Energy management method, apparatus and system for hybrid train

Abstract

The embodiments of the present application relate to the technical field of vehicle manufacturing. Provided are an energy management method, apparatus and system for a hybrid train. The method comprises: on the basis of collected train state information and collected system state information of different power systems, an energy management controller sending a control instruction to a vehicle controller; and by means of parsing the control instruction, the vehicle controller controlling a power system corresponding to the control instruction to execute a power allocation operation and a protection operation. In the present application, the hardware structure of "an energy management controller and a vehicle controller" and a software architecture enable the energy management controller to collect train state information and system state information of different power systems, and to send all the control instructions to the vehicle controller by means of an energy allocation algorithm and a protection algorithm, so as to ensure that the vehicle controller has the right of control over all the power systems.

Description

Energy management methods, devices and systems for hybrid trains Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and more specifically, to energy management methods, devices, and systems for hybrid trains. Background Technology

[0002] With the green and efficient characteristics of existing new energy sources and the transformation of energy layout, the transportation industry is actively developing hydrogen fuel cell hybrid trains to reduce pollution emissions. Existing technological solutions include the following aspects:

[0003] 1. Switch-mode energy management: The operating state of the fuel cell switch is determined by the current state of charge (SOC) of the power battery. When the SOC value is less than the specified minimum value, the fuel cell is in the working state and operates stably at the maximum efficiency point; when the SOC value is greater than the specified maximum value, the fuel cell is in the off state and no longer works.

[0004] 2. Power Follower Mode Energy Management: When the SOC value of the power battery fluctuates near the expected value set by the energy management strategy and does not exceed the specified range, and the fuel cell is in working state, the output power of the fuel cell is adjusted in real time according to the SOC value of the power battery and the power demand of the load.

[0005] 3. Finite state machine strategy: The operating state of the system is determined based on the load power demand and the SOC value of the battery, thereby determining the reference output power of each power source in the system. Specifically, the SOC value of the power battery is divided into three ranges: high, medium, and low. Within each range, there are three states based on the load power, and each state corresponds to the reference output power of a fuel cell.

[0006] 4. Equivalent Hydrogen Consumption Minimization Strategy: This strategy is an instantaneous optimization strategy based on equivalent fuel consumption. According to the SOC of the lithium battery, the system minimizes hydrogen consumption per unit control cycle by controlling the demand relationship between the fuel cell's output power and the load's power requirement.

[0007] For existing solutions, when fuel cells are used as a power source for vehicles, there are still technical issues that sacrifice vehicle acceleration performance, and the dynamic performance and economy are poor, resulting in slow power transmission speed. There are also technical issues that require the use of auxiliary energy sources such as power batteries. In addition, there are technical issues involving physical connection, data communication, protection strategies and power distribution between multiple power systems.

[0008] Summary of the Invention

[0009] This application provides an energy management method, apparatus, and system for hybrid trains to address the technical problems in the prior art where fuel cells, when used as a power source for vehicles, still sacrifice vehicle acceleration performance, have poor dynamic performance and poor economy, resulting in slow power transmission speed and the need to be used in conjunction with auxiliary energy sources such as power batteries. It also involves technical issues such as physical connection, data communication, protection strategies, and power distribution between multiple power systems.

[0010] This application provides an energy management method for hybrid trains, the method comprising:

[0011] The energy management controller sends control commands to the vehicle controller based on the collected train status information and the system status information of different power systems.

[0012] The vehicle controller parses the control commands and controls the power system corresponding to the control commands to perform power distribution operations and protection operations.

[0013] This application embodiment also provides an energy management device for hybrid trains, the device comprising:

[0014] The data acquisition module is used by the energy management controller to send control commands to the vehicle controller based on the acquired train status information and system status information of different power systems.

[0015] The parsing module is used by the vehicle controller to parse the control commands and control the power system corresponding to the control commands to perform power distribution operations and protection operations.

