC value of all the power batteries on the train is within a preset range; the minimum SOC threshold is less than the second minimum SOC threshold, the second minimum SOC threshold is less than the second maximum SOC threshold, and the second maximum SOC threshold is less than the maximum SOC threshold;

[0021] If not, the charge and discharge states of the individual power batteries on the train are regulated so that the operating states of all the power batteries on the train are kept consistent.

[0022] Preferably, determining whether the operating states of all the power batteries on the train are kept consistent according to the operating parameters of the individual power batteries on the train includes:

[0023] Respectively determine the power batteries with the maximum SOC value and the minimum SOC value on the train to obtain a first power battery and a second power battery;

[0024] Determine the difference between the SOC values corresponding to the first power battery and the second power battery to obtain a target SOC difference;

[0025] Judge whether the operating states of all the power batteries on the train are kept consistent according to the target SOC difference and a preset SOC difference;

[0026] If the target SOC difference is less than the preset SOC difference, it is determined that the operating states of all the power batteries on the train are kept consistent;

[0027] If the target SOC difference is greater than or equal to the preset SOC difference, it is determined that the operating states of all the power batteries on the train fail to be kept consistent;

[0028] Alternatively, respectively determine the power batteries with the maximum terminal voltage value and the minimum terminal voltage value on the train to obtain a third power battery and a fourth power battery;

[0029] Determine the difference between the terminal voltage values corresponding to the third power battery and the fourth power battery to obtain a target terminal voltage difference;

[0030] Judge whether the operating states of all the power batteries on the train are kept consistent according to the target terminal voltage difference and a preset terminal voltage difference;

[0031] If the target terminal voltage difference is less than the preset terminal voltage difference, it is determined that the operating states of all the power batteries on the train are kept consistent;

[0032] If the difference between the target terminal voltages is greater than or equal to the preset terminal voltage difference, it is determined that the operating states of all power batteries on the train fail to remain consistent.

[0033] Preferably, regulating the operating states of each hydrogen fuel cell on the train and the operating state of the train according to the average SOC value, the minimum SOC threshold, the sub-minimum SOC threshold, the maximum SOC threshold, and the sub-maximum SOC threshold of all power batteries on the train, so that the average SOC value of all power batteries on the train is within a preset range, includes:

[0034] When the average SOC value of all power batteries on the train is less than or equal to the minimum SOC threshold, the train is controlled to stop running, and each power battery on the train is charged until the average SOC value of all power batteries on the train is within the preset range;

[0035] When the average SOC value of all power batteries on the train is greater than the minimum SOC threshold and less than or equal to the sub-minimum SOC threshold, the output power of all traction systems on the train is reduced until the average SOC value of all power batteries on the train is within the preset range;

[0036] When the average SOC value of all power batteries on the train is greater than the sub-maximum SOC threshold and less than or equal to the maximum SOC threshold, the output power of each hydrogen fuel cell on the train is regulated according to the aging factor of each hydrogen fuel cell on the train until the average SOC value of all power batteries on the train is within the preset range;

[0037] When the average SOC value of all power batteries on the train is greater than the maximum SOC threshold, all hydrogen fuel cells on the train are controlled to operate at the minimum output power of the hydrogen fuel cells until the average SOC value of all power batteries on the train is within the preset range.

[0038] Preferably, regulating the output power of each hydrogen fuel cell on the train according to the aging factor of each hydrogen fuel cell on the train until the average SOC value of all power batteries on the train is within the preset range, includes:

[0039] Determine the aging factor of the target hydrogen fuel cell according to the current output voltage value of the target hydrogen fuel cell and the optimal output voltage value of the target hydrogen fuel cell at the current output current; the target hydrogen fuel cell is any one of the hydrogen fuel cells on the train;

[0040] Obtain the aging factors of all the hydrogen fuel cells on the train, and sort the aging factors of all the hydrogen fuel cells on the train in descending order to obtain a target sequence;

[0041] Control all the hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cells in sequence according to the arrangement order of each hydrogen fuel cell in the target sequence until the average SOC of all the power batteries on the train is within the preset range.

[0042] Preferably, regulating the charge and discharge states of each power battery on the train so that the operating states of all the power batteries on the train are kept consistent includes:

[0043] When all the power batteries on the train are in the discharge state, determine the expected discharge power of the target power battery according to the preset discharge model, and control the target power battery to discharge at the expected discharge power of the target power battery until the operating states of all the power batteries on the train are kept consistent; the target power battery is any one of the power batteries on the train;

[0044] The expression of the preset discharge model is:

[0045] ;

[0046] In the formula, is the expected discharge power of the target power battery, is the total discharge power of all the available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the SOC value of the th available power battery on the train, .

[0047] Preferably, regulating the charge and discharge states of each power battery on the train so that the operating states of all the power batteries on the train are kept consistent includes:

[0048] When all the power batteries on the train are in the charging state, determine the expected charging power of the target power battery according to the preset charging model, and control the target power battery to charge at the expected charging power of the target power battery until the operating states of all the power batteries on the train are kept consistent; the target power battery is any one of the power batteries on the train;

[0049] The expression of the preset charging model is:

[0050] ;

[0051] Wherein, is the expected charging power of the target power battery, is the total charging power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the th available power battery on the train .

[0052] To solve the above technical problems, the present invention also provides a fault regulation device for a hybrid train, including:

[0053] A first control module, configured to control the train to stop running and control all power batteries on the train to supply power to the train when all traction systems on the train fail;

[0054] A second control module, configured to cut off the power battery corresponding to the target traction system when there is a failed target traction system on the train, and control the power batteries not cut off on the train and all hydrogen fuel cells to supply power to the train;

[0055] A third control module, configured to control the non-failed hydrogen fuel cells and all power batteries on the train to supply power to the train to reduce the running speed of the train when the train is in a constant speed running stage and there is a failed hydrogen fuel cell on the train;

[0056] A fourth control module, configured to control the non-failed power batteries and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train when the train is in an accelerating running stage and there is a failed power battery on the train.

[0057] To solve the above technical problems, the present invention also provides a fault regulation device for a hybrid train, including:

[0058] A memory, configured to store a computer program;

[0059] A processor, configured to implement the steps of a fault regulation method for a hybrid train as disclosed above when executing the computer program.

[0060] To solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of a fault regulation method for a hybrid train as disclosed above are implemented.

