Control method and device for power system of vehicle and vehicle

Abstract

The invention discloses a control method and device for a power system of a vehicle and the vehicle, and relates to the field of vehicle control, and the control method comprises the following steps: determining multiple setting modes and corresponding control logics of an energy control system; determining a plurality of setting modes of the energy control system, an optimal setting mode in the corresponding control logics and a corresponding optimal control logic based on the lost energy when the vehicle breaks down under each control logic; and setting an energy control system in the vehicle based on the optimal setting mode, so that the energy control system performs output control on the hydrogen power unit based on the optimal control strategy. Considering that the control logic of the energy control system can influence the energy flow in the running process of the vehicle and the setting number of the energy control system can influence the layout of the vehicle, the operation reliability of the vehicle can be improved by selecting the optimal setting position and determining the control logic based on the setting position, and meanwhile, the waste of a hydrogen power unit is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and in particular to a control method, device, and vehicle for a vehicle's power system. Background Technology

[0002] As the main power source for rail transit vehicles, fuel cells have limited applications for high-power, long-distance travel. For hydrogen-powered trains with higher speeds, high power and high energy consumption are key indicators. Typically, each vehicle is equipped with multiple fuel cell systems, hydrogen storage devices, power batteries, and DC / DC converters. For the entire vehicle, the clustered hybrid power system involves numerous components, complex communication, and is difficult to manage. Summary of the Invention

[0003] The purpose of this invention is to provide a control method, device, and vehicle for a vehicle's power system. Considering that the control logic of the energy control system affects the energy flow during vehicle operation, and the number of energy control systems affects the vehicle's layout, selecting the optimal installation location and determining the control logic based on the installation location can improve the vehicle's operational reliability while reducing the waste of hydrogen power units.

[0004] To solve the above-mentioned technical problems, the present invention provides a control method for a vehicle power system, characterized in that the vehicle includes hydrogen power units corresponding one-to-one with the number of passenger compartments, and the hydrogen power unit includes a fuel cell and a power battery.

[0005] The control method for the vehicle's power system includes:

[0006] The energy control system is configured in multiple ways and the corresponding control logic is determined. The configuration methods include the number and the location of the configurations. The control logic represents the number of hydrogen power units that the energy control system can control.

[0007] Determine the energy loss when the vehicle malfunctions under each control logic;

[0008] Based on the energy loss, determine the optimal setting method and corresponding optimal control logic among various setting methods of the energy control system and the corresponding control logic;

[0009] The energy control system is installed in the vehicle based on the optimal configuration, so that the energy control system controls the output of the hydrogen power unit based on the optimal control strategy.

[0010] On the other hand, various configuration methods and corresponding control logics of the energy control system are determined, including:

[0011] When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, and the energy control system is located in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages, the corresponding hydrogen power control logic is determined so that each energy control system controls the hydrogen power unit of its own carriage.

[0012] On the other hand, each energy control system controls the hydrogen power unit in its own compartment, including:

[0013] Receive vehicle control requests from the vehicle control system;

[0014] It communicates with the energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units in each compartment where the energy control system is located.

[0015] The system determines the allocated power of the hydrogen power units in its own compartment based on the available power and operating status of each hydrogen power unit, and controls the hydrogen power units in its own compartment based on the allocated power.

[0016] On the other hand, the power allocation for the hydrogen power units in the compartment is determined based on the available power and operating status of each hydrogen power unit, including:

[0017] If all hydrogen power units are operating normally, the power allocation for each hydrogen power unit is determined as (power required for vehicle control / n), where n is the number of hydrogen power units in the vehicle and n is a positive integer.

[0018] If there are abnormal hydrogen power units, determine the number of abnormal hydrogen power units.

[0019] The remaining energy demand is determined as the difference between the power required for vehicle control and the available power of all hydrogen power units with anomalies.

[0020] The allocated power for each normally functioning hydrogen power unit is determined as (remaining energy demand / (n - number of hydrogen power units with abnormalities)).

[0021] On the other hand, the hydrogen power unit controlling its own compartment based on the allocated power includes:

[0022] The power output of the fuel cell in the hydrogen power unit is determined to be min (the allocated power, the maximum output power of the fuel cell).

[0023] The power output of the power battery in the hydrogen power unit is determined to be max(0, allocated power - power output of fuel cell).

[0024] The control communication bus controls the voltage conversion module inside the fuel cell and the power battery to operate, so as to output power.

[0025] On the other hand, the energy control system includes a main system and a backup system;

[0026] The corresponding hydrogen power control logic is determined for each energy control system to control the hydrogen power unit in its own compartment, including:

[0027] When the heartbeat signal transmission cycle of the main system and the backup system is normal, the main system determines the corresponding hydrogen power control logic to control the hydrogen power unit in the compartment where each energy control system is located.

[0028] When the heartbeat signal transmission cycle of the main system and the backup system is abnormal, the backup system determines the corresponding hydrogen power control logic for each energy control system to control the hydrogen power unit in its own compartment, and sends the abnormal situation of the main system to the vehicle control system.

[0029] On the other hand, various configuration methods and corresponding control logics of the energy control system are determined, including:

[0030] When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, and the energy control system is located in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, the corresponding hydrogen power control logic is determined to be the hydrogen power unit of the carriage in which each energy control system controls its own carriage and the carriage in which the redundantly controlled energy control systems are located.

[0031] On the other hand, the two redundant energy control systems serve as the main energy control system and the backup energy control system, respectively. When the energy control system is the main energy control system, each energy control system controls the hydrogen power unit of its own compartment and the redundant energy control systems within the compartment, including:

[0032] Receive vehicle control requests from the vehicle control system;

[0033] Determine the available power of the hydrogen power unit in the compartment where you are located and the compartment where the corresponding backup energy control system is located;

[0034] It communicates with the main energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units controlled by each main energy control system.

[0035] Based on the available power and operating status of each hydrogen power unit, the power allocation to the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located is determined, and the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located are controlled based on the allocated power.

[0036] On the other hand, when the energy control system acts as a backup energy control system, each energy control system controls the hydrogen power unit of its own compartment and the compartments where the energy control systems redundantly control each other, including:

[0037] It receives control signals sent by the main energy control system and controls the hydrogen power system of its own compartment based on the control signals;

[0038] The actual output power of the hydrogen power system of its own vehicle is sent to the main energy control system;

[0039] When the heartbeat signal transmission cycle of the main energy control system is abnormal, it takes over the operation of the main energy control system.

[0040] On the other hand, various configuration methods and corresponding control logics of the energy control system are determined, including:

[0041] When there is only one energy control system installed in a preset compartment of the vehicle, the corresponding hydrogen power control logic is determined to be that the energy control system controls the hydrogen power units in all compartments.

[0042] On the other hand, the energy control system controls the hydrogen power units in all compartments, including:

[0043] Receive vehicle control requests from the vehicle control system;

[0044] Determine the available power and operating status of each hydrogen power unit;

[0045] The allocated power of each hydrogen power unit is determined based on its available power and operating status, and each hydrogen power unit is controlled based on the allocated power.

[0046] On the other hand, the number of energy control systems is equal to the number of carriages and corresponds one-to-one. The energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages as the first control logic.

[0047] The number of energy control systems is equal to the number of carriages and corresponds one-to-one. Each energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, as a second control logic.

[0048] The energy control system is a single unit, which is installed in a pre-defined compartment of the vehicle as a third control logic.

[0049] Determine the energy loss when the vehicle malfunctions under the control logic of each hydrogen power unit, including:

[0050] Determine the energy loss caused by a vehicle's energy control system malfunction under the first, second, and third control logics.

[0051] On the other hand, the energy loss due to a vehicle energy control system malfunction under the first, second, and third control logics includes:

[0052] Under the first control logic, when the vehicle experiences a failure in its energy control system, and both the main system and the backup system of the energy control system fail, the energy loss is the energy of the fuel cell in the compartment where the failed energy control system is located.

[0053] Under the second control logic, when the vehicle experiences a failure in the energy control system, and both the main system and the backup system of the energy control system fail, if the energy control system performs a main / backup switch, the energy loss is zero.

[0054] Under the third control logic, when the vehicle experiences a failure in its energy control system, and both the main system and the backup system of the energy control system fail, the energy loss is the energy of all fuel cells in the vehicle.

[0055] To address the aforementioned technical problems, the present invention also provides a control device for a vehicle's power system, comprising:

[0056] Memory, used to store computer programs;

[0057] A processor is used to execute the computer program to implement the steps of the above-described control method for the vehicle's power system.