[0016] This application also provides an energy management system for hybrid trains, characterized in that it includes:

[0017] One or more processors;

[0018] Storage device for storing one or more programs;

[0019] When the one or more programs are executed by the one or more processors, the one or more processors implement the energy management method for hybrid trains as described above.

[0020] The embodiments of this application, by adopting the above technical solutions, have the following technical effects:

[0021] The energy management method, device, and system for hybrid trains provided in this application involve an energy management controller sending control commands to a vehicle controller based on collected train status information and system status information of different power systems. The vehicle controller then parses the control commands and controls the corresponding power system to perform power distribution and protection operations. Specifically, this application constructs a hardware structure and software architecture of an energy management system consisting of an energy management controller and a vehicle controller. This allows the energy management controller to collect train status information and system status information of different power systems, and send all control commands to the vehicle controller through energy distribution and protection algorithms. This ensures that the vehicle controller has control over all power systems. Therefore, this application, based on a two-layer control architecture of "energy distribution algorithm + protection algorithm," can play a positive role in the physical connection, data communication, protection strategies, and power distribution of the power system in hydrogen fuel cell hybrid trains. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 is a schematic diagram of the principle of the energy management method for hybrid trains according to an embodiment of this application;

[0024] Figure 2 is a topology diagram of the energy management system for the energy management method for hybrid trains according to an embodiment of this application;

[0025] Figure 3 is a schematic diagram of the online quantity logic judgment of the fuel cell subsystem of the energy management system of the energy management method for hybrid trains according to an embodiment of this application;

[0026] Figure 4 is a schematic diagram of the fuel cell system load reduction and shutdown logic of the energy management system of the energy management method for hybrid trains according to an embodiment of this application.

[0027] Figure 5 is a schematic diagram of the hardware configuration of the energy management system for the energy management method of hybrid train according to an embodiment of this application;

[0028] Figure 6 is a flowchart illustrating the energy management system of the energy management method for hybrid trains according to an embodiment of this application;

[0029] Figure 7 is a schematic diagram of the energy management device for hybrid trains according to an embodiment of this application. Detailed Implementation

[0030] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0031] Example 1

[0032] Figure 1 is a flowchart illustrating an energy management method for a hybrid train according to an embodiment of this application. As shown in Figure 1, the energy management method for a hybrid train according to an embodiment of this application includes:

[0033] In step S101, the energy management controller sends control commands to the vehicle controller based on the collected train status information and system status information of different power systems.

[0034] In implementation, the different power systems include a power battery system and a fuel cell system. The step of the energy management controller sending control commands to the vehicle controller based on the collected train status information and the system status information of the different power systems includes the following steps: the energy management controller collects the train status information, the system status information of the power battery system and the fuel cell system through the CAN interface; based on the collected train status information, the system status information of the power battery system and the fuel cell system, it generates a power distribution command and sends it to the vehicle controller.

[0035] In practical implementation, the energy management system utilizes a hardware structure of "energy management controller + vehicle controller" and a software architecture of "energy allocation algorithm + protection algorithm." The energy management controller collects train status information and system status information related to different power systems via the CAN interface. Based on the "energy allocation algorithm + protection algorithm," it performs calculations and judgments to generate power allocation and protection commands, which are then sent unidirectionally to the vehicle controller. The vehicle controller then forwards these commands to the corresponding power systems to execute power allocation and protection operations. Therefore, the energy management system, based on its constructed two-layer control architecture of "energy allocation algorithm + protection algorithm," can achieve overall control and protection strategies for different power systems.

[0036] In practice, the steps of generating a power allocation command and sending it to the vehicle controller based on the collected train status information, the system status information of the power battery system and the fuel cell system include the following steps: generating a power allocation command for controlling the fuel cell system to perform a charging operation on the power battery system based on the collected train status information, the real-time charging status of the power battery system and the real-time fuel cell power of the fuel cell system, and sending it to the vehicle controller.

