Power source control method and device of multi-source hybrid power traction transmission system

Abstract

The invention provides a power source control method and device for a multi-source hybrid power traction transmission system, and the method comprises the steps: defining four working states, namely a control-electricity-free working condition, a high-voltage-electricity-free working condition, a contact network power supply working condition and a hybrid power power supply working condition, for the traction transmission system, the hybrid power supply working condition uses a hybrid power source at least comprising a first type of power source and a second type of power source; responsive to a controller power-on event, transitioning the traction drive train from a non-control power condition to a non-high voltage power condition; and in response to the power supply switching instruction, switching is carried out between the contact network power supply working condition and the hybrid power supply working condition, and the high-voltage-free working condition is used as an intermediate state in the switching process. According to the invention, the high-voltage-free working condition is defined as a necessary intermediate state, the time isolation of different high-voltage power supply working conditions is forcibly realized, the explosion risk is reduced, and the operation safety is greatly improved.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a power source control method and device for a multi-source hybrid traction drive system. Background Technology

[0002] Multi-source hybrid traction drive systems refer to technical solutions that provide traction to locomotives and rolling stock through the coordinated operation of multiple power sources. Their core objectives are to optimize energy efficiency, reduce emissions, and improve dynamic response capabilities. Common power sources currently include: overhead contact lines, internal combustion engines, power batteries, supercapacitors, and fuel cells. Based on the characteristics of the power sources, they can be divided into three categories:

[0003] The overhead contact system is a circuit consisting of the overhead contact system, pantograph, traction transformer, and four-quadrant rectifier. It can continuously meet the energy, maximum power, and load response requirements of locomotives and rolling stock. Compared to the energy and power requirements of a single locomotive or rolling stock, the overhead contact system can be regarded as an infinite power source.

[0004] The first type of power source (transient support type): power battery and supercapacitor, which have fast charging and discharging characteristics and can provide support for the DC bus voltage of the traction drive system. The output voltage is positively correlated with the energy stored inside the power source.

[0005] The second type of power source (steady-state output type): internal combustion engine and hydrogen fuel cell, can provide stable power to the DC bus of the traction drive system but the dynamic response is slow.

[0006] Type I and Type II power sources can be directly or connected in parallel to the DC bus of the traction drive system via power electronic converters. In some cases, both power sources are connected to the DC bus of the traction drive system simultaneously, such as the overhead contact line and the power battery. By configuring a disconnecting switch, the two power sources form an interlocking mechanism. The power distribution function can be integrated into the traction control unit (TCU) or a separate energy management controller (EMS).

[0007] However, current research mainly focuses on dual-source hybrid systems, and studies on traction drive systems with hybrid power supply from three or more power sources have not yet been mentioned. Therefore, there is an urgent need for a power source control method for multi-source hybrid traction drive systems involving three types of power sources. Summary of the Invention

[0008] In view of this, this application provides a power source control method and apparatus for a multi-source hybrid traction drive system to solve at least one of the aforementioned problems.

[0009] To achieve the above objectives, this application adopts the following approach:

[0010] According to a first aspect of this application, a power source control method for a multi-source hybrid traction drive system is provided. The method controls a catenary, a first type of power source, and a second type of power source. The method includes: defining four operating states for the traction drive system: no control power condition, no high-voltage power condition, catenary power supply condition, and hybrid power supply condition. The hybrid power supply condition uses a hybrid power source that includes at least the first type of power source and the second type of power source. In response to a controller power-on event, the traction drive system switches from the no control power condition to the no high-voltage power condition. In response to a power supply switching command, the system switches between the catenary power supply condition and the hybrid power supply condition, with the no high-voltage power condition serving as an intermediate state during the switching process.

[0011] As an embodiment of this application, the "no control electrical condition" in the above method is the state where the controller of the traction drive system is disconnected from the power supply and the DC bus is disconnected from the power source; the "no high voltage electrical condition" is the state where the controller of the traction drive system is connected to the power supply and the DC bus is disconnected from the power source.

[0012] As an embodiment of this application, the method described above, in response to a power supply switching command, includes switching between the overhead contact line power supply condition and the hybrid power supply condition: in response to a command to select overhead contact line power supply, controlling the switching switch in the main circuit of the traction drive system to connect the circuit containing the four-quadrant rectifier, raising the pantograph, and closing the main circuit breaker, so that the traction drive system enters the overhead contact line power supply condition; in response to a command to switch from overhead contact line power supply to hybrid power supply, firstly switching to disconnect the four-quadrant rectifier, or disconnecting the main circuit breaker and lowering the pantograph, then controlling the switching switch to connect the circuit containing the power electronic converter, starting the first type of power source to enter the hybrid power supply condition, and then starting the second type of power source.

[0013] As an embodiment of this application, the first type of power source in the above method is a transient support type power source, and the second type of power source is a steady-state output type power source.

[0014] As an embodiment of this application, the method described above, which involves starting the first type of power source to enter the hybrid power supply condition and then starting the second type of power source, includes: starting the first type of power source and stabilizing the DC bus voltage at the rated voltage; providing a starting voltage to the second type of power source via a power electronic converter; after the second type of power source starts, controlling the second type of power source to output stable power to the DC bus according to the average traction power demand of the vehicle; and simultaneously controlling the first type of power source to absorb or compensate for instantaneous power fluctuations to maintain the stability of the DC bus voltage.