[0058] On the other hand, it also includes:

[0059] An input interface, connected to the processor, is used to acquire externally imported computer programs, parameters, and commands, and save them to the memory under the control of the processor.

[0060] The display unit, connected to the processor, is used to display the data sent by the processor;

[0061] The network port is connected to the processor and is used for communication with external terminal devices.

[0062] On the other hand, the memory may be one or more, and the processor may be one or more, with the memory and processor optionally integrated together or separately configured.

[0063] To solve the above-mentioned technical problems, the present invention also provides a vehicle, including the control device for the power system of the vehicle described above, and further including:

[0064] A hydrogen power unit that corresponds one-to-one with the number of carriages, the hydrogen power unit including a fuel cell and a power battery;

[0065] An energy control system is connected to the hydrogen power unit and is used to control the output power of the fuel cell and the power battery.

[0066] On the other hand, if the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages.

[0067] Each of the aforementioned energy control systems is specifically used to control the fuel cell and power battery in the hydrogen power unit of its own compartment.

[0068] On the other hand, if the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage.

[0069] Each of the energy control systems is specifically used to control the fuel cells and power batteries in the hydrogen power units of its own compartment and adjacent compartments that are redundantly controlled.

[0070] On the other hand, if the number of energy control systems is one, the energy control system is installed in a preset compartment in the vehicle;

[0071] The energy control system is specifically used for the fuel cells and power batteries in the hydrogen power units of all compartments in the vehicle.

[0072] On the other hand, the hydrogen power system also includes a hydrogen storage device, a fuel cell control unit, a voltage conversion module, a hydrogen storage control unit, and a battery management system installed in the fuel cell;

[0073] The hydrogen storage control unit is used to control the hydrogen output by the hydrogen storage device based on the control of the energy control system.

[0074] The fuel cell control unit is used to control the power generation of the fuel cell based on the control of the energy control system;

[0075] The voltage conversion module is used to control the voltage output from the fuel cell to the bus based on the control of the energy control system.

[0076] The battery management system is used to control the charging and discharging of the power battery based on the control of the energy control system.

[0077] This application provides a control method, device, and vehicle for a vehicle's power system, relating to the field of vehicle control. The method includes determining multiple configuration options and corresponding control logics for an energy control system; determining the optimal configuration option and corresponding optimal control logic among these multiple configuration options and corresponding control logics based on the energy loss when the vehicle malfunctions under each control logic; and configuring the energy control system in the vehicle based on the optimal configuration option, so that the energy control system can control the output of the hydrogen power unit based on the optimal control strategy. Considering that the control logic of the energy control system affects the energy flow during vehicle operation, and that the number of energy control systems affects the vehicle's layout, selecting the optimal configuration location and determining the control logic based on that location can improve the vehicle's operational reliability while reducing the waste of hydrogen power units. Attached Figure Description

[0078] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0079] Figure 1 A flowchart of a control method for a vehicle power system provided by the present invention;

[0080] Figure 2 A schematic diagram of the structure corresponding to the setting position of the first control logic provided by the present invention;

[0081] Figure 3 A schematic diagram of the setting position corresponding to the second control logic provided by the present invention;

[0082] Figure 4 A schematic diagram of the setting position corresponding to the third control logic provided by the present invention;

[0083] Figure 5 This is a schematic diagram of the structure of a control device for a vehicle's power system provided by the present invention. Detailed Implementation

[0084] The core of this invention is to provide a control method, device and vehicle for a vehicle power system. Considering that the control logic of the energy control system will affect the energy flow during vehicle operation and the number of energy control systems will affect the layout of the vehicle, selecting the optimal setting position and the control logic determined based on the setting position can improve the operational reliability of the vehicle and reduce the waste of hydrogen power units.

[0085] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0086] Figure 1 The flowchart of a control method for a vehicle power system provided by the present invention is shown. The vehicle includes hydrogen power units corresponding to the number of passenger compartments. The hydrogen power units include fuel cells and power batteries.

[0087] The control methods for a vehicle's powertrain include:

[0088] S11: Determine the various configuration methods of the energy control system and the corresponding control logic. The configuration methods include the number and location of the configurations. The control logic represents the number of hydrogen power units that the energy control system can control.

[0089] The vehicle incorporates multiple hydrogen power units. For example, if the vehicle has four compartments (comprising compartments 1, 2, 3, and 4), each compartment has its own dedicated hydrogen power unit. This unit consists of two parts: a fuel cell and a power battery. Several issues arise in controlling the fuel cell and power battery. The first is the inherent characteristics of the fuel cell and power battery, which necessitates a specific control logic to manage their interaction to meet the vehicle's overall requirements. The second issue concerns how the energy control system should manage the hydrogen power units, and specifically, how many units should be installed within the vehicle and their locations.

[0090] It should be noted that placing the Energy Control Unit System (ECUS) in the same carriage results in shorter control cables, lower communication latency, and higher real-time control, saving on overall vehicle wiring costs and space. However, a failure in that carriage / equipment area will cause the entire energy control system to fail, and the concentration of equipment will increase local axle load, placing higher demands on the car body's load-bearing capacity, and requiring long-distance wiring for equipment in distant carriages. Distributing the ECUS disperses risks, meaning a single ECU failure does not affect the overall system, and allows for local control of equipment within the carriage. Local communication is shorter and more stable, and the distributed weight distribution promotes balanced axle load across the entire vehicle, offering strong scalability and facilitating flexible configuration for multi-train formations. However, multi-node communication synchronization is more difficult, prone to data asynchrony, requires longer and more complex wiring, increases costs, increases the number of potential failure points, and necessitates decentralized design for heat dissipation, power supply, and protection, increasing system complexity, adding more maintenance points, and reducing maintenance efficiency.

[0091] Setting up a single energy control system offers the simplest structure, lowest cost, straightforward control logic, and minimal space requirements, making it ideal for vehicle layout. However, it lacks redundancy; ECS (Electronic Control System) failures directly lead to energy system malfunctions, resulting in poor reliability, failure to meet train safety standards, no fault switching support, and zero fault tolerance. Setting up multiple energy control systems provides redundancy and backup; if one fails, another can quickly take over, supporting fault isolation and master-slave switching, significantly improving overall vehicle safety. Multiple units can coordinate control, adapting to complex multi-energy systems and meeting the high reliability and safety standards of rail transit. However, this significantly increases hardware costs, complicates master-slave data synchronization and switching logic, requires more space, places higher demands on vehicle layout, and increases the workload for debugging, testing, and maintenance.

[0092] In summary, centralized ECS (Electronic Control System) deployment offers good real-time performance and ease of maintenance, but suffers from high single-point risk and concentrated axle load; distributed ECS deployment disperses risk and balances axle load, but presents complex wiring and synchronization challenges; a single ECS system is low-cost and simple in structure, but lacks redundancy and has low reliability; multiple ECS systems offer redundancy, safety, and strong fault tolerance, but are costly and complex to control. Therefore, the number and location of energy control systems determine the control logic for the vehicle's hydrogen power unit, necessitating the prior determination of various installation locations and corresponding control logics.

[0093] S12: Determine the energy loss when a vehicle malfunctions under each control logic;

[0094] Because the redundancy control implemented differs when the number and location of the energy control system change, the control method of the energy control system also differs when a fault occurs.

[0095] Specifically, if the energy control system lacks redundancy, a failure in a single energy control system will render the corresponding fuel cell uncontrollable. While the power battery can still output electrical energy, it will lack a source of control. However, with redundancy control and successful switching, even if the current energy control system fails, the redundant control system can take over, thus avoiding the uncontrollable problem caused by a single energy control system malfunction.

[0096] S13: Determine the optimal setting method and corresponding optimal control logic in the various setting methods of the energy control system based on energy loss;

[0097] S14: An energy control system is installed in the vehicle based on the optimal configuration so that the energy control system controls the output of the hydrogen power unit based on the optimal control strategy.

[0098] Energy loss can be understood as uncontrollable energy from the fuel cell. During control, the optimal setup and corresponding control logic can be determined based on this energy loss, leading to the best possible vehicle control performance.

[0099] It should be noted that vehicle malfunctions can include one of the following: ECU (Energy Control Unit) failure, hydrogen storage device failure, fuel cell failure, voltage conversion module failure, or power battery failure. Similarly, the fault tolerance of the control logic must also be considered.