[0061] Beneficial effects: It can be seen that in the fault regulation method of the hybrid train provided by the present invention, when all the traction systems on the train fail, the train is controlled to stop running, and all the power batteries on the train are controlled to supply power to the train; there are multiple sets of power batteries and hydrogen fuel cells on the train; when there is a target traction system with a fault on the train, the power battery corresponding to the target traction system is cut off, and the power batteries on the train that are not cut off and all the hydrogen fuel cells are controlled to supply power to the train; when the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, the hydrogen fuel cells on the train without faults and all the power batteries are controlled to supply power to the train to reduce the running speed of the train; when the train is in the acceleration operation stage and there is a power battery with a fault on the train, the power batteries on the train without faults and all the hydrogen fuel cells are controlled to supply power to the train to reduce the power output of the train. In this setting mode, it is equivalent to formulating different fault control strategies according to the fault states of the train when the train is in different fault states. Under this kind of fault control strategy, the train can cope with different fault states, and thus the purpose of effectively managing the faults of the hybrid train can be achieved, and the safety of the train during operation can be further improved.

[0062] Correspondingly, a fault regulation device, equipment and medium of a hybrid train provided by the present invention also have the above beneficial effects. Description of the Drawings

[0063] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0064] Figure 1 It is a flowchart of a fault regulation method of a hybrid train provided by an embodiment of the present invention;

[0065] Figure 2 It is a schematic diagram of the energy distribution of a hybrid train;

[0066] Figure 3 It is a schematic diagram of the structure of a hybrid train;

[0067] Figure 4 It is a structural diagram of a fault regulation device of a hybrid train provided by an embodiment of the present invention;

[0068] Figure 5The structural diagram of a fault regulation device for a hybrid train provided by an embodiment of the present invention. Detailed implementation manners

[0069] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0070] Please refer to Figure 1 , Figure 1 The flowchart of a fault regulation method for a hybrid train provided by an embodiment of the present invention. The method includes:

[0071] Step S11: When all traction systems on the train fail, control the train to stop running and control all power batteries on the train to supply power to the train; multiple sets of power batteries and hydrogen fuel cells are provided on the train;

[0072] Step S12: When there is a target traction system with a fault on the train, cut off the power battery corresponding to the target traction system and control the power batteries that are not cut off and all hydrogen fuel cells on the train to supply power to the train;

[0073] Step S13: When the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, control the hydrogen fuel cells that are not faulty and all power batteries on the train to supply power to the train to reduce the running speed of the train;

[0074] Step S14: When the train is in the accelerating operation stage and there is a power battery with a fault on the train, control the power batteries that are not faulty and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train.

[0075] In this embodiment, a fault regulation method for a hybrid train is provided. By using this method, the faults in the hybrid train can be centrally managed and the safety of the train during operation can be ensured. The train described in this application refers to a train provided with multiple sets of power batteries and hydrogen fuel cells, that is, the train is a hybrid train. Among them, the method is described with the TCMS (Train Control and Management System) in the train as the execution subject.

[0076] Please refer to Figure 2 , Figure 2 The energy distribution schematic diagram of the hybrid train. As Figure 2As shown, it is assumed that there are 4 hydrogen fuel cells and 4 power batteries on a hybrid train, namely hydrogen fuel cell 1, hydrogen fuel cell 2, hydrogen fuel cell 3, hydrogen fuel cell 4, power battery 1, power battery 2, power battery 3, and power battery 4. Among them, the hydrogen fuel cell is the main energy source of the train, and the power battery can provide additional power supplement for the train. When using the hydrogen fuel cell and the power battery to supply power to the train, the electric energy output by the 4 hydrogen fuel cells will only be subjected to DC voltage conversion by the DC / DC, and the converted voltage will be connected to the high-voltage bus. The electric energy output by the 4 power batteries will also be connected to the high-voltage bus. After the high-voltage bus receives the energy sent by all the hydrogen fuel cells and power batteries, it will provide an energy source for the traction converter and the power battery on the train. When the traction converter converts the high-voltage direct current output by the high-voltage bus into alternating current, it can not only supply power to the motors on the train, but also supply power to the loads on the train, so as to meet the operation requirements of the train.

[0077] Please refer to Figure 3 , Figure 3 is a structural schematic diagram of a hybrid train. In 3, FCU represents the Fuel Control Unit, TCU represents the Transmission Control Unit, CECU represents the Central Engine Control Unit, BCUK represents, DC / DC represents the DC / DC converter, CCU represents the Central Control Unit, H2CU represents the Hydrogen Control Unit, and ECU represents the Engine Control Unit.

[0078] As Figure 3 shown, a hydrogen fuel cell is provided in each carriage of the train, and 4 power batteries are provided on the train. These 4 power batteries are sometimes arranged at the head and tail of the train, and sometimes the specific installation positions of these 4 power batteries on the train will be reselected according to the actual layout space of the train. In Figure 3In the shown structural diagram, two power batteries are arranged in the front of the train, and another two power batteries are arranged at the rear of the train. Meanwhile, an FCU and a DC / DC are provided on each carriage of the train. The FCU is connected to the high-voltage bus of the train through the DC / DC. BCUK indicates that the BCUK circuit (step-down circuit) is located in the traction system of the train, and its function is to control the charging process of each power battery. Moreover, an ECU is provided on each carriage of the train, which is responsible for controlling the hydrogen fuel cell and monitoring the hydrogen storage (device) of this carriage. The two ECUs arranged at the front of the train, in addition to being responsible for the control of this carriage, also additionally undertake functions such as train-level energy management and fault diagnosis. A system (main) and B system (main) represent the hot standby redundancy of the ECU.

[0079] In this embodiment, when all the traction systems on the train fail, it indicates that the fault level of the train is relatively high. At this time, it is necessary to control the train to stop running, cut off all the hydrogen fuel cells on the train, and control all the power batteries on the train to supply power to the train.

[0080] It should be noted that when a certain traction system on the train fails, it mainly refers to the failure of the BCUK circuit in the traction system. That is to say, if the BCUK circuit in a certain traction system on the train fails, it means that this traction system fails. When the train stops running, it means that only some auxiliary loads are running on the train, such as air conditioners, fans, etc. At this time, all the power batteries on the train only provide the auxiliary demand power required by the train. In addition, when controlling all the power batteries on the train to supply power to the train, it is also necessary to pay attention to the SOC (State of Charge) value of each power battery in real time. If the SOC value of a certain power battery is too low, it is also necessary for the hydrogen fuel cell to charge this power battery until the SOC value of this power battery returns to the normal state.

[0081] When there is a target traction system with a fault on the train, it means that there are still some traction systems running normally on the train. At this time, it is necessary to cut off the power battery corresponding to the target traction system, and control the power batteries not cut off on the train and all the hydrogen fuel cells to supply power to the train. In this case, the power batteries not cut off on the train and all the hydrogen fuel cells provide the traction demand power and auxiliary demand power required by the train.