[0015] As an embodiment of this application, the above method further includes, in the case of the overhead contact line power supply condition, the method further includes: in response to receiving an over-phase signal, switching the traction inverter to the over-phase medium voltage holding mode; and when it is detected that the overhead contact line voltage has recovered to the set value and the four-quadrant rectifier has successfully locked phase, switching the traction drive system back to the overhead contact line power supply condition.

[0016] As an embodiment of this application, in the above method in the over-phase medium-voltage holding mode, the method further includes: when an abnormality in the self-generating function or poor wheel-rail adhesion conditions are detected, entering the over-phase non-medium-voltage holding mode; disconnecting the main circuit breaker, lowering the pantograph, or disconnecting the four-quadrant rectifier, so that the traction drive system returns to the non-high-voltage operating condition.

[0017] According to a second aspect of this application, a power source control device for a multi-source hybrid traction drive system is provided. The device controls a contact network, a first type of power source, and a second type of power source. The device includes: a state definition unit for defining four operating states for the traction drive system: no control power condition, no high-voltage power condition, contact network power supply condition, and hybrid power supply condition. The hybrid power supply condition uses a hybrid power source that includes at least the first type of power source and the second type of power source. An initialization unit is used to switch the traction drive system from the no control power condition to the no high-voltage power condition in response to a controller power-on event. A state switching unit is used to switch between the contact network power supply condition and the hybrid power supply condition in response to a power supply switching command, wherein the switching process uses the no high-voltage power condition as an intermediate state.

[0018] As an embodiment of this application, the above-mentioned no-control electrical condition is the state in which the controller of the traction drive system is disconnected from the power supply and the DC bus is disconnected from the power source; the no-high-voltage electrical condition is the state in which the controller of the traction drive system is connected to the power supply and the DC bus is disconnected from the power source.

[0019] As an embodiment of this application, the aforementioned state switching unit includes: a first switching module, used to respond to an instruction to select overhead contact line power supply, control the switching switch in the main circuit of the traction drive system to connect the circuit where the four-quadrant rectifier is located, raise the pantograph, and close the main circuit breaker, so that the traction drive system enters the overhead contact line power supply condition; a second switching module, used to respond to an instruction to switch from overhead contact line power supply to hybrid power supply, first switch to select to disconnect the four-quadrant rectifier, or disconnect the main circuit breaker and lower the pantograph, then control the switching switch to connect the circuit where the power electronic converter is located, start the first type of power source to enter the hybrid power supply condition, and then start the second type of power source.

[0020] As an embodiment of this application, the first type of power source is a transient support type power source, and the second type of power source is a steady-state output type power source.

[0021] As an embodiment of this application, the second switching module starts the first type of power source to enter the hybrid power supply condition and then starts the second type of power source, which includes: starting the first type of power source and stabilizing the DC bus voltage at the rated voltage; providing the starting voltage to the second type of power source through the power electronic converter; after the second type of power source starts, controlling the second type of power source to output stable power to the DC bus according to the average traction power demand of the vehicle; at the same time, controlling the first type of power source to absorb or compensate for instantaneous power fluctuations to maintain the stability of the DC bus voltage.

[0022] As an embodiment of this application, the above-mentioned device further includes a third switching module, which is used to switch the traction inverter to the over-phase medium voltage holding mode in response to receiving an over-phase signal under the contact network power supply condition; and to switch the traction drive system back to the contact network power supply condition after detecting that the contact network voltage has recovered to the set value and the four-quadrant rectifier has successfully locked phase.

[0023] As an embodiment of this application, the above-mentioned device further includes: a fourth switching module, used to enter the non-medium voltage holding mode of the over-phase medium voltage when an abnormality in the self-generating function or poor wheel-rail adhesion is detected in the over-phase medium voltage holding mode; disconnect the main circuit breaker, lower the pantograph, or disconnect the four-quadrant rectifier to return the traction drive system to the non-high voltage operating condition.

[0024] According to a third aspect of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method described above.

[0025] According to a fourth aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the above-described method.

[0026] As can be seen from the above technical solution, the power source control method and device for the multi-source hybrid traction transmission system provided in this application, by defining the absence of high-voltage power supply as a necessary intermediate state, forcibly achieves temporal isolation between different high-voltage power supply conditions. This fundamentally avoids the possibility of the overhead contact line and the first and second types of power sources simultaneously being connected to the main circuit. This is particularly important for locomotives using hydrogen fuel cells as the second type of power source, as it effectively prevents the pantograph-cab contact arcing from igniting the hydrogen-containing exhaust gas emitted by the hydrogen fuel cell, thereby significantly reducing the risk of explosion and greatly improving operational safety. Furthermore, this control method also solves the problem of voltage mismatch between different power sources. In railway applications, the DC bus voltage supplied by the overhead contact line is much higher than the voltage boosted by the hybrid power unit. By forcibly switching through the intermediate stage of the absence of high-voltage power supply, it ensures that circuits of two different voltage systems are not simultaneously connected to the main circuit, thereby avoiding the risk of equipment malfunction or electrical insulation damage due to voltage mismatch. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0028] Figure 1 This is the main circuit topology diagram of the multi-source hybrid traction drive system provided in the embodiments of this application;

[0029] Figure 2 This is a flowchart illustrating a power source control method for a multi-source hybrid traction drive system provided in an embodiment of this application.

[0030] Figure 3 This is a schematic diagram of the process for switching between overhead contact line power supply and hybrid power supply modes provided in an embodiment of this application.