[0100] This application provides a control method for a vehicle's power system, relating to the field of vehicle control. The method includes determining multiple configuration options for an energy control system and corresponding control logic; determining the optimal configuration option and corresponding optimal control logic among these multiple configuration options and corresponding control logics based on the energy loss when the vehicle malfunctions under each control logic; and configuring the energy control system in the vehicle based on the optimal configuration option, so that the energy control system can control the output of the hydrogen power unit based on the optimal control strategy. Considering that the control logic of the energy control system affects the energy flow during vehicle operation, and that the number of energy control systems affects the vehicle's layout, selecting the optimal configuration location and determining the control logic based on that location can improve the vehicle's operational reliability while reducing the waste of hydrogen power units.

[0101] Based on the above embodiments:

[0102] Figure 2 A schematic diagram of the structure corresponding to the setting position of the first control logic provided by the present invention;

[0103] Figure 2 The names of the various devices are:

[0104] FCU (Fuel Cell Control Unit).

[0105] H2CU (Hydrogen Storage Control Unit).

[0106] ETH-A (Ethernet A Loop Network).

[0107] ETH-B (Ethernet B Loop Network).

[0108] In some embodiments, determining multiple configurations of the energy control system and corresponding control logic includes:

[0109] When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages, the corresponding hydrogen power control logic is determined so that each energy control system controls the hydrogen power unit of its own carriage.

[0110] The ECUS (Energy Management Unit) chassis integrates the hydrogen system control (H2CU) and energy management unit (ECU) functions. Internally, it is divided into two redundancy systems, A and B, with system A being the default. Each vehicle has one hydrogen fuel cell unit. The entire vehicle contains four ECU chassis (H2CU and ECU are integrated). These four ECUs establish separate communication channels with the hydrogen storage system, the FCU, and the DC / DC converter to obtain the status and output power of other devices, and communicate with the TCMS (Train Control and Monitoring System). One ECU controls one hydrogen fuel cell unit. It determines the status of other hydrogen fuel cells, allocates power according to the vehicle's needs, and controls the output of its own unit. If the output capacity of other units is insufficient, it supplements the difference in output power. The ECUS needs to analyze, process, diagnose, and record data from two fuel cell stacks, one DC-DC converter, one power battery, and one hydrogen storage system, as well as control the hydrogen fuel cell system and process data. It defaults to receiving A-system data from its own ECU's ECU and receives B-system data in case of anomalies.

[0111] In some embodiments, each energy control system controls the hydrogen power unit of its own compartment, including:

[0112] Receive vehicle control requests from the vehicle control system;

[0113] It communicates with the energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units in each compartment where the energy control system is located.

[0114] The system determines the allocated power of the hydrogen power units in its compartment based on the available power and operating status of each hydrogen power unit, and controls the hydrogen power units in its compartment based on the allocated power.

[0115] Each carriage equipped with a hydrogen-powered unit has an independent energy control system. Each carriage's ECUs receive real-time vehicle control requirements via the TCMS communication link, including traction power commands, regenerative braking requirements, driving modes, and fault degradation commands. Each carriage's ECUs communicate with ECUs in other carriages via the train's ETH-A and ETH-B networks, transmitting information including, but not limited to, the operating status, health status, temperature, voltage, current, and remaining available power of the FCU, H2CU, DC-DC converter, and power battery in each hydrogen-powered unit. Based on the received vehicle requirements and status information uploaded by other carriage ECUs, each carriage's ECUs determine the maximum available power for all hydrogen-powered units. Each ECU controls the balanced output of each hydrogen-powered unit according to the vehicle's power requirements, determining the power allocation for the hydrogen-powered units in its own carriage.

[0116] Specifically, the system receives the total vehicle power requirement P_total from the TCMS and communicates with the other three ECUs via Ethernet to obtain the available power P_available[i] of each unit.

[0117] Each carriage's ECS operates autonomously, preventing a single fault from causing the entire vehicle's energy system to fail. If an ECS or hydrogen power unit in a single carriage fails, only the power output of that carriage is affected; the ECSs in other carriages can adaptively adjust and distribute power to ensure the train's continued safe operation.

[0118] In some embodiments, determining the allocated power of the hydrogen power units in the compartment where each hydrogen power unit is located, based on the available power and operating status of each hydrogen power unit, includes:

[0119] If all hydrogen power units are operating normally, the power allocation for each hydrogen power unit is determined as (power required for vehicle control / n), where n is the number of hydrogen power units in the vehicle and n is a positive integer.

[0120] If there are abnormal hydrogen power units, determine the number of abnormal hydrogen power units.

[0121] The remaining energy demand is determined as the difference between the power required for vehicle control and the available power of all hydrogen power units with anomalies.

[0122] The allocated power for each normally functioning hydrogen power unit is determined as (remaining energy demand / (n - number of hydrogen power units with abnormalities)).

[0123] When there are 4 carriages, if all units are in normal condition, the power allocated to each unit is P_total / 4.

[0124] If there are units in abnormal condition, first identify the list of faulty units, determine the number of healthy units = 4 - number of faulty units, the remaining required power = P_total - ∑(current actual output of the faulty unit), and allocate power to each healthy unit = remaining required power / number of healthy units.

[0125] After acquiring the overall vehicle control power requirement and the available power and operating status of all hydrogen power units in the train, the energy control system of each carriage first determines the operating status of each hydrogen power unit. When all hydrogen power units are operating normally, the overall vehicle control power requirement is evenly distributed to each hydrogen power unit, i.e., the allocated power of each hydrogen power unit is the ratio of the overall vehicle control power requirement to the total number of hydrogen power units, n. When an abnormally operating hydrogen power unit is detected, the number of abnormal units is first determined, and then the difference between the overall vehicle control power requirement and the available power of all abnormal hydrogen power units is calculated to obtain the remaining required energy. The remaining required energy is evenly distributed to each normally operating hydrogen power unit, thereby determining the allocated power of each normal unit and completing the power control of the hydrogen power unit in its respective carriage. Under normal operating conditions, the hydrogen power units output power evenly, which can extend the service life of the equipment. Under abnormal operating conditions, it can adaptively distribute the power demand, thereby ensuring the continuity and stability of the overall vehicle power output. At the same time, the control logic is simple and efficient, which greatly reduces the computational pressure and implementation difficulty of the distributed energy control system.

[0126] In some embodiments, the hydrogen power unit controlling its own compartment based on power allocation includes:

[0127] The power output of the fuel cell in the hydrogen power unit is determined to be min (distributed power, maximum output power of the fuel cell).

[0128] The power output of the power battery in the hydrogen power unit is determined to be max(0, distributed power - power output of fuel cell).

[0129] The control communication bus controls the voltage conversion module and power battery inside the fuel cell to output power.

[0130] Calculate the power distribution ratio between the fuel cell and the power battery. Fuel cell output = min(distributed power, fuel cell maximum capacity), power battery replenishment = max(0, distributed power - fuel cell output). Control the power output of DC-DC converter and fuel cell through internal CAN bus.

[0131] The energy control system, based on the allocated power of the hydrogen power units in its compartment, first determines the fuel cell's output power as the smaller of the allocated power and the fuel cell's maximum output power. Then, it determines the power battery's output power as the larger of the difference between the allocated power and the fuel cell's output power and zero. Through a communication bus, it controls the voltage conversion module inside the fuel cell and the power battery, enabling the fuel cell and power battery to work together to output power according to the calculated values. Priority is given to ensuring the fuel cell operates within a safe and efficient output range, avoiding overload operation, while the power battery compensates for any power shortfall.

[0132] The fuel cell provides the primary output, while the power battery only supplements when needed. This allows the fuel cell to operate in a highly efficient and stable output range for extended periods, reducing frequent and significant load changes and start-stop cycles, extending the fuel cell's lifespan, and improving energy efficiency. Meanwhile, the power battery only intervenes to supplement when power is insufficient, reducing the frequency and depth of charging and discharging, mitigating battery degradation, and extending the power battery's lifespan.

[0133] In some embodiments, the energy control system includes a main system and a backup system;

[0134] The corresponding hydrogen power control logic is determined for each energy control system to control the hydrogen power unit in its own compartment, including:

[0135] When the heartbeat signal transmission cycle of the main system and the backup system is normal, the main system determines the corresponding hydrogen power control logic to control the hydrogen power unit in the compartment where each energy control system is located.

[0136] When the heartbeat signal transmission cycle of the main system and the backup system is abnormal, the backup system determines the corresponding hydrogen power control logic to control the hydrogen power unit in its own compartment for each energy control system, and sends the abnormal situation of the main system to the vehicle control system.