[0037] In practice, the energy management controller captures vehicle operation information from the train, power battery status information from the power battery system, and fuel cell status information from the fuel cell system from the CAN network via the CAN interface. This enables the analysis and calculation of the collected information, generating control commands for controlling the power system. The generated control commands are then sent to the vehicle controller via the CAN interface.

[0038] Specifically, the data exchanged via the communication network includes: the energy management system retrieves train status information and system status information related to various power systems from the CAN bus, including at least: train speed, power requirements of train auxiliary systems, power requirements of train traction systems, maximum output power of fuel cells, minimum output power of fuel cells, actual output power of fuel cells, fuel cell fault level, power battery SOC, power battery voltage, maximum output power of power cells, and minimum output power of power cells. The control data sent by the energy management system from the CAN interface includes at least: fuel cell power allocation commands, fuel cell shutdown commands, fault status information, traction power limits, and braking power limits.

[0039] Accordingly, the fuel cell system controller sends the system status information (including fault information) of the fuel cell system to the CAN network through the CAN interface, so that the energy management controller can retrieve the relevant information from the CAN network. At the same time, the fuel cell system only receives control commands sent by the vehicle controller through the CAN interface to ensure that the vehicle controller has the control over the fuel cell system.

[0040] The power battery system controller sends the system status information (including fault information) of the power battery system to the CAN network through the CAN interface, so that the energy management controller can retrieve the relevant information from the CAN network. At the same time, the power battery system only receives control commands sent by the vehicle controller through the CAN interface to ensure that the vehicle controller has the control right to control the fuel cell system.

[0041] To meet the demands of practical applications and optimize costs, the real-time operating status of the power battery system and fuel cell system is assessed to achieve power allocation between them. Specifically, the energy management system, based on the energy allocation algorithm within a two-layer control architecture of "energy allocation algorithm + protection algorithm," adaptively performs charging operations from the fuel cell system to the power battery system, taking into account the power requirements of the train's traction system / auxiliary system and the power battery's state of charge (SOC), while minimizing SOC loss, thereby ensuring train power performance.

[0042] In implementation, the fuel cell system includes multiple fuel cell subsystems. The step of generating a power distribution command and sending it to the vehicle controller based on the collected train status information, power battery system, and fuel cell system status information further includes the following step: the energy management controller generates a protection command based on the number of fuel cell subsystems in the fuel cell system and sends it to the vehicle controller; wherein, the multiple fuel cell subsystems are connected in series with the power battery system.

[0043] Furthermore, this embodiment can also achieve energy protection for the train based on the power distribution among different power sources. That is, based on the protection algorithm in the two-layer control architecture of "energy distribution algorithm + protection algorithm", the power is distributed among multiple fuel cell subsystems in the fuel cell system in an average manner, thereby effectively avoiding the technical problem of overcharging and over-discharging of the power battery system.

[0044] Specifically, unlike existing hybrid vehicles, which typically use a combustion engine and an electric motor to power the vehicle separately, this hybrid vehicle's control system automatically switches between the combustion engine and electric motor operating modes, selecting the appropriate power system based on driving needs and vehicle status, thus achieving seamless switching between the two power systems. Figure 2 shows a topology diagram of the energy management system for the energy management method of a hybrid train according to an embodiment of this application. As shown in Figure 2, the energy management system in this embodiment is applied to the train. Considering the specific needs of the train, multiple fuel cells are required to provide power. Multiple fuel cell subsystems in the fuel cell system are connected in parallel, and each of the multiple fuel cell subsystems is connected in series with the power battery system. That is, multiple fuel cell subsystems achieve adaptive charging of the power battery system to ensure that the power battery system can be kept within a certain charge range to the maximum extent. This not only effectively avoids the technical problem of overcharging and over-discharging of the power battery system, but also achieves cost optimization, that is, improving economic efficiency without sacrificing vehicle acceleration performance.