[0082] When the train is in the constant-speed operation stage, it means that the hydrogen fuel cells on the train mainly supply power to the train. At this time, if there are faulty hydrogen fuel cells on the train, the faulty hydrogen fuel cells on the train need to be removed, and the non-faulty hydrogen fuel cells and all the power batteries on the train are controlled to supply power to the train. In this case, since the faulty hydrogen fuel cells on the train are removed, the number of available hydrogen fuel cells on the train decreases, and it is unable to support the high-speed operation state of the train. At this time, the running speed of the train needs to be reduced.

[0083] When the train is in the accelerating operation stage, it means that the power batteries on the train provide a part of the traction demand power. At this time, if there are faulty power batteries on the train, the faulty power batteries on the train need to be removed, and the non-faulty power batteries and all the hydrogen fuel cells on the train are controlled to supply power to the train. In this case, since the faulty power batteries on the train are removed, the number of available power batteries on the train decreases, and it is surely unable to provide enough traction peak power to the train. At this time, the power output of the train needs to be reduced, and the train enters the power-down operation mode.

[0084] Obviously, through the technical solution provided by this embodiment, it is equivalent to formulating different fault control strategies according to the fault states of the train when the train is in different fault states. Under such a fault control strategy, the train can cope with different fault states, and thus the purpose of effectively managing the faults of the hybrid train can be achieved, and the safety of the train during operation can be further improved.

[0085] Based on the above embodiment, this embodiment further illustrates and optimizes the technical solution. As a preferred implementation manner, the above steps: when the train is in the constant-speed operation stage and there are faulty hydrogen fuel cells on the train, control the non-faulty hydrogen fuel cells and all the power batteries on the train to supply power to the train to reduce the running speed of the train, including:

[0086] When the train is in the constant-speed operation stage and there are faulty hydrogen fuel cells on the train, remove the faulty hydrogen fuel cells on the train, and determine the maximum power that all the non-faulty hydrogen fuel cells on the train can output to obtain the target output power;

[0087] Based on the principle that the target output power can meet the maximum constant-speed running speed of the train, determine the running speed of the train to obtain the target speed;

[0088] Control the non-faulty hydrogen fuel cells and all the power batteries on the train to supply power to the train so that the train runs at a constant speed at the target speed.

[0089] In this embodiment, a fault control strategy is specifically described when the train is in the constant-speed operation stage and there is a faulty hydrogen fuel cell on the train. When the train is in the constant-speed operation stage and there is a faulty hydrogen fuel cell on the train, first, the faulty hydrogen fuel cell on the train is removed. Then, the maximum power that all non-faulty hydrogen fuel cells on the train can output is determined to obtain the target output power. Because when the train is in the constant-speed operation stage, it mainly relies on the maximum power that the hydrogen fuel cells on the train can output to meet the constant-speed operation requirements of the train. Therefore, after removing the faulty hydrogen fuel cell on the train, it is necessary to determine the maximum power that all non-faulty hydrogen fuel cells on the train can output to obtain the target output power.

[0090] After that, the running speed of the train is determined based on the principle that the target output power can meet the maximum constant-speed running speed of the train to obtain the target speed. Finally, the non-faulty hydrogen fuel cells and all power batteries on the train are controlled to supply power to the train, and the train can run at a constant speed at the target speed, so that the train enters the speed-limited operation mode.

[0091] Among them, when the train is in the constant-speed operation stage, the relationship between its running speed and the maximum power that the fuel cell can output satisfies the following formula:

[0092] ;

[0093] In the formula, is the basic resistance corresponding to the train at different speed levels, is the constant-speed running speed of the train, is the running efficiency of the motor on the train, is the running efficiency of the gearbox on the train, is the running efficiency of the converter on the train, is the DC / DC conversion efficiency of the hydrogen fuel cell on the train, is the maximum power that the non-faulty fuel cells on the train can output.

[0094] Here, a specific example is used to specifically describe the speed-limited operation mode of the train. Suppose there are a total of 4 hydrogen fuel cells on the train. If all 4 hydrogen fuel cells on the train are operating normally, the running speed of the train is . Then, if only 1 hydrogen fuel cell on the train fails, the running speed of the train is ; if 2 hydrogen fuel cells on the train fail, the running speed of the train is ; if 3 hydrogen fuel cells on the train fail, the running speed of the train is ; If all four hydrogen fuel cells on the train fail, the train needs to be emergently braked, and all the power batteries on the train are controlled to supply power to the train to supply power to the auxiliary loads on the train. Please refer to Table 1, which shows the corresponding relationship between the number of failed hydrogen fuel cells on the train and the train running speed.

[0095] Table 1

[0096]

[0097] Obviously, through the technical solution provided in this embodiment, the running state of the train can be regulated in the case of a failure of the hydrogen fuel cell on the train, and the safe and stable operation of the train can be ensured.

[0098] Based on the above embodiment, this embodiment further illustrates and optimizes the technical solution. As a preferred implementation manner, the above steps: when the train is in the accelerating operation stage and there are failed power batteries on the train, control the non-failed power batteries and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train, including:

[0099] When the train is in the accelerating operation stage and there are failed power batteries on the train, cut off the failed power batteries on the train;

[0100] Set the power output of the train according to the number of power batteries cut off on the train to obtain the target output power;

[0101] Control the non-failed power batteries and all hydrogen fuel cells on the train to supply power to the train so that the train runs at the target output power.

[0102] In this embodiment, a specific description is made of the fault regulation strategy corresponding to the case where the train is in the accelerating operation stage and there are failed power batteries on the train. When the train is in the accelerating operation stage, it means that the power batteries on the train provide a part of the traction peak power. In this case, if there are failed power batteries on the train, the failed power batteries on the train need to be cut off.

[0103] After cutting off the failed power batteries on the train, the number of available power batteries on the train will decrease. At this time, the traction power that the power batteries on the train can provide to the train will decrease, and the train will surely not be able to accelerate forward at the previous running power. In this case, it is necessary to set the power output of the train according to the number of power batteries cut off on the train to obtain the target output power, and then control the non-failed power batteries and all hydrogen fuel cells on the train to supply power to the train, so that the train runs at the target power and enters the power reduction operation mode.

[0104] Here, a specific example is used to specifically illustrate the speed-limited operation mode of the train. Suppose there are a total of 4 power batteries on the train. When all 4 power batteries on the train are operating normally, the traction output power of the train is . Then, if only 1 power battery on the train fails, the running speed of the train is ; if 2 power batteries on the train fail, the running speed of the train is ; if 3 power batteries on the train fail, the running speed of the train is ; if all 4 power batteries on the train fail, the train needs to be emergently braked and wait for the rescue of the staff. Please refer to Table 2, which shows the corresponding relationship between the number of failed power batteries on the train and the traction output power of the train.