[0137] The system adopts an A / B series primary / standby redundancy working mode. By default, the A series is set as the primary control system and the B series as a hot backup system. Both A and B series synchronously collect and receive all sensor data. Under normal operating conditions, only the A series outputs control commands. The B series monitors the communication heartbeat, key sensor data, and control output status of the A series in real time. When any of the following conditions are met: A series communication failure and heartbeat loss exceeding 500ms, abnormal key sensor data, control output exceeding limits, or receiving a manual switching command, the B series, after detecting the fault trigger condition, completing its own status self-check, and confirming normal operation, switches to primary control mode and takes over the control of the entire vehicle. At the same time, it sends a primary / standby switching fault alarm message to the TCMS. This avoids system loss of control due to a single controller failure, improving the reliability and safety of the energy control system.

[0138] Figure 3A schematic diagram of the setting position corresponding to the second control logic provided by the present invention;

[0139] In some embodiments, determining multiple configurations of the energy control system and corresponding control logic includes:

[0140] When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, and the energy control system is located in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, the corresponding hydrogen power control logic is determined to be the hydrogen power unit of the carriage in which each energy control system controls its own carriage and the redundant energy control systems in the carriage.

[0141] The ECUS (Energy Management System) uses a single chassis to implement the functions of the hydrogen system control unit (H2CU) and energy management unit (ECU). Internally, it is divided into two redundancy systems, A and B, with system A as the default. It also uses a two-car traction power unit level as master and slave. Each pair of cars forms one traction power unit, with odd-numbered cars as master and even-numbered cars as slaves. There are a total of four ECUs (H2CU and ECU are integrated). The four ECUs establish separate hydrogen storage system data acquisition and communication with the FCU and DC / DC converters. The four ECUs also establish internal communication to obtain the status and output power of other devices, and communicate with the TCMS (Traffic Control System). The master unit acquires the output capacity and status of its slave units, and controls the power output of both master and slave units. One ECU controls two hydrogen fuel cell units. The ECUS needs to analyze, process, diagnose, and record data from the four fuel cell stacks, two DC-DC converters, two power battery systems, and two hydrogen storage systems, as well as the vehicle communication data. It also controls the two hydrogen power systems, processing a large amount of data. Slave devices receive A-system data from their own ECU by default, and B-system data in case of abnormalities.

[0142] In some embodiments, two redundant energy control systems serve as a primary energy control system and a backup energy control system, respectively. When the energy control system serves as the primary energy control system, each energy control system controls the hydrogen power unit of its own compartment and the compartment where the redundant energy control systems are located, including:

[0143] Receive vehicle control requests from the vehicle control system;

[0144] Determine the available power of the hydrogen power unit in the compartment where you are located and the compartment where the corresponding backup energy control system is located;

[0145] It communicates with the main energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units controlled by each main energy control system.

[0146] Based on the available power and operating status of each hydrogen power unit, the power allocation to the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located is determined, and the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located are controlled based on the allocated power.

[0147] The system determines the hydrogen power status of the other traction power unit, allocates power according to the vehicle's power requirements, and controls the output of the two hydrogen fuel units in this unit. If the output capacity of one unit is insufficient, the other hydrogen fuel units supplement the output of the difference.

[0148] The ECU of vehicle 1 is the master controller, and the ECU of vehicle 2 is the slave controller. The master ECU collects the status of the two hydrogen power systems in this unit, calculates the total available power of the unit, receives TCMS commands and the status of the other unit, and allocates the power of the two systems in this unit.

[0149] Two redundant energy control systems serve as the primary and backup energy control systems, respectively. The primary energy control system can simultaneously manage the hydrogen power units in its own carriage and the carriage containing the redundant backup energy control system. The primary energy control system first receives the overall vehicle control requirements from the vehicle control system, then collects and determines the available power of its own carriage and the corresponding redundant backup carriage's hydrogen power units. It then interacts with the primary energy control systems of other carriages via the onboard communication network to obtain the operating status and available power of the hydrogen power units. Subsequently, based on the overall status of all hydrogen power units in the train, it determines the allocated power for itself and the redundant backup carriage's hydrogen power units, and synchronously controls the output of the hydrogen power units in both carriages according to this allocated power. This simplifies the control of multiple carriages and improves system fault tolerance and operational reliability through redundant control in the event of a single controller failure.

[0150] In some embodiments, when the energy control system acts as a backup energy control system, each energy control system controls the hydrogen power unit of its own compartment and the compartments where the mutually redundant energy control systems reside, including:

[0151] It receives control signals from the main energy control system and controls the hydrogen power system of its own compartment based on the control signals.

[0152] It sends the actual output power of its own vehicle's hydrogen power system to the main energy control system;

[0153] When the heartbeat signal transmission cycle of the main energy control system is abnormal, it takes over the work of the main energy control system.

[0154] The ECU receives power allocation commands from the main ECU, controls the local subsystem to execute them, and feeds back the actual output to the main ECU.

[0155] The backup energy control system simultaneously manages the hydrogen power units in its own compartment and the compartment where the main energy control system, which is redundant with it, is located. The backup energy control system receives control signals from the main energy control system in real time and executes corresponding control on the hydrogen power units in its own compartment according to the control signals. At the same time, it transmits the actual output power of the hydrogen power units in its compartment back to the main energy control system in real time. Once an abnormality is detected in the heartbeat signal transmission cycle of the main energy control system, it takes over all control tasks of the main energy control system. This ensures a high degree of synchronization of data and instructions between the main and backup systems and enables rapid switching when the main system is abnormal, thereby improving the overall vehicle operation safety.

[0156] Furthermore, the takeover process in case of a main ECU failure is as follows: when the main ECU of vehicle 1 fails completely, then vehicle 4 executes from the ECU, detects the interruption of communication with the main CECU, performs a self-check of the status of its own vehicle subsystem, sends the status to another traction power unit, independently controls the whole vehicle hydrogen power system and receives direct commands from TCMS (degraded mode).

[0157] Figure 4 A schematic diagram of the setting position corresponding to the third control logic provided by the present invention;

[0158] In some embodiments, determining multiple configurations of the energy control system and corresponding control logic includes:

[0159] When there is only one energy control system, and the energy control system is set in a preset compartment in the vehicle, the corresponding hydrogen power control logic is determined to be that the energy control system controls the hydrogen power units in all compartments.

[0160] The ECUS system has been reduced from four sets to one, deployed in one vehicle, and features AB hot standby redundancy. Each train adds a hydrogen system controller to control its own hydrogen storage device. The ECUS acquires vehicle control commands and the status of the four hydrogen power systems, and performs power management and allocation. It consists of one ECS chassis and four H2CUs. The ECUS establishes connections with all hydrogen controllers, FCUs, DC / DC converters, and power batteries, as well as communication with the ECSs. The main ECS allocates power according to the vehicle's demand, controlling the output of the four hydrogen fuel cells. If one cell's output is insufficient, other hydrogen fuel cells supplement the difference. The ECUS needs to parse, process, diagnose, and record data from eight fuel cell stacks, four DC-DC converters, four power batteries, and four hydrogen storage systems, as well as communicate with the vehicle, and control the four hydrogen power systems. The amount of data processed is enormous; if the energy management algorithm is complex, computing power may be insufficient. The slave devices receive A-series data from one vehicle by default, and B-series data from another vehicle in case of an anomaly.

[0161] In some embodiments, the energy control system controls the hydrogen power units in all compartments, including:

[0162] Receive vehicle control requests from the vehicle control system;

[0163] Determine the available power and operating status of each hydrogen power unit;

[0164] The power allocation for each hydrogen power unit is determined based on its available power and operating status, and each hydrogen power unit is controlled based on the allocated power.

[0165] Main ECU (Vehicle 1) control logic:

[0166] It communicates with four H2CUs via Ethernet to obtain the status of each hydrogen storage system, communicates directly with all FCUs, DC-DC converters, and power batteries, and receives vehicle control commands from the TCMS.

[0167] The system calculates the SOC, SOH, and available power of the four units in real time, including the optimal operating range for fuel cell efficiency, the charging and discharging strategy of the power battery, and consideration of hydrogen tank pressure balancing. It sends hydrogen storage control commands to each H2CU, power setpoints to each FCU, voltage / current commands to each DC-DC converter, and charging and discharging commands to each BMS.

[0168] Specifically, the ECS sends hydrogen storage-related control commands to each H2CU via the CAN bus, and the H2CU performs operations such as hydrogen supply, status monitoring, and safety management of the hydrogen storage system.

[0169] ECUS sends target power setting commands to each FCU via the CAN bus, and the FCU adjusts the power generation of the fuel cell accordingly.

[0170] ECUS sends target voltage and current adjustment commands to each DC-DC converter via the CAN bus. The DC-DC converters then perform voltage conversion and power regulation to match bus requirements and control fuel cell output.