[0045] In implementation, the step of the energy management controller generating protection commands and sending them to the vehicle controller based on the number of fuel cell subsystems in the fuel cell system includes the following steps: determining the number of online fuel cell subsystems to be executed by monitoring the current operating status of each fuel cell subsystem in the fuel cell system; generating protection commands for controlling each online fuel cell subsystem to perform protection operations based on the number of online fuel cell subsystems, and sending them to the vehicle controller.

[0046] In specific implementation, Figure 3 shows a schematic diagram of the logic judgment of the number of online fuel cell subsystems in the energy management system of the energy management method for hybrid trains according to an embodiment of this application. As shown in Figure 3, the energy management system obtains the system status information of multiple fuel cell subsystems in the fuel cell system (e.g., the number of fuel cell subsystems and the current operating status of the fuel cell subsystems). When it is determined that the number of fuel cell subsystems in the fuel cell system is 3, the system status information of each of the 3 fuel cell subsystems is captured, and their current operating status is judged, thereby determining the number of online fuel cell subsystems to be executed with protection instructions. Further, when the number of online fuel cell subsystems to be executed with protection instructions is 3, protection instructions for controlling each online fuel cell subsystem to perform protection operations are generated in an average distribution manner. According to the needs of the actual application scenario, the specific power distribution method is not limited to the average distribution method.

[0047] Specifically, the system status information PCU1_STATE, PCU2_STATE, and PCU3_STATE of the three fuel cell subsystems (corresponding to three sets of fuel cells) is captured respectively. When the PCUn_STATE bit is 9, it indicates that the fuel cell is in an online state. That is, when PCU1_STATE, PCU2_STATE, and PCU3_STATE are 9 and the power required for charging of the power battery system is 'a', power is allocated to each online fuel cell subsystem, and 'a / 3' of the power is provided respectively. Conversely, when the PCUn_STATE bit is not 9, it indicates that the fuel cell is in an offline state, and no power is allocated to the online fuel cell subsystem.

[0048] In practice, the energy management controller sends control commands to the vehicle controller based on the collected train status information and system status information of different power systems. The steps include: the energy management controller collects fuel cell current information or timer status information of each fuel cell subsystem in the fuel cell system through the CAN interface; if the fuel cell current information is less than a set current threshold or the timer status information is greater than a set count, a corresponding protection command for shutting down the fuel cell subsystem is generated and sent to the vehicle controller.

[0049] In practice, when the fuel cell system enters a load reduction and shutdown state, the timer counts according to the set control rate benchmark, and when the timer status information is greater than the set count, a corresponding protection command for shutting down the fuel cell subsystem is generated.

[0050] In specific implementation, Figure 4 shows a schematic diagram of the fuel cell system load reduction and shutdown logic of the energy management system for the energy management method of hybrid trains according to an embodiment of this application. As shown in Figure 4, when the train enters the station and stops without power, a load reduction and shutdown operation is considered for the fuel cell system. That is, energy saving and consumption reduction of the fuel cell system are achieved without affecting the operation of the power battery system. Specifically, the energy management controller pre-calculates the fuel cell current variable (current command) Icmd in the fuel cell system as 20A, and the protection command output by the energy management controller is the power command Pcmd = Icmd * Ufc. In order to cooperate with the shutdown of the fuel cell, the fuel cell is controlled to perform a load reduction operation. When the actual current of the fuel cell is less than 25A, a corresponding fuel cell shutdown protection command is generated, that is, the status word of the fuel cell MD_RUN = 0, indicating that no power is output. In another implementation, when considering performing a load reduction shutdown operation on the fuel cell system, the timer counts based on the control rate of the energy management controller (e.g., a control rate of 100ms). When the acquired timer count is greater than 25s, a corresponding fuel cell shutdown protection command is generated, i.e., the fuel cell status word MD_RUN = 0, indicating that no power is output.

[0051] In practice, the step of the energy management controller sending control commands to the vehicle controller based on the collected train status information and system status information of different power systems includes the following steps: the energy management controller collects the allowable charging and discharging power of the power battery system and the real-time fuel cell power of the fuel cell system through the CAN interface; based on the allowable charging and discharging power of the power battery system and the real-time fuel cell power of the fuel cell system, it generates protection commands to limit the maximum traction and braking values ​​of the power battery system and sends them to the vehicle controller.