[0105] Table 2

[0106]

[0107] Obviously, through the technical solution provided in this embodiment, the running state of the train can be regulated in the case of a failure of the power battery on the train, and the safe and reliable operation of the train can be ensured.

[0108] Based on the above embodiment, this embodiment further illustrates and optimizes the technical solution. As a preferred implementation manner, the fault regulation method of the above hybrid train further includes:

[0109] Judging whether the running states of all the power batteries on the train are consistent according to the running parameters of each power battery on the train;

[0110] If so, regulating the running states of each hydrogen fuel cell on the train and the running state of the train according to the average SOC value, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold and the second maximum SOC threshold of all the power batteries on the train, so that the average SOC value of all the power batteries on the train is within a preset range; the minimum SOC threshold is less than the second minimum SOC threshold, the second minimum SOC threshold is less than the second maximum SOC threshold, and the second maximum SOC threshold is less than the maximum SOC threshold;

[0111] If not, regulating the charge and discharge states of each power battery on the train so that the running states of all the power batteries on the train are consistent.

[0112] Since the running parameters of each power battery on the train can characterize the running state of the power battery, therefore, in this embodiment, it is also possible to judge whether the running states of all the power batteries on the train are consistent according to the running parameters of each power battery on the train.

[0113] If the operating states of all the power batteries on the train are consistent, it indicates that the operating performance of all the power batteries on the train is relatively stable. Since the function of the power batteries on the train is to provide the auxiliary traction power required by the train, therefore, under normal conditions, the average value of the SOC of all the power batteries on the train should be within the preset range. If the average value of the SOC of the power batteries is not within the preset range, it means that charge and discharge control of the power batteries is required, and the output of the hydrogen fuel cells on the train needs to be increased or decreased, so that the average value of the SOC of all the power batteries on the train is within the preset range. In this case, it is necessary to calculate the average value of the SOC of all the power batteries on the train, and regulate the operating states of each hydrogen fuel cell on the train and the operating state of the train according to the average value of the SOC of all the power batteries on the train, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold, so that the average value of the SOC of all the power batteries on the train is within the preset range.

[0114] If the operating states of all the power batteries on the train fail to be consistent, it indicates that the performance parameters of each power battery on the train vary greatly, which will not only accelerate the aging of the power batteries and reduce the service life of the power batteries, but also may cause the risk of thermal runaway and pose a greater safety hazard. At this time, it is necessary to regulate the charge and discharge states of each power battery on the train, so that the operating states of all the power batteries on the train can be consistent.

[0115] Obviously, through the technical solution provided by this embodiment, the safety and reliability of the train during operation can be further improved.

[0116] As a preferred implementation manner, the above step: judging whether the operating states of all the power batteries on the train are consistent according to the operating parameters of each power battery on the train includes:

[0117] Respectively determine the power batteries with the largest and smallest SOC values on the train to obtain the first power battery and the second power battery;

[0118] Determine the difference between the SOC values corresponding to the first power battery and the second power battery to obtain the target SOC difference;

[0119] Judge whether the operating states of all the power batteries on the train are consistent according to the target SOC difference and the preset SOC difference;

[0120] If the target SOC difference is less than the preset SOC difference, it is determined that the operating states of all the power batteries on the train are consistent;

[0121] If the target SOC difference is greater than or equal to the preset SOC difference, it is determined that the operating states of all power batteries on the train do not remain consistent;

[0122] Alternatively, determine the power batteries with the maximum terminal voltage value and the minimum terminal voltage value on the train respectively, and obtain the third power battery and the fourth power battery;

[0123] Determine the difference between the corresponding terminal voltage values of the third power battery and the fourth power battery to obtain the target terminal voltage difference;

[0124] Judge whether the operating states of all power batteries on the train remain consistent according to the target terminal voltage difference and the preset terminal voltage difference;

[0125] If the target terminal voltage difference is less than the preset terminal voltage difference, it is determined that the operating states of all power batteries on the train are consistent;

[0126] If the target terminal voltage difference is greater than or equal to the preset terminal voltage difference, it is determined that the operating states of all power batteries on the train do not remain consistent.

[0127] In this embodiment, it specifically explains how to judge whether the operating states of all power batteries on the train remain consistent. Since the SOC value of the power battery can represent the percentage of the internal power of the power battery in the rated capacity of the power battery and can represent the operating state of the power battery, in this embodiment, the operating states of all power batteries on the train can be judged according to the SOC value of the power battery.

[0128] Specifically, first, determine the power batteries with the maximum SOC value and the minimum SOC value on the train respectively, and obtain the first power battery and the second power battery; then, determine the difference between the corresponding SOC values of the first power battery and the second power battery to obtain the target SOC difference. If the target SOC difference is less than the preset SOC difference, it means that the SOC values of each power battery on the train are not very different, and the operating parameters of each power battery are relatively similar. At this time, it can be determined that the operating states of all power batteries on the train are consistent. If the target SOC difference is greater than or equal to the preset SOC difference, it means that the SOC values of each power battery on the train are quite different, and the operating parameters of each power battery are quite different. At this time, it can be determined that the operating states of all power batteries on the train do not remain consistent.

[0129] In practical applications, in addition to the SOC value of the power battery that can represent the operating state of the power battery, the terminal voltage value of the power battery can also represent the operating state of the power battery. Therefore, in this embodiment, the terminal voltage value of the power battery can also be used to judge whether the operating states of all power batteries on the train remain consistent.

[0130] Specifically, first, the power batteries with the maximum and minimum terminal voltage values on the train are determined respectively to obtain the third power battery and the fourth power battery; then, the difference between the terminal voltage values corresponding to the third power battery and the fourth power battery is determined to obtain the target terminal voltage difference; if the target terminal voltage difference is less than the preset terminal voltage difference, it indicates that the terminal voltage values of all the power batteries on the train are not very different, and the operating parameters of all the power batteries are relatively similar. At this time, it can be determined that the operating states of all the power batteries on the train are consistent. If the target terminal voltage difference is greater than or equal to the preset terminal voltage difference, it indicates that the terminal voltage values of all the power batteries on the train are quite different, and the operating parameters of all the power batteries are quite different. At this time, it can be determined that the operating states of all the power batteries on the train are not consistent.

[0131] Obviously, through the technical solution provided in this embodiment, it is possible to accurately determine whether the operating states of all the power batteries on the train can be kept consistent.