[0031] Figure 4 This is a schematic diagram of the process for starting the first type of power source and the second type of power source provided in the embodiments of this application;

[0032] Figure 5 This is a schematic diagram of the process for entering the intermediate pressure holding mode of the oversplitting phase provided in the embodiments of this application;

[0033] Figure 6 This is a schematic diagram of the process for entering the over-phase non-intermediate pressure holding mode provided in an embodiment of this application;

[0034] Figure 7This is a schematic diagram of the state machine provided in an embodiment of this application;

[0035] Figure 8 This is a schematic diagram of the power source control device of a multi-source hybrid traction drive system provided in an embodiment of this application;

[0036] Figure 9 This is a schematic diagram of the structure of the state switching unit provided in the embodiments of this application;

[0037] Figure 10 This is a schematic block diagram of the system configuration of the electronic device provided in the embodiments of the invention. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments and descriptions of this application are used to explain this application, but are not intended to limit this application.

[0039] like Figure 1 The diagram shown is the main circuit topology of the multi-source hybrid traction drive system provided in this application embodiment. Its core is connecting different power sources directly or via power electronic devices to a common DC bus (U). DC The traction system and auxiliary system are then powered by the DC bus.

[0040] The circuit consists of two main power supply branches and one power consumption branch, all of which converge on the DC bus.

[0041] The power supply branches include overhead contact line branches and hybrid power supply branches.

[0042] Contact line branch: External AC power is stepped down through the pantograph and traction transformer (symbol shown in the upper left corner of the diagram) and then input to the four-quadrant rectifier. The output of the four-quadrant rectifier is connected to the DC bus through the upper contact of a switching switch (S1).

[0043] Hybrid power branch: Class I power source and Class II power source are each connected to their respective power electronic converters. The outputs of these two power electronic converters are connected in parallel and then connected to the DC bus through the lower contact of the switching switch (S1).

[0044] The power supply branch consists of the traction inverter, auxiliary converter, and chopper module, all connected in parallel to the DC bus. The output of the traction inverter is connected to the traction motor. The auxiliary converter outputs 3AC (380V AC) power, used to power the vehicle's auxiliary equipment.

[0045] like Figure 2The diagram shown is a flowchart illustrating a power source control method for a multi-source hybrid traction drive system provided in an embodiment of this application. This method is for... Figure 1 The main circuit diagram shows the control of various components, such as the switching switch S1, pantograph, and main circuit breaker (not shown). Specifically, it ultimately converges to control the overhead contact line, the first type of power source, and the second type of power source. This method includes the following steps:

[0046] Step S201: Define four working states for the traction drive system: no control power condition, no high voltage power condition, contact network power supply condition, and hybrid power supply condition. The hybrid power supply condition uses a hybrid power source that includes at least the first type of power source and the second type of power source.

[0047] This step is the foundation of the entire control method. Using the concept of a state machine, it abstracts and summarizes all possible operating conditions of the complex traction drive system into four distinct, mutually exclusive top-level states. This provides a clear framework for subsequent logic control.

[0048] The typical operating voltage of the DC bus in the main circuit of the traction drive system of railway locomotives and rolling stock is 750V, 1800V, or 3600V. High-power hybrid traction drive systems typically use an 1800V DC bus voltage. The controller of the traction drive system usually uses a 110V power supply voltage.

[0049] The no-control electrical condition is the initial or complete power-off state of the traction drive system. In this state, the 110V power supply to the controller (such as the TCU) is disconnected, so the entire traction control system does not work. At the same time, the connection between all high-voltage power sources (overhead contact line, Class I / II power sources) and the DC bus is also disconnected.

[0050] The no-high-voltage power condition is the system's standby or ready state. In this state, the controller is powered by a 110V power supply and has completed its power-on self-test, and can monitor the system status. However, there is still no power on the high-voltage DC bus (e.g., 1800V), and all high-voltage power sources are not connected. This state is a necessary safety transition point when switching between all high-voltage power supply modes.

[0051] In the overhead contact line power supply mode, the traction drive system is powered solely by the overhead contact line. The controller connects to the 110V power supply, and the main circuit switching switch S1 selects the circuit containing the four-quadrant rectifier. The pantograph rises, the main circuit breaker closes, and the electrical energy from the overhead contact line is transmitted to the DC bus to drive the train.

[0052] In hybrid power supply mode, the traction drive system is jointly powered by a Class I power source (such as a power battery) and a Class II power source (such as a hydrogen fuel cell). When the controller is turned on, switch S1 switches to connect the circuit containing the power electronic converter, and the overhead contact line is completely disconnected.

[0053] Step S202: In response to the controller power-on event, the traction drive system is switched from the no-control electrical condition to the no-high-voltage electrical condition.

[0054] A controller power-on event is a triggered event, such as when the driver operates the locomotive and connects the 110V battery power supply to the traction drive system controller. In response to this power-on event, the traction drive system controller powers on and performs a self-test. The traction drive system transitions from a completely de-energized, controlless operating condition to a high-voltage-free operating condition where the controller is activated but the high-voltage main circuit is de-energized. At this point, the traction drive system is ready to receive the next instruction, such as selecting between overhead contact line power and hybrid power supply.

[0055] Step S203: In response to the power supply switching command, switch between the overhead contact line power supply condition and the hybrid power supply condition, with the no-high-voltage power condition as an intermediate state during the switching process.