[0052] In practice, the energy management controller uses CAN to receive and send data. That is, it receives and sends data at specific time intervals and encoding methods according to the communication protocol. For example, based on the protection algorithm in the two-layer control architecture of "energy allocation algorithm + protection algorithm", it captures the allowable charging and discharging power of the power battery system and the real-time fuel cell power of the fuel cell system from the CAN bus at specific time intervals and encoding methods, and sends protection commands to the vehicle controller to limit the maximum traction and braking values ​​of the power battery system, so as to avoid technical problems such as overcharging and over-discharging of the power battery system.

[0053] In practice, the step of the energy management controller sending control commands to the vehicle controller based on the collected train status information and the system status information of different power systems also includes the following steps: the energy management controller collects the system life information of different power systems through the CAN interface; and determines whether the corresponding power system is in a normal communication state based on the system life information of different power systems.

[0054] In specific implementation, the protection algorithm in the two-layer control architecture of "energy distribution algorithm + protection algorithm" captures and parses the life signals of each power system controller from the CAN bus, and judges the life signals in combination with the characteristics of fuel cell and power battery to determine whether each power system maintains normal communication. For example, in order to detect whether the communication of each power system controller is normal, a signal that changes continuously is usually set. When it does not change, it indicates that there is a communication connection failure.

[0055] As can be seen, based on the protection algorithm in the two-layer control architecture of "energy distribution algorithm + protection algorithm", the energy management controller can perform communication detection, determine the number of fuel cells in operation, and reduce load and shut down the data captured from the CAN network. In addition, it can also realize fault analysis according to the needs of actual application scenarios.

[0056] In step S102, the vehicle controller parses the control command and controls the power system corresponding to the control command to perform power distribution and protection operations.

[0057] In practice, the vehicle controller retrieves and parses power allocation and protection commands sent by the energy management controller from the CAN network via the CAN interface, and then forwards these commands to the corresponding powertrain systems via the CAN interface. All CAN interfaces use shielded twisted-pair cables as the transmission medium and employ a unified protocol for CAN network configuration, including device address, variable configuration, rate configuration, and priority configuration.

[0058] This application uses a specific scenario as an example to describe Embodiment 1 in detail. Specifically, applying an energy management system to an intelligent rail transit vehicle can better establish the physical connection between the power battery and the fuel cell. Furthermore, the energy management system enables more economical power output during vehicle operation, and the energy allocation can better meet the operational requirements of the intelligent rail transit vehicle, thereby effectively reducing energy consumption. In addition, applying the energy management system to the intelligent rail transit vehicle allows the fuel cell to maintain its highest efficiency output, increasing the fuel cell's lifespan and reducing costs.

[0059] Figure 5 is a schematic diagram of the hardware configuration of the energy management system for the energy management method for hybrid trains according to an embodiment of this application. Figure 6 shows a flowchart of the energy management system for the energy management method for hybrid trains according to an embodiment of this application. As shown in Figures 5 and 6, the embodiments of this application are described based on the hardware architecture and software flow of the energy management system. Based on the hardware structure of the energy management system of "energy management controller + vehicle controller", information interaction between various power systems is realized through a data transmission structure and data transmission method to ensure that the vehicle controller has the highest level of control, and a large number of calculations and protections are performed by a separate energy management controller. At the same time, CAN communication is adopted to achieve compatibility with existing systems in the industry and to ensure communication reliability.

[0060] Based on the hardware structure of the energy management system, which consists of an "energy management controller + vehicle controller", the energy management controller collects train status information, power battery system status information, and fuel cell system status information through the CAN interface, and sends all control commands to the vehicle controller through the CAN interface. The vehicle controller has control over all power systems and can directly control all power systems through the CAN interface. On the other hand, based on the software architecture of the energy management system, which consists of an "energy allocation algorithm + protection algorithm", the protection control scheme is implemented by parsing the system status information collected from each power system and following the two-layer control logic of the "energy allocation algorithm + protection algorithm".