[0132] As a preferred implementation manner, the above steps: regulating the operating states of each hydrogen fuel cell on the train and the operating state of the train according to the SOC average value, minimum SOC threshold, sub-minimum SOC threshold, maximum SOC threshold, and sub-maximum SOC threshold of all the power batteries on the train, so that the SOC average value of all the power batteries on the train is within a preset range, include:

[0133] When the SOC average value of all the power batteries on the train is less than or equal to the minimum SOC threshold, the train is controlled to stop running, and each power battery on the train is charged until the SOC average value of all the power batteries on the train is within the preset range;

[0134] When the SOC average value of all the power batteries on the train is greater than the minimum SOC threshold and less than or equal to the sub-minimum SOC threshold, the output power of all the traction systems on the train is reduced until the SOC average value of all the power batteries on the train is within the preset range;

[0135] When the SOC average value of all the power batteries on the train is greater than the sub-maximum SOC threshold and less than or equal to the maximum SOC threshold, the output power of each hydrogen fuel cell on the train is regulated according to the aging factor of each hydrogen fuel cell on the train until the SOC average value of all the power batteries on the train is within the preset range;

[0136] When the SOC average value of all the power batteries on the train is greater than the maximum SOC threshold, all the hydrogen fuel cells on the train are controlled to operate at the minimum output power of the hydrogen fuel cell until the SOC average value of all the power batteries on the train is within the preset range.

[0137] In this embodiment, when regulating the operating states of each fuel cell on the train and the operating state of the train according to the average value of the SOC of all power batteries on the train, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold, first, the average value of the SOC of all power batteries on the train is compared with the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold.

[0138] If the average value of the SOC of all power batteries on the train is less than or equal to the minimum SOC threshold, it indicates that the power batteries on the train are already in a power-fed state. At this time, it is necessary to control the train to stop running and charge each power battery on the train until the average value of the SOC of all power batteries on the train is within the preset range. When the average value of the SOC of all power batteries on the train is within the preset range, then control the train to start running.

[0139] If the average value of the SOC of all power batteries on the train is greater than the minimum SOC threshold and less than or equal to the second minimum SOC threshold, it indicates that although all the power batteries on the train are in a normal operating state, the remaining power inside them is not particularly sufficient. In this case, the power batteries on the train cannot provide sufficient traction peak power to the train. At this time, it is necessary to reduce the output power of all traction systems on the train so that the train enters a reduced-power output mode until the average value of the SOC of all power batteries on the train is within the preset range.

[0140] If the average value of the SOC of all power batteries on the train is greater than the maximum SOC threshold, it indicates that the internal power of the power batteries on the train is relatively sufficient. It is necessary to reduce the power supplied by the fuel cells on the train to the train and at the same time increase the power supplied by the power batteries on the train to the train in order to make the average value of the SOC of all power batteries on the train within the preset range. In this case, it is necessary to control all the fuel cells on the train to operate at the minimum output power of the fuel cells until the average value of the SOC of all power batteries on the train is within the preset range.

[0141] If the average value of the SOC of all the power batteries on the train is greater than the second - maximum SOC threshold and less than or equal to the maximum SOC threshold, it indicates that although the internal power of the power batteries on the train is not particularly sufficient, it is also necessary to reduce the power supply of the hydrogen fuel cells on the train to the train and at the same time increase the power supply of the power batteries on the train to the train so that the average value of the SOC of all the power batteries on the train is within the preset range. At this time, in order to make the operating states of all the power batteries in the train more uniform and relatively increase the service life of the power batteries, the output power of each hydrogen fuel cell on the train can be regulated according to the aging factor of each hydrogen fuel cell on the train until the average value of the SOC of all the power batteries on the train is within the preset range.

[0142] Obviously, through the technical solution provided by this embodiment, it can be ensured that the average value of the SOC of all the power batteries on the train is within the preset range.

[0143] As a preferred implementation manner, the above step: regulating the output power of each hydrogen fuel cell on the train according to the aging factor of each hydrogen fuel cell on the train until the average value of the SOC of all the power batteries on the train is within the preset range includes:

[0144] Determine the aging factor of the target hydrogen fuel cell according to the current output voltage value of the target hydrogen fuel cell and the optimal output voltage value of the target hydrogen fuel cell at the current output current; the target hydrogen fuel cell is any one of the hydrogen fuel cells on the train;

[0145] Obtain the aging factors of all the hydrogen fuel cells on the train, and sort the aging factors of all the hydrogen fuel cells on the train in descending order to obtain a target sequence;

[0146] Control all the hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cells in turn according to the arrangement order of each hydrogen fuel cell in the target sequence until the average value of the SOC of all the power batteries on the train is within the preset range.

[0147] In this embodiment, when regulating the output power of each hydrogen fuel cell on the train according to the aging factor of each hydrogen fuel cell on the train, first, the aging factor of the target hydrogen fuel cell is determined according to the current output voltage value of the target hydrogen fuel cell and the optimal output voltage value of the target hydrogen fuel cell at the current output current.

[0148] Among them, the calculation formula of the aging factor of the target hydrogen fuel cell is as follows:

[0149] ;

[0150] In the formula, is the aging factor of the target hydrogen fuel cell, is the current output voltage value of the target hydrogen fuel cell, is the optimal output voltage value of the target hydrogen fuel cell at the current output current.

[0151] Through the above formula, the aging factors of all hydrogen fuel cells on the train can be calculated. At this time, sort the aging factors of all hydrogen fuel cells on the train in descending order to obtain the target sequence. Then, control all hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cell in the order of the arrangement of each hydrogen fuel cell in the target sequence until the average value of the SOC of all power batteries on the train is within the preset range. Under this control strategy, the hydrogen fuel cell with a large aging factor operates at the minimum output power of the hydrogen fuel cell first, and the hydrogen fuel cell with a small aging factor operates at the minimum output power of the hydrogen fuel cell later. Then, the hydrogen fuel cell with a large aging factor operates at the minimum output power of the hydrogen fuel cell for a relatively long time, while the hydrogen fuel cell with a small aging factor operates at the minimum output power of the hydrogen fuel cell for a relatively short time. In this way, the operating parameters of all hydrogen fuel cells on the train can be roughly the same, and thus the service life of the hydrogen fuel cell can be relatively increased.

[0152] Obviously, through the technical solution provided by this embodiment, the service life of the hydrogen fuel cell on the train can be relatively extended.

[0153] As a preferred implementation manner, the above step: regulating the charge and discharge states of each power battery on the train so that the operating states of all power batteries on the train are kept consistent, includes:

[0154] When all the power batteries on the train are in the discharge state, determine the expected discharge power of the target power battery according to the preset discharge model, and control the target power battery to discharge at the expected discharge power of the target power battery until the operating states of all power batteries on the train are kept consistent; the target power battery is any one of the power batteries on the train;

[0155] The expression of the preset discharge model is:

[0156] ;

[0157] In the formula, is the expected discharge power of the target power battery, is the total discharge power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the SOC value of the th available power battery on the train, .

[0158] In this embodiment, when regulating the charging and discharging states of each power battery on the train, in order to make the SOC values of each power battery on the train more balanced, the charging and discharging power of each power battery can be controlled to make the SOC values of each power battery more balanced.