[0056] This step is the core safety strategy of this invention, designed to ensure absolute safety when switching between different high-voltage sources. The driver can issue a power supply switching command, such as switching from overhead contact line power to hybrid power, or vice versa.

[0057] The execution process is as follows (taking the switching of the overhead contact line to hybrid power as an example):

[0058] First, the traction drive system must exit the current overhead contact line power supply condition. The controller will perform a series of operations, such as disconnecting the main circuit breaker, lowering the pantograph, and controlling switch S1 to disconnect the four-quadrant rectifier circuit. After completing these operations, the system enters a high-voltage-free operating condition. Once it is confirmed that it has safely returned to a high-voltage-free operating condition, the traction drive system will respond to the command and execute the operation to enter hybrid power mode. The controller will control switch S1 to connect the power electronic converter circuit, start the Class I and Class II power sources, and enter the hybrid power supply condition.

[0059] Hydrogen-powered locomotives and rolling stock have become a research hotspot, but there are currently no demonstration cases of locomotives and rolling stock equipped with three power sources: overhead contact lines, power batteries, and hydrogen fuel cells. The main reason is that hydrogen has a wide explosive concentration range in air, and the hydrogen-air mixture is easily ignited by arcing discharge from the pantograph and overhead contact line. When hydrogen fuel cells are operating, they continuously emit exhaust gas containing unreacted hydrogen, with a hydrogen concentration typically ranging from 3% to 8%, posing a risk of ignition. Due to space constraints in locomotive and rolling stock layouts, hydrogen fuel cells and exhaust ports are usually located at a lower position on the vehicle. Hydrogen has a low density and rises rapidly to the roof after being emitted with the exhaust gas. Since the pantograph and overhead contact line are usually located on the roof, arcing during vehicle operation is unavoidable, further increasing the risk of hydrogen ignition.

[0060] However, after adopting the control method described in this application, even if the Class I power source uses a power battery and the Class II power source uses a hydrogen fuel cell, the overhead contact line power supply mode requires first disconnecting the electrical connection between the overhead contact line, pantograph, and four-quadrant rectifier and the main circuit of the locomotive and rolling stock, switching to a no-high-voltage power supply mode, starting the Class I power source to enter the hybrid power supply mode, and then starting the Class II power source (i.e., the hydrogen fuel cell); conversely, the hybrid power supply mode requires first shutting down the Class II power source and the Class I power source to enter a no-high-voltage power supply mode, and then entering the overhead contact line power supply mode. Figure 1 In the main circuit topology shown, the main circuit can be interlocked by selecting the switch S1, ensuring that the pantograph, four-quadrant rectifier and Class I and Class II power sources will not start and connect to the main circuit at the same time. This achieves reliable time isolation between the overhead contact line power supply mode and the hybrid power supply mode. Since hydrogen does not easily accumulate in an open environment, the system safety and reliability are greatly improved.

[0061] Furthermore, the aforementioned control method also addresses the issue of voltage mismatch between different power sources. In railway applications, the DC bus voltage supplied by the overhead contact system is significantly higher than the voltage boosted by the hybrid power unit. By using a high-voltage-free operating condition as an intermediate step during forced switching, it ensures that circuits with two different voltage systems are not simultaneously connected to the main circuit, thereby avoiding the risk of equipment malfunction or electrical insulation damage due to voltage mismatch.

[0062] In one embodiment of this application, such as Figure 3 As shown, in step S203 above, switching between the overhead contact line power supply condition and the hybrid power supply condition in response to the power supply switching command further includes:

[0063] Step S2031: In response to the instruction to select the overhead contact line power supply, control the switching switch in the main circuit of the traction drive system to connect the circuit where the four-quadrant rectifier is located, raise the pantograph, close the main circuit breaker, and enable the traction drive system to enter the overhead contact line power supply mode.

[0064] This step describes the detailed process of controlling the traction drive system to switch from a high-voltage power supply condition to a contact wire power supply condition.

[0065] After receiving the instruction to select overhead contact line power supply, the controller first commands the switching switch S1 (e.g., Figure 1 (As shown) The branch containing the four-quadrant rectifier is connected to prepare for receiving high-voltage electricity from the overhead contact line. Next, the controller raises the pantograph on the roof, bringing it into contact with the contact line, and closes the main circuit breaker, thereby introducing the high-voltage AC power (e.g., 27.5kV) from the contact line into the onboard traction transformer. The introduced AC power is stepped down by the traction transformer and rectified by the four-quadrant rectifier, becoming stable DC power (e.g., DC 1800V), establishing the DC bus voltage. After completing the above operations, the system successfully enters the contact line power supply mode, allowing the contact line to provide energy to the traction motors and auxiliary equipment. Similarly, if the driver operates the locomotive to disconnect the main circuit breaker and lower the pantograph, causing the single-phase 27.5kV AC voltage from the contact line to be unable to reach the locomotive, the traction drive system will return to a state without high-voltage electricity.

[0066] Step S2032: In response to the instruction to switch from overhead contact line power supply to hybrid power supply, firstly, the switch is selected to disconnect the four-quadrant rectifier, or the main circuit breaker is disconnected and the pantograph is lowered. Then, the switching switch is controlled to connect the circuit where the power electronic converter is located, and the first type of power source is started to enter the hybrid power supply mode before the second type of power source is started.

[0067] This step describes the entire process of safely transitioning from overhead contact line power supply to hybrid power supply, strictly adhering to the principle of "disconnecting first, then connecting".