[0171] ECUS sends charging and discharging commands to each BMS via the CAN bus. The BMS directly controls the charging and discharging of the power battery, the on / off state of the high-voltage circuit, and safety protection.

[0172] In some embodiments, the number of energy control systems is equal to the number of carriages and corresponds one-to-one. The energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages, as the first control logic.

[0173] The number of energy control systems is equal to the number of carriages and corresponds one-to-one. The energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, which serves as the second control logic.

[0174] The energy control system is set to one, and it is located in a preset compartment in the vehicle as a third control logic.

[0175] Determine the energy loss when a vehicle malfunctions under the control logic of each hydrogen power unit, including:

[0176] Determine the energy loss caused by a vehicle's energy control system malfunction under the first, second, and third control logics.

[0177] Specifically, Table 1 is a performance comparison table of the three schemes.

[0178] Table 1

[0179]

[0180] It should also be noted that for all three control logics, the energy loss is the same when a subsystem fails.

[0181] In the event of a hydrogen cylinder malfunction, if a single hydrogen cylinder leaks or experiences abnormal pressure, the single cylinder capacity = total hydrogen storage / 15. The amount of usable hydrogen will be reduced, but it will not affect the immediate power output. It will reduce the maximum sustainable power of the fuel cell, affecting only the driving range and not the peak power.

[0182] For fuel cell failure, if a single fuel cell fails (assuming it's the i-th unit), the immediate power loss is 240kW. TCMS reduces the vehicle's power demand, and the remaining healthy units are redistributed according to P / (n-1). The power battery replenishes the instantaneous power gap, with a maximum sustainable power of 720kW (3 units are normal). The peak power (short-term) is 720kW + 3 × the peak power of the power battery.

[0183] For a DC / DC fault, the corresponding fuel cell cannot output electrical energy, which is equivalent to a fuel cell fault. However, the power battery can still work through other paths, resulting in a power loss of 240kW.

[0184] For a single power battery failure, the energy buffer capacity loss is 60.168 kWh, and the peak power replenishment capacity loss is approximately 60.168 kWh × 15C. The fuel cell will then have to withstand more frequent load changes, resulting in decreased regenerative braking capacity and a slower overall vehicle power response.

[0185] Option 1 is fault-tolerant. In the worst-case scenario, if one ECU and one fuel cell fail, the remaining power is 480kW (50% of the rated power), which can still meet the basic operating requirements. The system will automatically degrade to a lower operating mode.

[0186] Option 2 is fault-tolerant. If the main ECU fails but the slave ECUs in the unit are normal, only the vehicle controlled by the faulty ECU will be lost. The other vehicle in the unit can work independently, and the actual power loss may be less than that of Option 1.

[0187] Option 3 is fault-tolerant. If the main ECU fails at a single point, it will rely on the local protection function of the H2CU. Each subsystem will enter a safe mode, and the whole vehicle will lose its coordinated control capability.

[0188] In summary: Scheme 1 and Scheme 2 have the same hardware architecture and cost, while Scheme 3 adds one more ECS. Schemes 1 and 2 can be implemented using two separate software programs, and both also possess the control topology conditions for implementing Scheme 3 based on this hardware architecture. Furthermore, the current ECS chassis already has A and B series hot standby control redundancy functions. When a single point of failure occurs in one series, the controlled hydrogen power system can still operate normally and provide power without loss of power.

[0189] In some embodiments, determining the energy loss due to a vehicle energy control system malfunction under the first control logic, the second control logic, and the third control logic includes:

[0190] Under the first control logic, when the vehicle experiences a failure in the energy control system, and both the main system and the backup system of the energy control system fail, the energy loss is the energy of the fuel cell in the compartment where the failed energy control system is located.

[0191] Under the second control logic, when the vehicle experiences a failure in the energy control system, and both the main system and the backup system of the energy control system fail, if the energy control system performs a main / backup switch, the energy loss will be zero.

[0192] Under the third control logic, when the vehicle experiences a failure in its energy control system, and both the main and backup systems of the energy control system fail, the energy loss is the energy of all fuel cells in the vehicle.

[0193] For the first control logic and the second control logic:

[0194] A single ECU unit completely fails (both AB series fail):

[0195] Power loss = 240kW (fuel cell), remaining vehicle power = 960kW × (3 / 4) = 720kW.

[0196] ECU single-system fault:

[0197] Power loss = 0kW (hot standby switch successful), switchover time <100ms, no fluctuation in output power.

[0198] ECU malfunction in the third control logic:

[0199] Complete failure of the main ECU:

[0200] Power loss = 960kW (all fuel cells), remaining power = 0kW (fuel cells). The power battery can still work independently, but there is no charging source. The system enters emergency mode and limits power output.

[0201] Figure 5 This invention provides a schematic diagram of a control device for a vehicle's powertrain system, comprising:

[0202] Memory 21 is used to store computer programs;

[0203] The processor 22 is used to execute computer programs to implement the steps of the above-described control method for the vehicle's power system.

[0204] In some embodiments, it also includes:

[0205] The input interface, connected to the processor, is used to acquire externally imported computer programs, parameters, and commands, and saves them to memory under the control of the processor.

[0206] The display unit, connected to the processor, is used to display the data sent by the processor;

[0207] The network port is connected to the processor and is used for communication with various external terminal devices.

[0208] This input interface can be connected to an input device to receive parameters or commands manually entered by the user. This input device can be a touch layer covering the display screen, or it can be a button, trackball, or touchpad located on the terminal casing.

[0209] The display unit can be an LCD screen or an e-ink screen, etc.

[0210] The communication technology used in this connection can be wired or wireless, such as Mobile High Definition Link (MHL), Universal Serial Bus (USB), High Definition Multimedia Interface (HDMI), Wireless Fidelity (WiFi), Bluetooth, Bluetooth Low Energy, or IEEE 802.11s-based communication technologies.

[0211] In some embodiments, there are one or more memories and one or more processors, and the memories and processors may optionally be integrated together or set separately.

[0212] Setting the number of memory and processor to one or more, and allowing them to be integrated or separated, enables the vehicle powertrain control device to flexibly adapt to the needs of different vehicle models. Integration can reduce size, hardware cost, and wiring complexity, while a separate layout can improve heat dissipation and fault isolation capabilities. Furthermore, the configuration of multiple processors and multiple memories can directly match the system's primary / backup redundancy control scheme, effectively improving the reliability and stability of the device's operation, and significantly enhancing the control device's versatility, adaptability, and scalability.

[0213] The description of the control device for the vehicle's power system provided in this application is given in the above embodiments and will not be repeated here.

[0214] This application also provides a vehicle, including the control device for the power system of the vehicle described above, and further comprising:

[0215] The hydrogen power units, which correspond one-to-one with the number of carriages, include fuel cells and power batteries.

[0216] The energy control system is connected to the hydrogen power unit and is used to control the output power of the fuel cell and the power battery.

[0217] Each vehicle is equipped with a hydrogen power unit corresponding to the number of passenger compartments. Each hydrogen power unit includes a fuel cell and a power battery. The energy control system is connected to each hydrogen power unit and obtains the operating status and available power of the fuel cell and power battery in real time through a communication bus. The system also coordinates and adjusts the output power of the fuel cell and power battery according to the control commands of the power system control device and the power requirements of the vehicle.

[0218] In some embodiments, if the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is located in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages.

[0219] Each energy control system is specifically used to control the fuel cell and power battery in the hydrogen power unit of its own compartment.

[0220] The ECUS (Energy Management Unit) chassis integrates the hydrogen system control (H2CU) and energy management unit (ECU) functions. Internally, it is divided into two redundancy systems, A and B, with system A being the default. Each vehicle has one hydrogen fuel cell unit. The entire vehicle contains four ECU chassis (H2CU and ECU are integrated). These four ECUs establish separate communication channels with the hydrogen storage system, the FCU, and the DC / DC converter to obtain the status and output power of other devices, and communicate with the TCMS (Train Control and Monitoring System). One ECU controls one hydrogen fuel cell unit. It determines the status of other hydrogen fuel cells, allocates power according to the vehicle's needs, and controls the output of its own unit. If the output capacity of other units is insufficient, it supplements the difference in output power. The ECUS needs to analyze, process, diagnose, and record data from two fuel cell stacks, one DC-DC converter, one power battery, and one hydrogen storage system, as well as control the hydrogen fuel cell system and process data. It defaults to receiving A-system data from its own ECU's ECU and receives B-system data in case of anomalies.