[0061] Specifically, based on the software architecture of the energy management system, which consists of an "energy management controller + vehicle controller", the communication parsing algorithm receives, parses, and sends data at specific time intervals and encoding methods according to the communication protocol. The protection algorithm analyzes the life signals of each power system and takes corresponding protection measures based on the characteristics of the fuel cell and the power battery. In order to ensure the power performance of the train and achieve cost optimization, the energy distribution algorithm distributes power among different power sources. The fuel cell system consists of multiple fuel cell subsystems and can distribute power among the multiple fuel cell subsystems in an average manner.

[0062] Specifically, the method flow based on the software architecture of the energy management system, consisting of an "energy management controller + vehicle controller," is as follows: When the energy management controller is powered on, system initialization is performed, with an interrupt set every 10ms. The time interval i iterates from 0 to 9. After confirming normal communication connections by checking the system life signals of each power system, a rising edge instruction is used as a reset signal. When i = 0, data reception begins, including collecting data such as train speed, power requirements of the train auxiliary system, power requirements of the train traction system, maximum output power of the fuel cell, minimum output power of the fuel cell, actual output power of the fuel cell, fuel cell fault level, power battery SOC, power battery voltage, maximum output power of the power battery, and minimum output power of the power battery. When i = 1, train operating status is determined, the number of fuel cells in operation is determined, and fault diagnosis is performed, i.e., preliminary analysis and processing are conducted based on the collected data. When i = 2... When i=6, based on the actual application scenario requirements, it can be used to process information to meet the actual operation needs of the train and generate corresponding control commands so that the vehicle controller can forward them to the corresponding power system. For example, in operation scenarios such as train acceleration and deceleration, and auxiliary power supply, specific details are not provided here. When i=7, power allocation is performed. Based on the power requirements of the train traction system or the train auxiliary system, as well as the SOC of the power battery from the power battery system, the power to be charged by the fuel cell system to the power battery system is calculated, thereby realizing the adaptive charging operation of the fuel cell system to the power battery system and ensuring the train's power performance. When i=8, load reduction and shutdown judgment is performed. Based on the current operating state of the train, such as when entering the station and stopping without power, the load reduction and shutdown operation of the fuel cell system is considered. When i=9, data transmission is performed. The calculated power allocation commands, protection commands, etc. are sent to the corresponding power system.

[0063] By applying the method provided in this embodiment, a system-level hydrogen fuel energy management scheme from hardware configuration to software control architecture is provided, as well as a protection control scheme implemented by a two-layer control logic of "energy allocation algorithm + protection algorithm". That is, the protection algorithm in the energy management controller can perform communication detection, determine the number of fuel cells in operation, reduce load and shut down, and analyze faults based on the data captured from the CAN network. The energy allocation algorithm performs power allocation between fuel cells and power batteries based on the real-time operation characteristics of the train. For multiple fuel cell subsystems, power allocation needs to be performed again within them. Thus, it can play a positive role in the physical connection, data communication, protection strategy and power allocation of the hydrogen fuel hybrid train power system.

[0064] Based on the same concept, this application also provides an energy management device for hybrid trains. Since the principle of these devices in solving the problem is similar to that of the energy management method for hybrid trains, the implementation of these devices can refer to the implementation of the method, and the repeated parts will not be described again.

[0065] Figure 7 is a structural schematic diagram of an energy management device for a hybrid train according to an embodiment of this application. As shown in Figure 7, the energy management device for a hybrid train according to an embodiment of this application includes:

[0066] The data acquisition module 701 is used by the energy management controller to send control commands to the vehicle controller based on the acquired train status information and system status information of different power systems.

[0067] The parsing module 702 is used by the vehicle controller to control the power system corresponding to the control command to perform power distribution operations and protection operations by parsing the control command.