[0068] Upon receiving the driver's instruction to switch from "overhead contact power supply" to "hybrid power supply," the system first disconnects the overhead contact line to return to a state without high-voltage power. Specifically, the traction drive system must first safely exit the overhead contact line power supply mode. This is achieved by the controller disconnecting the main circuit breaker, lowering the pantograph, or by controlling switch S1 to disconnect the four-quadrant rectifier circuit, cutting off power from the overhead contact line. Once this operation is complete, the traction drive system returns to a safe state without high-voltage power.

[0069] After confirming that there is no high-voltage power supply, the controller executes the command to enter hybrid power mode. First, control switch S1 connects the branch where the power electronic converter is located. Then, the Class I power source (such as a power battery) is started, which establishes and stabilizes the rated voltage of the DC bus through the power electronic converter. At this time, the traction drive system is controlled to enter Class I power mode. After the DC bus voltage stabilizes, the Class II power source (such as a hydrogen fuel cell) is started, connecting it to the main circuit to work in conjunction with the Class I power source. At this time, the system enters the complete hybrid power mode. The system successfully enters the hybrid power supply condition, where the two onboard power sources jointly provide power to the train.

[0070] It is evident that this process forces the absence of high-voltage power as the intermediate state. Through the interlocking of switch S1 and the clear control timing, reliable time isolation between the overhead contact line and the hybrid power source (especially hydrogen fuel cells) is achieved, thereby effectively avoiding the risk of the pantograph arcing igniting hydrogen exhaust gas and ensuring operational safety.

[0071] In another embodiment of this application, the aforementioned Type I power source is a transient support type power source, and the Type II power source is a steady-state output type power source. Specifically, in this embodiment, the Type I power source uses a power battery, and the Type II power source uses a hydrogen fuel cell.

[0072] In another embodiment of this application, such as Figure 4 As shown, step S2032 above, which involves starting the first type of power source to enter the hybrid power supply condition and then starting the second type of power source, may further include:

[0073] Step S20321: Start the first type of power source and stabilize the DC bus voltage at the rated voltage.

[0074] After the switch S1 connects the power electronic converter circuit, the Class I power source (power battery) is started first. Its primary task is to boost the voltage through its associated power electronic converter, establishing and stabilizing the DC bus of the entire main circuit at its rated operating voltage. The Class I power source has a fast dynamic response capability, enabling it to quickly establish a stable voltage platform. This stable voltage is the basis for subsequently starting the Class II power source and providing instantaneous power to the traction motor. At this point, the system enters Class I power mode.

[0075] Step S20322: Provide starting voltage to the second type of power source via a power electronic converter.

[0076] After the DC bus voltage is successfully established and stabilized by the Class I power source, this stable DC power can provide the voltage and energy required for startup through the Class II power source's own power electronic converter. This is because Class II power sources typically require an external power supply to complete their startup process. Utilizing an already stably operating Class I power source and DC bus to power it is a simple control implementation method found in this embodiment.

[0077] Step S20323: After the second type of power source is started, control the second type of power source to output stable power to the DC bus according to the average traction power demand of the vehicle.

[0078] Note: Once the Category II power source successfully starts and connects to the main circuit, the controller will issue a relatively stable power output command to the Category II power source based on the vehicle's average traction power demand over a relatively long period. Category II power sources are not suitable for frequent and drastic changes in output power. Therefore, allowing them to handle basic, average power demands allows them to operate in their most efficient and stable range, thereby extending their service life. This power command will be fine-tuned with reference to the remaining charge (SOC) of the Category I power source to achieve long-term energy balance.

[0079] Step S20324: Control the first type of power source to absorb or compensate for instantaneous power fluctuations in order to maintain the stability of the DC bus voltage.

[0080] While the Class II power source provides stable base power, the Class I power source handles all instantaneous power fluctuations. For example, when a vehicle suddenly accelerates or goes uphill, and the instantaneous traction power demand is much greater than the average power output of the Class II power source, the Class I power source will immediately supplement the DC bus with additional power. When the vehicle is performing regenerative braking or the traction power demand is very low, the excess energy (from braking or the continuous output of the Class II power source) will be quickly absorbed and stored by the Class I power source. Through this coordinated operation of primary and secondary power sources, and slow and fast power sources, the Class I power source acts as a power buffer, smoothing out all power surges and ultimately ensuring that the DC bus voltage remains stable.

[0081] It should be noted that the above steps S20323 and S20324 can be performed simultaneously, and there is no restriction on their order.

[0082] In another embodiment of this application, such as Figure 5 As shown, under the aforementioned contact network power supply condition, the above method further includes:

[0083] Step S501: In response to receiving the over-phase signal, switch the traction inverter to the over-phase medium voltage holding mode.

[0084] Due to limitations in railway power supply, the overhead contact system requires phase-splitting zones at intervals, where the contact system is de-energized. Before the driver enters a phase-splitting zone, the locomotive receives a phase-splitting signal from the ground. The traction drive system automatically enters the phase-splitting medium-voltage holding mode, and the traction inverter switches from closed-loop control of the traction motor output to DC bus constant voltage control to provide auxiliary load power to the locomotive.

[0085] Step S502: When it is detected that the contact wire voltage has recovered to the set value and the four-quadrant rectifier has successfully locked phase, the traction drive system is switched back to the contact wire power supply mode.