[0221] Each carriage equipped with a hydrogen-powered unit has an independent energy control system. Each carriage's ECUs receive real-time vehicle control requirements via the TCMS communication link, including traction power commands, regenerative braking requirements, driving modes, and fault degradation commands. Each carriage's ECUs communicate with ECUs in other carriages via the train's ETH-A and ETH-B networks, transmitting information including, but not limited to, the operating status, health status, temperature, voltage, current, and remaining available power of the FCU, H2CU, DC-DC converter, and power battery in each hydrogen-powered unit. Based on the received vehicle requirements and status information uploaded by other carriage ECUs, each carriage's ECUs determine the maximum available power for all hydrogen-powered units. Each ECU controls the balanced output of each hydrogen-powered unit according to the vehicle's power requirements, determining the power allocation for the hydrogen-powered units in its own carriage.

[0222] Specifically, the system receives the total vehicle power requirement P_total from the TCMS and communicates with the other three ECUs via Ethernet to obtain the available power P_available[i] of each unit.

[0223] Each carriage's ECS operates autonomously, preventing a single fault from causing the entire vehicle's energy system to fail. If an ECS or hydrogen power unit in a single carriage fails, only the power output of that carriage is affected; the ECSs in other carriages can adaptively adjust and distribute power to ensure the train's continued safe operation.

[0224] When there are 4 carriages, if all units are in normal condition, the power allocated to each unit is P_total / 4.

[0225] If there are units in abnormal condition, first identify the list of faulty units, determine the number of healthy units = 4 - number of faulty units, the remaining required power = P_total - ∑(current actual output of the faulty unit), and allocate power to each healthy unit = remaining required power / number of healthy units.

[0226] After acquiring the overall vehicle control power requirement and the available power and operating status of all hydrogen power units in the train, the energy control system of each carriage first determines the operating status of each hydrogen power unit. When all hydrogen power units are operating normally, the overall vehicle control power requirement is evenly distributed to each hydrogen power unit, i.e., the allocated power of each hydrogen power unit is the ratio of the overall vehicle control power requirement to the total number of hydrogen power units, n. When an abnormally operating hydrogen power unit is detected, the number of abnormal units is first determined, and then the difference between the overall vehicle control power requirement and the available power of all abnormal hydrogen power units is calculated to obtain the remaining required energy. The remaining required energy is evenly distributed to each normally operating hydrogen power unit, thereby determining the allocated power of each normal unit and completing the power control of the hydrogen power unit in its respective carriage. Under normal operating conditions, the hydrogen power units output power evenly, which can extend the service life of the equipment. Under abnormal operating conditions, it can adaptively distribute the power demand, thereby ensuring the continuity and stability of the overall vehicle power output. At the same time, the control logic is simple and efficient, which greatly reduces the computational pressure and implementation difficulty of the distributed energy control system.

[0227] Calculate the power distribution ratio between the fuel cell and the power battery. Fuel cell output = min(distributed power, fuel cell maximum capacity), power battery replenishment = max(0, distributed power - fuel cell output). Control the power output of DC-DC converter and fuel cell through internal CAN bus.

[0228] The energy control system, based on the allocated power of the hydrogen power units in its compartment, first determines the fuel cell's output power as the smaller of the allocated power and the fuel cell's maximum output power. Then, it determines the power battery's output power as the larger of the difference between the allocated power and the fuel cell's output power and zero. Through a communication bus, it controls the voltage conversion module inside the fuel cell and the power battery, enabling the fuel cell and power battery to work together to output power according to the calculated values. Priority is given to ensuring the fuel cell operates within a safe and efficient output range, avoiding overload operation, while the power battery compensates for any power shortfall.

[0229] The fuel cell provides the primary output, while the power battery only supplements when needed. This allows the fuel cell to operate in a highly efficient and stable output range for extended periods, reducing frequent and significant load changes and start-stop cycles, extending the fuel cell's lifespan, and improving energy efficiency. Meanwhile, the power battery only intervenes to supplement when power is insufficient, reducing the frequency and depth of charging and discharging, mitigating battery degradation, and extending the power battery's lifespan.

[0230] The system adopts an A / B series primary / standby redundancy working mode. By default, the A series is set as the primary control system and the B series as a hot backup system. Both A and B series synchronously collect and receive all sensor data. Under normal operating conditions, only the A series outputs control commands. The B series monitors the communication heartbeat, key sensor data, and control output status of the A series in real time. When any of the following conditions are met: A series communication failure and heartbeat loss exceeding 500ms, abnormal key sensor data, control output exceeding limits, or receiving a manual switching command, the B series, after detecting the fault trigger condition, completing its own status self-check, and confirming normal operation, switches to primary control mode and takes over the control of the entire vehicle. At the same time, it sends a primary / standby switching fault alarm message to the TCMS. This avoids system loss of control due to a single controller failure, improving the reliability and safety of the energy control system.

[0231] In some embodiments, if the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage.

[0232] Each energy control system is specifically used to control the fuel cells and power batteries in the hydrogen power units of its own compartment and adjacent compartments that are redundantly controlled.

[0233] The ECUS (Energy Management System) uses a single chassis to implement the functions of the hydrogen system control unit (H2CU) and energy management unit (ECU). Internally, it is divided into two redundancy systems, A and B, with system A as the default. It also uses a two-car traction power unit level as master and slave. Each pair of cars forms one traction power unit, with odd-numbered cars as master and even-numbered cars as slaves. There are a total of four ECUs (H2CU and ECU are integrated). The four ECUs establish separate hydrogen storage system data acquisition and communication with the FCU and DC / DC converters. The four ECUs also establish internal communication to obtain the status and output power of other devices, and communicate with the TCMS (Traffic Control System). The master unit acquires the output capacity and status of its slave units, and controls the power output of both master and slave units. One ECU controls two hydrogen fuel cell units. The ECUS needs to analyze, process, diagnose, and record data from the four fuel cell stacks, two DC-DC converters, two power battery systems, and two hydrogen storage systems, as well as the vehicle communication data. It also controls the two hydrogen power systems, processing a large amount of data. Slave devices receive A-system data from their own ECU by default, and B-system data in case of abnormalities.

[0234] The system determines the hydrogen power status of the other traction power unit, allocates power according to the vehicle's power requirements, and controls the output of the two hydrogen fuel units in this unit. If the output capacity of one unit is insufficient, the other hydrogen fuel units supplement the output of the difference.

[0235] The ECU of vehicle 1 is the master controller, and the ECU of vehicle 2 is the slave controller. The master ECU collects the status of the two hydrogen power systems in this unit, calculates the total available power of the unit, receives TCMS commands and the status of the other unit, and allocates the power of the two systems in this unit.

[0236] Two redundant energy control systems serve as the primary and backup energy control systems, respectively. The primary energy control system can simultaneously manage the hydrogen power units in its own carriage and the carriage containing the redundant backup energy control system. The primary energy control system first receives the overall vehicle control requirements from the vehicle control system, then collects and determines the available power of its own carriage and the corresponding redundant backup carriage's hydrogen power units. It then interacts with the primary energy control systems of other carriages via the onboard communication network to obtain the operating status and available power of the hydrogen power units. Subsequently, based on the overall status of all hydrogen power units in the train, it determines the allocated power for itself and the redundant backup carriage's hydrogen power units, and synchronously controls the output of the hydrogen power units in both carriages according to this allocated power. This simplifies the control of multiple carriages and improves system fault tolerance and operational reliability through redundant control in the event of a single controller failure.

[0237] The ECU receives power allocation commands from the main ECU, controls the local subsystem to execute them, and feeds back the actual output to the main ECU.

[0238] The backup energy control system simultaneously manages the hydrogen power units in its own compartment and the compartment where the main energy control system, which is redundant with it, is located. The backup energy control system receives control signals from the main energy control system in real time and executes corresponding control on the hydrogen power units in its own compartment according to the control signals. At the same time, it transmits the actual output power of the hydrogen power units in its compartment back to the main energy control system in real time. Once an abnormality is detected in the heartbeat signal transmission cycle of the main energy control system, it takes over all control tasks of the main energy control system. This ensures a high degree of synchronization of data and instructions between the main and backup systems and enables rapid switching when the main system is abnormal, thereby improving the overall vehicle operation safety.

[0239] Furthermore, the takeover process in case of a main ECU failure is as follows: when the main ECU of vehicle 1 fails completely, then vehicle 4 executes from the ECU, detects the interruption of communication with the main CECU, performs a self-check of the status of its own vehicle subsystem, sends the status to another traction power unit, independently controls the whole vehicle hydrogen power system and receives direct commands from TCMS (degraded mode).