[0068] In implementation, the different power systems include a power battery system and a fuel cell system. The data acquisition module 701 specifically includes:

[0069] The first acquisition unit is used by the energy management controller to acquire train status information, power battery system and fuel cell system status information through the CAN interface.

[0070] The first generation unit is used to generate power distribution instructions and send them to the vehicle controller based on the collected train status information, power battery system and fuel cell system status information.

[0071] In implementation, the first generation unit specifically includes:

[0072] Based on the collected train status information, the real-time charging status of the power battery system, and the real-time fuel cell power of the fuel cell system, a power allocation command for controlling the fuel cell system to perform charging operations on the power battery system is generated and sent to the vehicle controller.

[0073] In implementation, the fuel cell system includes multiple fuel cell subsystems, and the data acquisition module 701 specifically includes:

[0074] The second generation unit is used by the energy management controller to generate protection commands based on the number of fuel cell subsystems in the fuel cell system and send them to the vehicle controller.

[0075] The fuel cell subsystems are connected in series with the power battery system.

[0076] In implementation, the second generation unit specifically includes:

[0077] By monitoring the current operating status of each fuel cell subsystem in the fuel cell system, the number of online fuel cell subsystems to be executed by the protection command is determined.

[0078] Based on the number of online fuel cell subsystems, protection commands are generated to control each online fuel cell subsystem to perform protection operations, and then sent to the vehicle controller.

[0079] During implementation, the data acquisition module 701 specifically includes:

[0080] The third acquisition unit is used by the energy management controller to acquire fuel cell current information or timer status information of each fuel cell subsystem in the fuel cell system through the CAN interface.

[0081] The third generation unit is used to generate a corresponding protection command to shut down the fuel cell subsystem and send it to the vehicle controller if the fuel cell current information is less than a set current threshold or the timer status information is greater than a set count.

[0082] In practice, when the fuel cell system enters a load reduction and shutdown state, the timer counts according to the set control rate benchmark, and when the timer status information is greater than the set count, a corresponding protection command for shutting down the fuel cell subsystem is generated.

[0083] During implementation, the data acquisition module 701 specifically includes:

[0084] The fourth acquisition unit is used by the energy management controller to acquire the allowable charge and discharge power of the power battery system and the real-time fuel cell power of the fuel cell system through the CAN interface.

[0085] The fourth generation unit is used to generate protection commands for limiting the maximum traction and braking values ​​of the power battery system based on the allowable charge and discharge power of the power battery system and the real-time fuel cell power of the fuel cell system, and send them to the vehicle controller.

[0086] During implementation, the data acquisition module 701 specifically includes:

[0087] The fourth acquisition unit is used by the energy management controller to acquire system life information of different power systems through the CAN interface.

[0088] The determination unit is used to determine whether the corresponding power system is in a normal communication state based on the system life information of different power systems.

[0089] Based on the same inventive concept, this application also provides an energy management system for hybrid trains. Since the principle of these devices in solving the problem is similar to that of the energy management method and the energy management device for hybrid trains, the implementation of these devices can refer to the implementation of the method, and the repeated parts will not be described again.

[0090] The energy management system for hybrid trains may include:

[0091] One or more processors;

[0092] Storage device for storing one or more programs;

[0093] When the one or more programs are executed by the one or more processors, the one or more processors implement the energy management method for hybrid trains as described above.

[0094] For ease of description, the various parts of the device described above are divided into modules or units according to their functions. Of course, in implementing this application, the functions of each module or unit can be implemented in one or more software or hardware components.

[0095] In the description of this application, it should be understood that the terms "front", "rear", "head", "tail", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0096] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0097] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," etc., should be interpreted broadly; taking connection as an example, it can be a direct connection or an indirect connection through an intermediate medium, and can be the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0098] Although some optional embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make further changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including some optional embodiments as well as all changes and modifications falling within the scope of this application.