[0086] The train has completely passed through the de-energized section of the phase-splitting zone and reached the next energized section. Onboard sensors detected that the overhead contact line is now energized again, and the voltage value is within the normal range. However, simply having power is not enough. In order for the onboard rectifier to synchronize with the power grid, the rectifier needs to accurately capture the phase of the AC current in the overhead contact line. This capture and synchronization process is called phase-locking. Successful phase-locking means that the train is technically ready to draw power from the overhead contact line again. Once both of these conditions are met, the controller will command the entire traction drive system to switch from the temporary phase-splitting voltage holding mode back to normal overhead contact line power supply conditions.

[0087] In another embodiment of this application, such as Figure 6 As shown, in the above-mentioned pressure holding mode in the over-phase phase, the method further includes:

[0088] Step S601: When an abnormality in the self-generating function or poor wheel-rail adhesion is detected, enter the over-phase non-medium pressure holding mode.

[0089] The trigger condition for this step is that the system detects one of the following two key anomalies in the over-phase voltage holding mode:

[0090] Self-generating power function malfunction: Self-generating power here usually refers to using the train's inertia to generate electricity in reverse through the motor to replenish the DC bus and supercapacitor. If this function fails (such as controller, motor, or sensor malfunction), the system loses an important energy source during phase transitions, which may cause the supercapacitor to be depleted too quickly and unable to maintain medium voltage.

[0091] Poor wheel-rail adhesion: Adhesion refers to the force of adhesion between the wheel and the rail. If adhesion is poor (for example, the rail has oil, water, ice, fallen leaves, etc.), the wheel is prone to spinning or slipping. This not only causes the self-generating function to fail (because braking force cannot be effectively transmitted), but may also lead to more serious safety problems. Forcibly maintaining traction or braking in this situation is extremely dangerous.

[0092] Upon detecting any of the above anomalies, the system will immediately abandon its original plan and switch from the over-phase intermediate voltage holding mode to the over-phase non-intermediate voltage holding mode. In other words, the system decides to cease maintaining the DC bus voltage. This is because the system determines that, given the current abnormal situation, continuing to rely on the supercapacitor to maintain the traction system's operation is futile, risky, and even dangerous. Therefore, the safest option is to stop all active energy maintenance and output, preparing to enter a safer power-off state.

[0093] Step S602: Disconnect the main circuit breaker, lower the pantograph, or disconnect the four-quadrant rectifier to return the traction drive system to the aforementioned no-high-voltage operating condition.

[0094] Following the decision in step S601, the controller immediately executes this step, which involves performing a series of physical actions to completely disconnect the train from the external high-voltage power grid and the internal high-voltage circuit. Specifically, this involves disconnecting the main circuit breaker, lowering the pantograph, or disconnecting the four-quadrant rectifier, so that the traction drive system returns to the high-voltage-free operating condition.

[0095] This step embodies the highest safety principle. When a situation is detected that the system cannot be safely controlled, the most reliable method is to put the system into a completely de-energized state to avoid electrical failures, equipment damage, or traffic accidents caused by abnormalities.

[0096] The state transition processes in the above power source control method can be found in [reference needed]. Figure 7 The state machine shown is... Figure 7 It describes the conversion process between four operating conditions: no control power supply, no high voltage power supply, overhead contact line power supply, and hybrid power supply.

[0097] Figure 7 The state transition conditions are as follows:

[0098] Event e1: The locomotive and rolling stock connect the traction drive system controller to 110V power supply;

[0099] Event e2: The locomotive and rolling stock disconnected the 110V power supply to the traction drive system controller;

[0100] Event e3: In the main circuit of the locomotive and rolling stock, the S1 switch is selected to connect the four-quadrant rectifier, and the pantograph is raised and the main circuit breaker is closed.

[0101] Event e4: In the main circuit of the locomotive and rolling stock, the S1 switch can be used to disconnect the four-quadrant rectifier, or disconnect the main circuit breaker and lower the pantograph.

[0102] Event e5: In the main circuit of the locomotive and rolling stock, the S1 switch is selected to connect the power electronic converter, and the Class I power source is connected to the main circuit;

[0103] Event e6: In the main circuit of the locomotive and rolling stock, the S1 switch is selected to disconnect the power electronic converter, or the Class I power source is disconnected from the main circuit;

[0104] Event e7: The locomotive and rolling stock received an over-phase signal from the ground equipment, and the vehicle speed and traction inverter status met the over-phase self-generation conditions;

[0105] Event e8: The locomotive and rolling stock detected that the grid voltage had been restored and the four-quadrant rectifier had successfully locked phase, and the traction inverter exited the self-generating mode;

[0106] Incident e9: Locomotive and rolling stock self-generating power abnormality, poor wheel-rail adhesion;

[0107] Event e10: The locomotive and rolling stock exit the self-generating mode. In the main circuit, the S1 switch can be used to disconnect the four-quadrant rectifier, or disconnect the main circuit breaker and lower the pantograph.

[0108] Event e11: Class II power source connected to main circuit;

[0109] Event e12: Class II power source disconnects main circuit.