[0159] Specifically, when each power battery on the train is in a discharging state, the expected discharging power of the target power battery can be determined according to a preset discharging model, and the target power battery can be controlled to discharge at the expected discharging power of the target power battery until the operating states of all the power batteries on the train are consistent.

[0160] Based on the same setting principle, the discharging power of all the power batteries on the train can be regulated according to the preset discharging model, and thus the purpose of making the operating states of all the power batteries on the train consistent can be achieved. In this regulation method, if the SOC value of the target power battery is larger, then the discharging power of the target power battery will be larger; if the SOC value of the target power battery is smaller, then the discharging power of the target power battery will be smaller.

[0161] As a preferred implementation manner, the above step: regulating the charging and discharging states of each power battery on the train to make the operating states of all the power batteries on the train consistent, includes:

[0162] When each power battery on the train is in a charging state, the expected charging power of the target power battery is determined according to a preset charging model, and the target power battery is controlled to charge at the expected charging power of the target power battery until the operating states of all the power batteries on the train are consistent; the target power battery is any one of the power batteries on the train;

[0163] The expression of the preset charging model is:

[0164] ;

[0165] In the formula, is the expected charging power of the target power battery, is the total charging power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the th SOC value of the available power batteries on the train, .

[0166] If all the power batteries on the train are in the charging state, the expected charging power of the target power battery can be determined according to a preset charging model, and the target power battery can be controlled to charge at the expected charging power of the target power battery until the operating states of all the power batteries on the train are consistent.

[0167] Based on the same setting principle, the charging power of all the power batteries on the train can be regulated according to the preset charging model, and thus the purpose of making the operating states of all the power batteries on the train consistent can be achieved. In this regulation mode, if the SOC value of the target power battery is larger, the charging power of the target power battery will be smaller; if the SOC value of the target power battery is smaller, the charging power of the target power battery will be larger.

[0168] In practical applications, when the TCMS on the train needs to regulate the charging power of each power battery on the train, the TCMS will first determine the working state of the BUCK circuit in all the TCU on the train. If the BCUK circuit has no fault, it is represented by 1; if the BCUK circuit has a fault, it is represented by 0. Then, the TCMS will send the working state of the BUCK circuit in all the TCU on the train to the main ECU on the train (the main ECU is usually located on the head car of the train), and the main ECU will judge whether each power battery needs to be charged. If each power battery needs to be charged, the main ECU will send a charging request to the TCMS. When the TCMS receives the charging request sent by the main ECU, the TCMS will calculate the expected charging power corresponding to each power battery according to the preset charging model and forward the expected charging power corresponding to each power battery to the TCU. After that, the TCU will participate in the closed-loop control of the bus voltage on the train and charge each power battery according to the expected charging power corresponding to each power battery, so that the operating states of all the power batteries on the train can be consistent.

[0169] Obviously, through the technical solution provided by this embodiment, whether the power battery is in the discharging state or the charging state, the operating states of all the power batteries on the train can be made consistent, and thereby the service life of the power battery can be further improved.

[0170] Please refer to Figure 4 , Figure 4 which is the structural diagram of a fault regulation device for a hybrid train provided by an embodiment of the present invention. The device includes:

[0171] The first control module 21 is used to control the train to stop running when all the traction systems on the train have faults, and control all the power batteries on the train to supply power to the train;

[0172] The second control module 22 is configured to cut off the power battery corresponding to the target traction system when there is a faulty target traction system on the train, and control the power batteries that are not cut off and all the hydrogen fuel cells on the train to supply power to the train;

[0173] The third control module 23 is configured to control the non-faulty hydrogen fuel cells and all the power batteries on the train to supply power to the train to reduce the running speed of the train when the train is in the constant-speed running stage and there is a faulty hydrogen fuel cell on the train;

[0174] The fourth control module 24 is configured to control the non-faulty power batteries and all the hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train when the train is in the accelerating running stage and there is a faulty power battery on the train.

[0175] Preferably, the third control module 23 includes:

[0176] The hydrogen fuel cell cut-off unit is configured to cut off the faulty hydrogen fuel cell on the train and determine the maximum power that can be output by all the non-faulty hydrogen fuel cells on the train to obtain the target output power when the train is in the constant-speed running stage and there is a faulty hydrogen fuel cell on the train;

[0177] The speed calculation unit is configured to determine the running speed of the train based on the principle that the target output power can meet the maximum constant-speed running speed of the train to obtain the target speed;

[0178] The speed reduction running unit is configured to control the non-faulty hydrogen fuel cells and all the power batteries on the train to supply power to the train so that the train runs at a constant speed at the target speed.

[0179] Preferably, the fourth control module 24 includes:

[0180] The power battery cut-off unit is configured to cut off the faulty power battery on the train when the train is in the accelerating running stage and there is a faulty power battery on the train;

[0181] The power calculation unit is configured to set the power output of the train according to the number of power batteries cut off on the train to obtain the target output power;

[0182] The power reduction running unit is configured to control the non-faulty power batteries and all the hydrogen fuel cells on the train to supply power to the train so that the train runs at the target output power.

[0183] Preferably, it further includes:

[0184] A state judgment module, configured to judge whether the operating states of all power batteries on the train are consistent according to the operating parameters of each power battery on the train;

[0185] A first determination module, configured to, when the determination result of the state judgment module is yes, adjust the operating states of each fuel cell on the train and the operating state of the train according to the average SOC value, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold of all power batteries on the train, so that the average SOC value of all power batteries on the train is within a preset range; the minimum SOC threshold is less than the second minimum SOC threshold, the second minimum SOC threshold is less than the second maximum SOC threshold, and the second maximum SOC threshold is less than the maximum SOC threshold;

[0186] A second determination module, configured to, when the determination result of the state judgment module is no, adjust the charge and discharge states of each power battery on the train, so that the operating states of all power batteries on the train are all consistent.