[0099] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. An energy management method for hybrid trains, characterized in that, include: The energy management controller sends control commands to the vehicle controller based on the collected train status information and the system status information of different power systems. The vehicle controller parses the control commands and controls the power system corresponding to the control commands to perform power distribution operations and protection operations.

2. The method according to claim 1, characterized in that, The different power systems include a power battery system and a fuel cell system. The step of the energy management controller sending control commands to the vehicle controller based on the collected train status information and the system status information of the different power systems includes the following steps: The energy management controller collects train status information, power battery system and fuel cell system status information through the CAN interface; Based on the collected train status information, power battery system and fuel cell system status information, power distribution instructions are generated and sent to the vehicle controller.

3. The method according to claim 2, characterized in that, The steps for generating power distribution commands and sending them to the vehicle controller based on the collected train status information, power battery system, and fuel cell system status information include the following steps: Based on the collected train status information, the real-time charging status of the power battery system, and the real-time fuel cell power of the fuel cell system, a power allocation command for controlling the fuel cell system to perform charging operations on the power battery system is generated and sent to the vehicle controller.

4. The method according to claim 2 or 3, characterized in that, The fuel cell system includes multiple fuel cell subsystems. The step of generating a power distribution command and sending it to the vehicle controller based on the collected train status information, power battery system, and fuel cell system status information further includes the following steps: The energy management controller generates protection commands based on the number of fuel cell subsystems in the fuel cell system and sends them to the vehicle controller. The fuel cell subsystems are connected in series with the power battery system.

5. The method according to claim 4, characterized in that, The step of the energy management controller generating a protection command and sending it to the vehicle controller based on the number of fuel cell subsystems in the fuel cell system includes the following steps: By monitoring the current operating status of each fuel cell subsystem in the fuel cell system, the number of online fuel cell subsystems to be executed by the protection command is determined. Based on the number of online fuel cell subsystems, protection commands are generated to control each online fuel cell subsystem to perform protection operations, and then sent to the vehicle controller.

6. The method according to claim 1, characterized in that, The steps by which the energy management controller sends control commands to the vehicle controller based on the collected train status information and system status information of different power systems include the following steps: The energy management controller collects fuel cell current information or timer status information of each fuel cell subsystem in the fuel cell system via a CAN interface. If the fuel cell current information is less than the set current threshold or the timer status information is greater than the set count, a corresponding protection command to shut down the fuel cell subsystem is generated and sent to the vehicle controller.

7. The method according to claim 6, characterized in that, When the fuel cell system enters the load reduction and shutdown state, the timer counts according to the set control rate benchmark, and when the timer status information is greater than the set count, a corresponding protection command for shutting down the fuel cell subsystem is generated.

8. The method according to claim 1, characterized in that, The steps by which the energy management controller sends control commands to the vehicle controller based on the collected train status information and system status information of different power systems include the following steps: The energy management controller acquires the allowable charge and discharge power of the power battery system and the real-time fuel cell power of the fuel cell system through the CAN interface; Based on the permissible charge and discharge power of the power battery system and the real-time fuel cell power of the fuel cell system, a protection index is generated to limit the maximum traction and braking values ​​of the power battery system. The command is then sent to the vehicle controller.

9. The method according to claim 1, characterized in that, The step of the energy management controller sending control commands to the vehicle controller based on the collected train status information and system status information of different power systems also includes the following steps: The energy management controller collects system life information of different power systems via a CAN interface; Based on the system life information of different power systems, determine whether the corresponding power system is in a normal communication state.

10. An energy management device for hybrid trains, characterized in that, include: The data acquisition module is used by the energy management controller to send control commands to the vehicle controller based on the acquired train status information and system status information of different power systems. The parsing module is used by the vehicle controller to parse the control commands and control the power system corresponding to the control commands to perform power distribution operations and protection operations.

11. An energy management system for hybrid trains, characterized in that, Also includes: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the energy management method for hybrid trains as described in any one of claims 1 to 9.

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