[0110] As can be seen from the above technical solution, the power source control method for the multi-source hybrid traction transmission system provided in this application forcibly isolates different high-voltage power supply conditions in time by defining the absence of high-voltage electrical conditions as a necessary intermediate state. This fundamentally avoids the possibility of the overhead contact line and the first and second types of power sources being simultaneously connected to the main circuit. This is particularly important for locomotives using hydrogen fuel cells as the second type of power source, as it effectively prevents the pantograph-cab contact arcing from igniting the hydrogen-containing exhaust gas emitted by the hydrogen fuel cell, thereby significantly reducing the risk of explosion and greatly improving operational safety. Furthermore, this control method also solves the problem of voltage mismatch between different power sources. In railway applications, the DC bus voltage supplied by the overhead contact line is much higher than the voltage boosted by the hybrid power unit. By forcibly switching through the intermediate stage of the absence of high-voltage electrical conditions, it ensures that circuits of two different voltage systems are not simultaneously connected to the main circuit, thereby avoiding the risk of equipment malfunction or electrical insulation damage due to voltage mismatch.

[0111] like Figure 8 The diagram shows a structural schematic of a power source control device for a multi-source hybrid traction drive system according to an embodiment of this application. This device controls the overhead contact line, a first type of power source, and a second type of power source. The device includes a state definition unit 810, an initialization unit 820, and a state switching unit 830, which are connected sequentially.

[0112] The state definition unit 810 is used to define four working states for the traction drive system: no control power condition, no high voltage power condition, contact network power supply condition, and hybrid power supply condition. The hybrid power supply condition uses a hybrid power source that includes at least the first type of power source and the second type of power source.

[0113] The initialization unit 820 is used to switch the traction drive system from the no-control-electrical-condition to the no-high-voltage-electrical-condition in response to a controller power-on event.

[0114] The state switching unit 830 is used to switch between the overhead contact line power supply condition and the hybrid power supply condition in response to a power supply switching command, wherein the switching process takes the no-high-voltage power condition as an intermediate state.

[0115] In one embodiment of this application, the aforementioned no-control electrical condition is a state in which the controller of the traction drive system is disconnected from the power supply and the DC bus is disconnected from the power source; the no-high-voltage electrical condition is a state in which the controller of the traction drive system is connected to the power supply and the DC bus is disconnected from the power source.

[0116] In one embodiment of this application, such as Figure 9 As shown, the state switching unit 830 includes:

[0117] The first switching module 831 is used to respond to the command to select the power supply of the overhead contact line, control the switching switch in the main circuit of the traction drive system to connect the circuit where the four-quadrant rectifier is located, raise the pantograph, close the main circuit breaker, and enable the traction drive system to enter the overhead contact line power supply mode.

[0118] The second switching module 832 is used to respond to the command to switch from overhead contact line power supply to hybrid power supply. First, it switches to select to disconnect the four-quadrant rectifier, or disconnect the main circuit breaker and lower the pantograph. Then, it controls the switching switch to connect the circuit where the power electronic converter is located, starts the first type of power source to enter the hybrid power supply mode, and then starts the second type of power source.

[0119] In one embodiment of this application, the first type of power source is a transient support type power source, and the second type of power source is a steady-state output type power source.

[0120] In one embodiment of this application, the second switching module 832 starting the first type of power source to enter the hybrid power supply mode and then starting the second type of power source includes: starting the first type of power source and stabilizing the DC bus voltage at the rated voltage; providing a starting voltage to the second type of power source via a power electronic converter; after the second type of power source starts, controlling the second type of power source to output stable power to the DC bus according to the average traction power demand of the vehicle; and simultaneously controlling the first type of power source to absorb or compensate for instantaneous power fluctuations to maintain the stability of the DC bus voltage.

[0121] In one embodiment of this application, the above-mentioned device further includes a third switching module, which is used to switch the traction inverter to the over-phase medium voltage holding mode in response to receiving an over-phase signal under the contact network power supply condition; and to switch the traction drive system back to the contact network power supply condition after detecting that the contact network voltage has recovered to the set value and the four-quadrant rectifier has successfully locked phase.

[0122] In one embodiment of this application, the above-mentioned device further includes: a fourth switching module, used to enter the non-medium voltage holding mode of the over-phase medium voltage when an abnormality in the self-generating function or poor wheel-rail adhesion is detected in the over-phase medium voltage holding mode; disconnect the main circuit breaker, lower the pantograph, or disconnect the four-quadrant rectifier to return the traction drive system to the non-high voltage operating condition.

[0123] As can be seen from the above technical solution, the power source control device for the multi-source hybrid traction transmission system provided in this application forcibly isolates different high-voltage power supply conditions in time by defining the absence of high-voltage electrical conditions as a necessary intermediate state. This fundamentally avoids the possibility of the overhead contact line and the first and second types of power sources being simultaneously connected to the main circuit. This is particularly important for locomotives using hydrogen fuel cells as the second type of power source, as it effectively prevents the pantograph-cab contact arcing from igniting the hydrogen-containing exhaust gas emitted by the hydrogen fuel cell, thereby significantly reducing the risk of explosion and greatly improving operational safety. Furthermore, this control method also solves the problem of voltage mismatch between different power sources. In railway applications, the DC bus voltage supplied by the overhead contact line is much higher than the voltage boosted by the hybrid power unit. By forcibly switching through the intermediate stage of the absence of high-voltage electrical conditions, it ensures that circuits of two different voltage systems are not simultaneously connected to the main circuit, thus avoiding the risk of equipment malfunction or electrical insulation damage due to voltage mismatch.

[0124] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method.

[0125] This application also provides a computer-readable storage medium storing a computer program that performs the above-described methods.

[0126] This application also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0127] like Figure 10 The electronic device 600 may also include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily need to include these components. Figure 10 All components shown; in addition, electronic device 600 may also include Figure 10 The components shown can be referenced in the prior art.