[0187] Preferably, the state judgment module includes:

[0188] An SOC value determination unit, configured to respectively determine the power batteries with the maximum SOC value and the minimum SOC value on the train, and obtain a first power battery and a second power battery;

[0189] An SOC difference calculation unit, configured to determine the difference between the SOC values corresponding to the first power battery and the second power battery, and obtain a target SOC difference;

[0190] An SOC judgment unit, configured to judge whether the operating states of all power batteries on the train are consistent according to the target SOC difference and a preset SOC difference;

[0191] An SOC first determination unit, configured to, if the target SOC difference is less than the preset SOC difference, determine that the operating states of all power batteries on the train are all consistent;

[0192] An SOC second determination unit, configured to, if the target SOC difference is greater than or equal to the preset SOC difference, determine that the operating states of all power batteries on the train fail to be consistent;

[0193] Or, it includes:

[0194] A terminal voltage determination unit, configured to respectively determine the power batteries with the maximum terminal voltage value and the minimum terminal voltage value on the train, and obtain a third power battery and a fourth power battery;

[0195] A terminal voltage difference calculation unit, configured to determine a difference between the terminal voltage values corresponding to the third power battery and the fourth power battery, and obtain a target terminal voltage difference;

[0196] A terminal voltage judgment unit, configured to judge whether the operating states of all the power batteries on the train are consistent according to the target terminal voltage difference and a preset terminal voltage difference;

[0197] A first terminal voltage determination unit, configured to determine that the operating states of all the power batteries on the train are consistent if the target terminal voltage difference is less than the preset terminal voltage difference;

[0198] A second terminal voltage determination unit, configured to determine that the operating states of all the power batteries on the train are not consistent if the target terminal voltage difference is greater than or equal to the preset terminal voltage difference.

[0199] Preferably, the first determination module includes:

[0200] A first regulation unit, configured to control the train to stop running and charge each power battery on the train until the average SOC of all the power batteries on the train is within the preset range when the average SOC of all the power batteries on the train is less than or equal to the minimum SOC threshold;

[0201] A second regulation unit, configured to reduce the output power of all the traction systems on the train until the average SOC of all the power batteries on the train is within the preset range when the average SOC of all the power batteries on the train is greater than the minimum SOC threshold and less than or equal to the second minimum SOC threshold;

[0202] A third regulation unit, configured to regulate the output power of each hydrogen fuel cell on the train according to the aging factor of each hydrogen fuel cell on the train until the average SOC of all the power batteries on the train is within the preset range when the average SOC of all the power batteries on the train is greater than the second maximum SOC threshold and less than or equal to the maximum SOC threshold;

[0203] A fourth regulation unit, configured to control all the hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cells until the average SOC of all the power batteries on the train is within the preset range when the average SOC of all the power batteries on the train is greater than the maximum SOC threshold.

[0204] Preferably, the third regulation unit includes:

[0205] An aging factor calculation subunit, configured to determine an aging factor of the target hydrogen fuel cell according to a current output voltage value of the target hydrogen fuel cell and an optimal output voltage value of the target hydrogen fuel cell at the current output current; the target hydrogen fuel cell is any one of the hydrogen fuel cells on the train;

[0206] An aging factor sorting subunit, configured to obtain aging factors of all hydrogen fuel cells on the train, and sort the aging factors of all hydrogen fuel cells on the train in descending order to obtain a target sequence;

[0207] An output power regulation subunit, configured to sequentially control all hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cell in the arrangement order of each hydrogen fuel cell in the target sequence until the average value of the SOCs of all power batteries on the train is within the preset range.

[0208] Preferably, the second determination module includes:

[0209] A discharge regulation unit, configured to, when all power batteries on the train are in a discharging state, determine an expected discharge power of a target power battery according to a preset discharge model, and control the target power battery to discharge at the expected discharge power of the target power battery until the operating states of all power batteries on the train are consistent; the target power battery is any one of the power batteries on the train;

[0210] The expression of the preset discharge model is:

[0211] ;

[0212] In the formula, is the expected discharge power of the target power battery, is the total discharge power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the SOC value of the th available power battery on the train, .

[0213] Preferably, the second determination module includes:

[0214] A charging control unit, configured to, when all power batteries on the train are in a charging state, determine an expected charging power of a target power battery according to a preset charging model, and control the target power battery to charge at the expected charging power of the target power battery until the operating states of all power batteries on the train are consistent; the target power battery is any one of the power batteries on the train;

[0215] The expression of the preset charging model is:

[0216] ;

[0217] In the formula, is the expected charging power of the target power battery, is the total charging power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the th available power battery on the train, .

[0218] The fault control device of a hybrid train provided by an embodiment of the present invention has the beneficial effects of a fault control method of a hybrid train disclosed above.

[0219] Please refer to Figure 5 , Figure 5 which is a structural diagram of a fault control device of a hybrid train provided by an embodiment of the present invention. The device includes:

[0220] A memory 31, configured to store a computer program;

[0221] A processor 32, configured to implement the steps of a fault control method of a hybrid train disclosed above when executing the computer program.

[0222] The fault control device of a hybrid train provided by an embodiment of the present invention has the beneficial effects of a fault control method of a hybrid train disclosed above.

[0223] Correspondingly, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of a fault control method of a hybrid train disclosed above are implemented.

[0224] The computer-readable storage medium provided by an embodiment of the present invention has the beneficial effects of a fault control method of a hybrid train disclosed above.

[0225] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple. For the relevant parts, reference can be made to the description in the method section.

[0226] Finally, it should also be noted that in this text, relative terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the element.

[0227] The above has introduced in detail a fault regulation method, device, equipment and medium of a hybrid train provided by the present invention. Specific examples are used in this text to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A fault regulation method for a hybrid train, characterized in that Including: When all traction systems on the train fail, control the train to stop running and control all power batteries on the train to supply power to the train; multiple sets of power batteries and hydrogen fuel cells are provided on the train; When there is a target traction system with a fault on the train, cut off the power battery corresponding to the target traction system and control the power batteries that are not cut off and all hydrogen fuel cells on the train to supply power to the train; When the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, control the hydrogen fuel cells without faults and all power batteries on the train to supply power to the train to reduce the running speed of the train; When the train is in the accelerating operation stage and there is a power battery with a fault on the train, control the power batteries without faults and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train.

2. The fault regulation method of a hybrid train according to claim 1, characterized in that, The step of when the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, controlling the hydrogen fuel cells without faults and all power batteries on the train to supply power to the train to reduce the running speed of the train includes: When the train is in the constant-speed operation stage and there is a hydrogen fuel cell with a fault on the train, cut off the hydrogen fuel cell with a fault on the train and determine the maximum power that can be output by all hydrogen fuel cells without faults on the train to obtain the target output power; Based on the principle that the target output power can meet the maximum constant-speed running speed of the train, determine the running speed of the train to obtain the target speed; Control the hydrogen fuel cells without faults and all power batteries on the train to supply power to the train so that the train runs at a constant speed at the target speed.

3. The fault regulation method of a hybrid train according to claim 1, wherein, The step of when the train is in the accelerating operation stage and there is a power battery with a fault on the train, controlling the power batteries without faults and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train includes: When the train is in the accelerating operation stage and there is a power battery with a fault on the train, cut off the power battery with a fault on the train; Set the power output of the train according to the number of power batteries cut off on the train to obtain the target output power; Control the power batteries without faults and all hydrogen fuel cells on the train to supply power to the train so that the train runs at the target output power.