[0240] In some embodiments, if the number of energy control systems is one, the energy control system is installed in a preset compartment in the vehicle.

[0241] The energy control system is specifically used in the fuel cells and power batteries of the hydrogen power units in all compartments of the vehicle.

[0242] The ECUS system has been reduced from four sets to one, deployed in one vehicle, and features AB hot standby redundancy. Each train adds a hydrogen system controller to control its own hydrogen storage device. The ECUS acquires vehicle control commands and the status of the four hydrogen power systems, and performs power management and allocation. It consists of one ECS chassis and four H2CUs. The ECUS establishes connections with all hydrogen controllers, FCUs, DC / DC converters, and power batteries, as well as communication with the ECSs. The main ECS allocates power according to the vehicle's demand, controlling the output of the four hydrogen fuel cells. If one cell's output is insufficient, other hydrogen fuel cells supplement the difference. The ECUS needs to parse, process, diagnose, and record data from eight fuel cell stacks, four DC-DC converters, four power batteries, and four hydrogen storage systems, as well as communicate with the vehicle, and control the four hydrogen power systems. The amount of data processed is enormous; if the energy management algorithm is complex, computing power may be insufficient. The slave devices receive A-series data from one vehicle by default, and B-series data from another vehicle in case of an anomaly.

[0243] Main ECU (Vehicle 1) control logic:

[0244] It communicates with four H2CUs via Ethernet to obtain the status of each hydrogen storage system, communicates directly with all FCUs, DC-DC converters, and power batteries, and receives vehicle control commands from the TCMS.

[0245] The system calculates the SOC, SOH, and available power of the four units in real time, including the optimal operating range for fuel cell efficiency, the charging and discharging strategy of the power battery, and consideration of hydrogen tank pressure balancing. It sends hydrogen storage control commands to each H2CU, power setpoints to each FCU, voltage / current commands to each DC-DC converter, and charging and discharging commands to each BMS.

[0246] Specifically, the ECS sends hydrogen storage-related control commands to each H2CU via the CAN bus, and the H2CU performs operations such as hydrogen supply, status monitoring, and safety management of the hydrogen storage system.

[0247] ECUS sends target power setting commands to each FCU via the CAN bus, and the FCU adjusts the power generation of the fuel cell accordingly.

[0248] ECUS sends target voltage and current adjustment commands to each DC-DC converter via the CAN bus. The DC-DC converters then perform voltage conversion and power regulation to match bus requirements and control fuel cell output.

[0249] ECUS sends charging and discharging commands to each BMS via the CAN bus. The BMS directly controls the charging and discharging of the power battery, the on / off state of the high-voltage circuit, and safety protection.

[0250] In some embodiments, the hydrogen power system further includes a hydrogen storage device, a fuel cell control unit, a voltage conversion module, a hydrogen storage control unit, and a battery management system disposed in the fuel cell;

[0251] The hydrogen storage control unit is used for control based on the energy control system to control the hydrogen output of the hydrogen storage device;

[0252] The fuel cell control unit is used for control based on the energy control system to control the power generation of the fuel cell;

[0253] The voltage conversion module is used for control based on the energy control system to control the voltage output from the fuel cell to the bus;

[0254] The battery management system is used for control based on the energy control system to control the charging and discharging of the power battery.

[0255] The hydrogen power system also includes a hydrogen storage device, a fuel cell control unit, a voltage conversion module, a hydrogen storage control unit, and a battery management system located in the fuel cell area. The hydrogen storage control unit controls the hydrogen output of the hydrogen storage device according to the instructions of the energy control system. The fuel cell control unit adjusts the power generation of the fuel cell according to the regulation signal of the energy control system. The voltage conversion module stabilizes the voltage output of the fuel cell to the bus according to the set value of the energy control system. The battery management system manages the charging and discharging of the power battery under the control of the energy control system.

[0256] The vehicle incorporates multiple hydrogen power units. For example, if the vehicle has four compartments (comprising compartments 1, 2, 3, and 4), each compartment has its own dedicated hydrogen power unit. This unit consists of two parts: a fuel cell and a power battery. Several issues arise in controlling the fuel cell and power battery. The first is the inherent characteristics of the fuel cell and power battery, which necessitates a specific control logic to manage their interaction to meet the vehicle's overall requirements. The second issue concerns how the energy control system should manage the hydrogen power units, and specifically, how many units should be installed within the vehicle and their locations.

[0257] It should be noted that placing the Energy Control Unit System (ECUS) in the same carriage results in shorter control cables, lower communication latency, and higher real-time control, saving on overall vehicle wiring costs and space. However, a failure in that carriage / equipment area will cause the entire energy control system to fail, and the concentration of equipment will increase local axle load, placing higher demands on the car body's load-bearing capacity, and requiring long-distance wiring for equipment in distant carriages. Distributing the ECUS disperses risks, meaning a single ECU failure does not affect the overall system, and allows for local control of equipment within the carriage. Local communication is shorter and more stable, and the distributed weight distribution promotes balanced axle load across the entire vehicle, offering strong scalability and facilitating flexible configuration for multi-train formations. However, multi-node communication synchronization is more difficult, prone to data asynchrony, requires longer and more complex wiring, increases costs, increases the number of potential failure points, and necessitates decentralized design for heat dissipation, power supply, and protection, increasing system complexity, adding more maintenance points, and reducing maintenance efficiency.

[0258] Setting up a single energy control system offers the simplest structure, lowest cost, straightforward control logic, and minimal space requirements, making it ideal for vehicle layout. However, it lacks redundancy; ECS (Electronic Control System) failures directly lead to energy system malfunctions, resulting in poor reliability, failure to meet train safety standards, no fault switching support, and zero fault tolerance. Setting up multiple energy control systems provides redundancy and backup; if one fails, another can quickly take over, supporting fault isolation and master-slave switching, significantly improving overall vehicle safety. Multiple units can coordinate control, adapting to complex multi-energy systems and meeting the high reliability and safety standards of rail transit. However, this significantly increases hardware costs, complicates master-slave data synchronization and switching logic, requires more space, places higher demands on vehicle layout, and increases the workload for debugging, testing, and maintenance.

[0259] In summary, centralized ECS (Electronic Control System) deployment offers good real-time performance and ease of maintenance, but suffers from high single-point risk and concentrated axle load; distributed ECS deployment disperses risk and balances axle load, but presents complex wiring and synchronization challenges; a single ECS system is low-cost and simple in structure, but lacks redundancy and has low reliability; multiple ECS systems offer redundancy, safety, and strong fault tolerance, but are costly and complex to control. Therefore, the number and location of energy control systems determine the control logic for the vehicle's hydrogen power unit, necessitating the prior determination of various installation locations and corresponding control logics.

[0260] Because the redundancy control implemented differs when the number and location of the energy control system change, the control method of the energy control system also differs when a fault occurs.

[0261] Specifically, if the energy control system lacks redundancy, a failure in a single energy control system will render the corresponding fuel cell uncontrollable. While the power battery can still output electrical energy, it will lack a source of control. However, with redundancy control and successful switching, even if the current energy control system fails, the redundant control system can take over, thus avoiding the uncontrollable problem caused by a single energy control system malfunction.

[0262] Energy loss can be understood as uncontrollable energy from the fuel cell. During control, the optimal setup and corresponding control logic can be determined based on this energy loss, leading to the best possible vehicle control performance.

[0263] It should be noted that vehicle malfunctions can include one of the following: ECU (Energy Control Unit) failure, hydrogen storage device failure, fuel cell failure, voltage conversion module failure, or power battery failure. Similarly, the fault tolerance of the control logic must also be considered.

[0264] Please refer to the above embodiments for a description of the vehicle provided in this application; it will not be repeated here.

[0265] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0266] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0267] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a vehicle's powertrain system, characterized in that, The vehicle includes hydrogen power units corresponding to the number of passenger compartments, and the hydrogen power units include fuel cells and power batteries. The control method for the vehicle's power system includes: The energy control system is configured in multiple ways and the corresponding control logic is determined. The configuration methods include the number and the location of the configurations. The control logic represents the number of hydrogen power units that the energy control system can control. Determine the energy loss when the vehicle malfunctions under each control logic; Based on the energy loss, determine the optimal setting method and corresponding optimal control logic among various setting methods of the energy control system and the corresponding control logic; The energy control system is installed in the vehicle based on the optimal configuration, so that the energy control system controls the output of the hydrogen power unit based on the optimal control strategy.