[0128] like Figure 10 The central processing unit 100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device. The central processing unit 100 receives inputs and controls the operation of various components of the electronic device 600.

[0129] The memory 140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 100 may execute the program stored in the memory 140 to perform information storage or processing, etc.

[0130] Input unit 120 provides input to central processing unit 100. Input unit 120 may be, for example, a keypad or touch input device. Power supply 170 provides power to electronic device 600. Display 160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0131] The memory 140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 140 can also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142 for storing application and function programs or processes for executing the operation of the electronic device 600 via the central processing unit 100.

[0132] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for the electronic device for communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0133] The communication module 110 is a transmitter / receiver that sends and receives signals via the antenna 111. The communication module (transmitter / receiver) is coupled to the central processing unit 100 to provide input signals and receive output signals, which can be the same as in a conventional mobile communication terminal.

[0134] Based on different communication technologies, multiple communication modules 110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication modules (transmitters / receivers) are also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide audio output via the speaker 131 and receive audio input from the microphone 132, thereby enabling typical telecommunications functions. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 130 is coupled to a central processing unit 100, enabling on-device recording via the microphone 132 and on-device playback of stored audio via the speaker 131.

[0135] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0136] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0137] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0138] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0139] This application uses specific embodiments to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A power source control method for a multi-source hybrid traction drive system, characterized in that, The method is used to control the overhead contact line, a first type of power source, and a second type of power source, and the method includes: The traction drive system is defined with four operating states: no control power supply, no high voltage power supply, overhead contact line power supply, and hybrid power supply. The hybrid power supply uses a hybrid power source that includes at least the first type of power source and the second type of power source. In response to a controller power-on event, the traction drive system is switched from the no-control-electrical-condition to the no-high-voltage-electrical-condition; In response to a power supply switching command, the system switches between the overhead contact line power supply condition and the hybrid power supply condition, with the switching process using the no-high-voltage power condition as an intermediate state.

2. The power source control method for a multi-source hybrid traction drive system as described in claim 1, characterized in that, The "no control electrical condition" refers to the state where the controller of the traction drive system is disconnected from the power supply and the DC bus is disconnected from the power source; the "no high voltage electrical condition" refers to the state where the controller of the traction drive system is connected to the power supply and the DC bus is disconnected from the power source.

3. The power source control method for a multi-source hybrid traction drive system as described in claim 1, characterized in that, The switching between the overhead contact line power supply mode and the hybrid power supply mode in response to the power supply switching command includes: In response to the command to select overhead contact line power supply, the switching switch in the main circuit of the traction drive system is controlled to connect the circuit where the four-quadrant rectifier is located, and the pantograph is raised and the main circuit breaker is closed, so that the traction drive system enters the overhead contact line power supply mode. In response to the command to switch from overhead contact line power supply to hybrid power supply, the switch first selects to disconnect the four-quadrant rectifier, or disconnects the main circuit breaker and lowers the pantograph. Then, the switch is controlled to connect the circuit where the power electronic converter is located, and the first type of power source is started to enter the hybrid power supply mode before the second type of power source is started.

4. The power source control method for a multi-source hybrid traction drive system as described in claim 3, characterized in that, The first type of power source is a transient support type power source, and the second type of power source is a steady-state output type power source.

5. The power source control method for a multi-source hybrid traction drive system as described in claim 4, characterized in that, The step of starting the first type of power source to enter the hybrid power supply mode and then starting the second type of power source includes: Start the first type of power source and stabilize the DC bus voltage at the rated voltage; The power electronic converter provides the starting voltage to the second type of power source; When the second type of power source starts, it is controlled to output stable power to the DC bus according to the vehicle's average traction power demand; simultaneously... The first type of power source is controlled to absorb or compensate for instantaneous power fluctuations in order to maintain the stability of the DC bus voltage.

6. The power source control method for a multi-source hybrid traction drive system as described in claim 3, characterized in that, Under the aforementioned overhead contact line power supply condition, the method further includes: In response to receiving an over-phase signal, the traction inverter is switched to the over-phase intermediate voltage holding mode; When the contact wire voltage is detected to have returned to the set value and the four-quadrant rectifier has successfully locked phase, the traction drive system is switched back to the contact wire power supply mode.

7. The power source control method for a multi-source hybrid traction drive system as described in claim 6, characterized in that, In the over-phase pressure holding mode, the method further includes: When an abnormality in the self-generating function or poor wheel-rail adhesion is detected, the system enters the over-phase non-medium pressure holding mode. Disconnect the main circuit breaker, lower the pantograph, or disconnect the four-quadrant rectifier to return the traction drive system to the aforementioned high-voltage-free operating condition.

8. A power source control device for a multi-source hybrid traction drive system, characterized in that, The device is used to control the overhead contact line, a first type of power source, and a second type of power source. The device includes: The state definition unit is used to define four working states for the traction drive system: no control power condition, no high voltage power condition, contact network power supply condition, and hybrid power supply condition. The hybrid power supply condition uses a hybrid power source that includes at least the first type of power source and the second type of power source. An initialization unit is used to switch the traction drive system from the no-control-electrical-condition to the no-high-voltage-electrical-condition in response to a controller power-on event; A state switching unit is used to switch between the overhead contact line power supply condition and the hybrid power supply condition in response to a power supply switching command, wherein the switching process takes the no-high-voltage power condition as an intermediate state.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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