4. A fault regulation method for a hybrid train according to claim 1, characterized in that, It further includes: Judge whether the operating states of all power batteries on the train are consistent according to the operating parameters of each power battery on the train; If so, the operating states of the individual hydrogen fuel cells on the train and the operating state of the train are regulated according to the average SOC value, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold of all the power batteries on the train, so that the average SOC value of all the power batteries on the train is within a preset range; the minimum SOC threshold is less than the second minimum SOC threshold, the second minimum SOC threshold is less than the second maximum SOC threshold, and the second maximum SOC threshold is less than the maximum SOC threshold; If not, the charge and discharge states of the individual power batteries on the train are regulated so that the operating states of all the power batteries on the train are kept consistent.

5. A fault regulation method for a hybrid train according to claim 4, characterized in that, Judging whether the operating states of all the power batteries on the train are kept consistent according to the operating parameters of the individual power batteries on the train includes: Respectively determining the power batteries with the maximum SOC value and the minimum SOC value on the train to obtain a first power battery and a second power battery; Determining the difference between the SOC values corresponding to the first power battery and the second power battery to obtain a target SOC difference; Judging whether the operating states of all the power batteries on the train are kept consistent according to the target SOC difference and a preset SOC difference; If the target SOC difference is less than the preset SOC difference, it is determined that the operating states of all the power batteries on the train are kept consistent; If the target SOC difference is greater than or equal to the preset SOC difference, it is determined that the operating states of all the power batteries on the train are not kept consistent; Alternatively, respectively determining the power batteries with the maximum terminal voltage value and the minimum terminal voltage value on the train to obtain a third power battery and a fourth power battery; Determining the difference between the terminal voltage values corresponding to the third power battery and the fourth power battery to obtain a target terminal voltage difference; Judging whether the operating states of all the power batteries on the train are kept consistent according to the target terminal voltage difference and a preset terminal voltage difference; If the target terminal voltage difference is less than the preset terminal voltage difference, it is determined that the operating states of all the power batteries on the train are kept consistent; If the target terminal voltage difference is greater than or equal to the preset terminal voltage difference, it is determined that the operating states of all the power batteries on the train are not kept consistent.

6. The fault regulation method of a hybrid train according to claim 4, characterized in that Regulating the operating states of the individual hydrogen fuel cells on the train and the operating state of the train according to the average SOC value, the minimum SOC threshold, the second minimum SOC threshold, the maximum SOC threshold, and the second maximum SOC threshold of all the power batteries on the train, so that the average SOC value of all the power batteries on the train is within a preset range, includes: When the average SOC value of all the power batteries on the train is less than or equal to the minimum SOC threshold, the train is controlled to stop running, and the individual power batteries on the train are charged until the average SOC value of all the power batteries on the train is within the preset range; When the average SOC of all power batteries on the train is greater than the minimum SOC threshold and less than or equal to the sub-minimum SOC threshold, the output power of all traction systems on the train is reduced until the average SOC of all power batteries on the train is within the preset range; When the average SOC of all power batteries on the train is greater than the sub-maximum SOC threshold and less than or equal to the maximum SOC threshold, the output power of each hydrogen fuel cell on the train is regulated according to the aging factor of each hydrogen fuel cell on the train until the average SOC of all power batteries on the train is within the preset range; When the average SOC of all power batteries on the train is greater than the maximum SOC threshold, all hydrogen fuel cells on the train are controlled to operate at the minimum output power of the hydrogen fuel cell until the average SOC of all power batteries on the train is within the preset range.

7. A fault regulation method for a hybrid train according to claim 6, characterized in that, The regulating the output power of each hydrogen fuel cell on the train according to the aging factor of each hydrogen fuel cell on the train until the average SOC of all power batteries on the train is within the preset range includes: Determining the aging factor of the target hydrogen fuel cell according to the current output voltage value of the target hydrogen fuel cell and the optimal output voltage value of the target hydrogen fuel cell at the current output current; the target hydrogen fuel cell is any one hydrogen fuel cell on the train; Obtaining the aging factors of all hydrogen fuel cells on the train, and sorting the aging factors of all hydrogen fuel cells on the train in descending order to obtain a target sequence; Controlling all hydrogen fuel cells on the train to operate at the minimum output power of the hydrogen fuel cell in turn according to the arrangement order of each hydrogen fuel cell in the target sequence until the average SOC of all power batteries on the train is within the preset range.

8. A fault regulation method for a hybrid train according to claim 4, characterized in that, The regulating the charge and discharge states of each power battery on the train so that the operating states of all power batteries on the train are kept consistent includes: When each power battery on the train is in a discharge state, determining the expected discharge power of the target power battery according to a preset discharge model, and controlling the target power battery to discharge at the expected discharge power of the target power battery until the operating states of all power batteries on the train are kept consistent; the target power battery is any one power battery on the train; The expression of the preset discharge model is: ； Wherein, is the expected discharge power of the target power battery, is the total discharge power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the th SOC value of the available power batteries on the train, .

9. The fault regulation method of a hybrid train according to claim 4, characterized in that, The regulating the charge and discharge states of each power battery on the train so that the operating states of all power batteries on the train are kept consistent includes: When each power battery on the train is in a charging state, determining the expected charging power of the target power battery according to a preset charging model, and controlling the target power battery to charge at the expected charging power of the target power battery until the operating states of all power batteries on the train are kept consistent; the target power battery is any one power battery on the train; The expression of the preset charging model is: ； Wherein, is the expected charging power of the target power battery, is the total charging power of all available power batteries on the train, is the number of available power batteries on the train, is the SOC value of the target power battery, is the th SOC value of the available power batteries on the train, .

10. A fault regulation device for a hybrid train, characterized in that, Including: A first control module, configured to control the train to stop running and control all power batteries on the train to supply power to the train when all traction systems on the train fail; A second control module, configured to cut off the power battery corresponding to the target traction system when there is a failed target traction system on the train, and control the power batteries not cut off and all hydrogen fuel cells on the train to supply power to the train; A third control module, configured to control the hydrogen fuel cells without failure and all power batteries on the train to supply power to the train to reduce the running speed of the train when the train is in the constant-speed running stage and there is a failed hydrogen fuel cell on the train; A fourth control module, configured to control the power batteries without failure and all hydrogen fuel cells on the train to supply power to the train to reduce the power output of the train when the train is in the acceleration running stage and there is a failed power battery on the train.

11. A fault control device for a hybrid train, characterized in that, Including: A memory, configured to store a computer program; A processor, configured to implement the steps of a fault regulation method for a hybrid train according to any one of claims 1 to 9 when executing the computer program.

12. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of a fault regulation method for a hybrid train according to any one of claims 1 to 9 are implemented.

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