2. The control method for the vehicle's power system as described in claim 1, characterized in that, Determine the various configuration options and corresponding control logic for the energy control system, including: When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, and each energy control system is located in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages, the corresponding hydrogen power control logic is determined so that each energy control system controls the hydrogen power unit of its own carriage.

3. The control method for the vehicle's power system as described in claim 2, characterized in that, Each energy control system controls the hydrogen power unit in its respective compartment, including: Receive vehicle control requests from the vehicle control system; It communicates with the energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units in each compartment where the energy control system is located. The system determines the allocated power of the hydrogen power units in its own compartment based on the available power and operating status of each hydrogen power unit, and controls the hydrogen power units in its own compartment based on the allocated power.

4. The control method for the vehicle's power system as described in claim 3, characterized in that, The power allocation for each hydrogen power unit in its compartment is determined based on its available power and operating status, including: If all hydrogen power units are operating normally, the power allocation for each hydrogen power unit is determined as (power required for vehicle control / n), where n is the number of hydrogen power units in the vehicle and n is a positive integer. If there are abnormal hydrogen power units, determine the number of abnormal hydrogen power units. The remaining energy demand is determined as the difference between the power required for vehicle control and the available power of all hydrogen power units with anomalies. The allocated power for each normally functioning hydrogen power unit is determined as (remaining energy demand / (n - number of hydrogen power units with abnormalities)).

5. The control method for the vehicle's power system as described in claim 3, characterized in that, The hydrogen power unit in the compartment where it is located controls the allocated power, including: The power output of the fuel cell in the hydrogen power unit is determined to be min (the allocated power, the maximum output power of the fuel cell). The power output of the power battery in the hydrogen power unit is determined to be max(0, allocated power - power output of fuel cell). The control communication bus controls the voltage conversion module inside the fuel cell and the power battery to operate, so as to output power.

6. The control method for the vehicle's power system as described in claim 2, characterized in that, The energy control system includes a main system and a backup system; The corresponding hydrogen power control logic is determined for each energy control system to control the hydrogen power unit in its own compartment, including: When the heartbeat signal transmission cycle of the main system and the backup system is normal, the main system determines the corresponding hydrogen power control logic to control the hydrogen power unit in the compartment where each energy control system is located. When the heartbeat signal transmission cycle of the main system and the backup system is abnormal, the backup system determines the corresponding hydrogen power control logic for each energy control system to control the hydrogen power unit in its own compartment, and sends the abnormal situation of the main system to the vehicle control system.

7. The control method for the vehicle's power system as described in claim 1, characterized in that, Determine the various configuration options and corresponding control logic for the energy control system, including: When the number of energy control systems is equal to the number of carriages and corresponds one-to-one, and the energy control system is located in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, the corresponding hydrogen power control logic is determined to be the hydrogen power unit of the carriage in which each energy control system controls its own carriage and the carriage in which the redundantly controlled energy control systems are located.

8. The control method for the vehicle's power system as described in claim 7, characterized in that, Two redundant energy control systems serve as the primary energy control system and the backup energy control system, respectively. When the energy control system is the primary energy control system, each energy control system controls the hydrogen power unit of its own compartment and the redundant energy control systems within that compartment, including: Receive vehicle control requests from the vehicle control system; Determine the available power of the hydrogen power unit in the compartment where you are located and the compartment where the corresponding backup energy control system is located; It communicates with the main energy control systems in other compartments of the vehicle to determine the available power and operating status of the hydrogen power units controlled by each main energy control system. Based on the available power and operating status of each hydrogen power unit, the power allocation to the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located is determined, and the hydrogen power units in its own compartment and the corresponding compartment where the backup energy control system is located are controlled based on the allocated power.

9. The control method for the power system of a vehicle as described in claim 8, characterized in that, When the energy control system acts as a backup energy control system, each energy control system controls the hydrogen power unit of its own compartment and the compartments where the energy control systems redundantly control each other, including: It receives control signals sent by the main energy control system and controls the hydrogen power system of its own compartment based on the control signals; The actual output power of the hydrogen power system of its own vehicle is sent to the main energy control system; When the heartbeat signal transmission cycle of the main energy control system is abnormal, it takes over the operation of the main energy control system.

10. The control method for the power system of a vehicle as described in claim 1, characterized in that, Determine the various configuration options and corresponding control logic for the energy control system, including: When there is only one energy control system installed in a preset compartment of the vehicle, the corresponding hydrogen power control logic is determined to be that the energy control system controls the hydrogen power units in all compartments.

11. The control method for the power system of a vehicle as described in claim 10, characterized in that, The energy control system controls the hydrogen power units in all compartments, including: Receive vehicle control requests from the vehicle control system; Determine the available power and operating status of each hydrogen power unit; The allocated power of each hydrogen power unit is determined based on its available power and operating status, and each hydrogen power unit is controlled based on the allocated power.

12. The control method for the powertrain system of a vehicle as described in any one of claims 1 to 11, characterized in that, The number of energy control systems is equal to the number of carriages and corresponds one-to-one. Each energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages, as the first control logic. The number of energy control systems is equal to the number of carriages and corresponds one-to-one. Each energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage, as a second control logic. The energy control system is a single unit, which is installed in a pre-defined compartment of the vehicle as a third control logic. Determine the energy loss when the vehicle malfunctions under each hydrogen power unit control logic, including: Determine the energy loss caused by a vehicle's energy control system malfunction under the first, second, and third control logics.

13. The control method for the power system of a vehicle as described in claim 12, characterized in that, The energy loss due to a vehicle energy control system malfunction under the first, second, and third control logics is determined, including: Under the first control logic, when the vehicle experiences a failure in its energy control system, and both the main system and the backup system of the energy control system fail, the energy loss is the energy of the fuel cell in the compartment where the failed energy control system is located. Under the second control logic, when the vehicle experiences a failure in the energy control system, and both the main system and the backup system of the energy control system fail, if the energy control system performs a main / backup switch, the energy loss is zero. Under the third control logic, when the vehicle experiences a failure in its energy control system, and both the main system and the backup system of the energy control system fail, the energy loss is the energy of all fuel cells in the vehicle.

14. A control device for a vehicle's power system, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the control method for the powertrain of a vehicle as described in any one of claims 1 to 13.

15. The control device for the power system of a vehicle as described in claim 14, characterized in that, Also includes: An input interface, connected to the processor, is used to acquire externally imported computer programs, parameters, and commands, and save them to the memory under the control of the processor. The display unit, connected to the processor, is used to display the data sent by the processor; The network port is connected to the processor and is used for communication with external terminal devices.

16. The control device for the power system of a vehicle as described in claim 14, characterized in that, The memory may be one or more, and the processor may be one or more, with the memory and processor optionally integrated together or separately configured.

17. A vehicle, characterized in that, The control device for the powertrain of the vehicle as described in claims 14 to 16 further includes: A hydrogen power unit that corresponds one-to-one with the number of carriages, the hydrogen power unit including a fuel cell and a power battery; An energy control system is connected to the hydrogen power unit and is used to control the output power of the fuel cell and the power battery.

18. The control device for the powertrain of a vehicle as described in claim 17, characterized in that, If the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is independently controlled by the energy control systems of other carriages. Each of the aforementioned energy control systems is specifically used to control the fuel cell and power battery in the hydrogen power unit of its own compartment.

19. The control device for the power system of a vehicle as described in claim 17, characterized in that, If the number of energy control systems is equal to the number of carriages and corresponds one-to-one, the energy control system is set in the fuel cell unit of its own carriage, and each energy control system is redundantly controlled with the energy control system of an adjacent carriage. Each of the energy control systems is specifically used to control the fuel cells and power batteries in the hydrogen power units of its own compartment and adjacent compartments that are redundantly controlled.

20. The control device for the power system of a vehicle as described in claim 17, characterized in that, If the number of energy control systems is one, the energy control system is installed in a preset compartment in the vehicle; The energy control system is specifically used for the fuel cells and power batteries in the hydrogen power units of all compartments in the vehicle.

21. The control device for the powertrain of a vehicle as described in any one of claims 17 to 20, characterized in that, The hydrogen power system also includes a hydrogen storage device, a fuel cell control unit, a voltage conversion module, a hydrogen storage control unit, and a battery management system installed in the fuel cell; The hydrogen storage control unit is used to control the hydrogen output by the hydrogen storage device based on the control of the energy control system. The fuel cell control unit is used to control the power generation of the fuel cell based on the control of the energy control system; The voltage conversion module is used to control the voltage output from the fuel cell to the bus based on the control of the energy control system. The battery management system is used to control the charging and discharging of the power battery based on the control of the energy control system.

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