WO2024109316A1 - Control method and circuit based on digital rail vehicle hybrid power system - Google Patents
Control method and circuit based on digital rail vehicle hybrid power system Download PDFInfo
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- WO2024109316A1 WO2024109316A1 PCT/CN2023/120985 CN2023120985W WO2024109316A1 WO 2024109316 A1 WO2024109316 A1 WO 2024109316A1 CN 2023120985 W CN2023120985 W CN 2023120985W WO 2024109316 A1 WO2024109316 A1 WO 2024109316A1
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- 238000000034 method Methods 0.000 title claims abstract description 18
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 125
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 125
- 239000001257 hydrogen Substances 0.000 claims abstract description 125
- 238000004146 energy storage Methods 0.000 claims abstract description 59
- 239000003990 capacitor Substances 0.000 claims abstract description 13
- 230000004913 activation Effects 0.000 claims abstract description 5
- 238000004891 communication Methods 0.000 claims abstract description 5
- 230000008859 change Effects 0.000 claims description 2
- 238000010276 construction Methods 0.000 abstract description 7
- 230000000694 effects Effects 0.000 abstract description 2
- 230000003213 activating effect Effects 0.000 abstract 1
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000010926 purge Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 1
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 1
- 101100233916 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) KAR5 gene Proteins 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
Definitions
- the present invention relates to the technical field of vehicle hybrid power control, and in particular to a control method and a control circuit based on a digital-rail vehicle hybrid power system.
- the power source of existing rail transit vehicles comes from the overhead line or on-board energy storage batteries.
- all power comes from the substation, which can provide continuous power supply for the vehicle when the substation is out of service without any fault; the on-board energy storage power supply system needs to be supplemented with electricity at the starting station or when stopping at a station.
- the present invention provides a control method and a control circuit based on a digital-rail vehicle hybrid power system.
- the present invention adopts the following technical solution: a control method based on a digital-rail vehicle hybrid system,
- the network control unit activates the hydrogen power system enable signal, and the vehicle enters the hybrid mode.
- the hydrogen power system enters the idle mode from the standby state, and the power increases at a certain slope and stabilizes at a set fixed value.
- the energy storage battery system In hybrid mode, when the vehicle is in traction mode, the energy storage battery system provides energy output.
- the hydrogen power system provides endurance for the vehicle; when the vehicle is in a braking state, the energy storage battery system absorbs the electric braking energy and the energy output by the hydrogen power system;
- the network control unit activates the hydrogen power system input command reset signal, and the vehicle enters the capacitor power supply mode, and the energy storage battery system provides energy output;
- the capacitor cut-off button When the energy storage battery system is under high voltage, the capacitor cut-off button is pressed in the driver's cab, and the network control unit collects the command issued by the capacitor cut-off button and activates the hydrogen power system input command reset signal; then, after the hydrogen power system feedback indicates that the status of the hydrogen power system is standby or shutdown, the network control unit outputs a capacitor cut-off pulse signal, and the entire vehicle enters a high-voltage cut-off state.
- the energy storage battery system is not controlled by the network control unit when it is put into high voltage, but only accepts hard-line control instructions; the energy storage battery system is not affected by the network control unit and the hydrogen power system when it cuts off power supply, but only accepts hard-line control instructions.
- the network control unit stops sending the input enable signal to the hydrogen power system, and the hydrogen power system does not work.
- the power output of the hydrogen power system is adjusted according to the real-time SOC value of the energy storage battery system and the traction bus voltage;
- the network control unit allocates power demand according to the real-time SOC value interval sent by the energy storage battery system; when the hydrogen power system receives the power request value, it rises at a fixed slope and outputs the requested power; the output power value of the hydrogen power system remains unchanged from the time it rises to the requested power value to a certain time T1, and does not respond to changes in the real-time SOC value of the energy storage battery system until the hydrogen power system outputs for T1 time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system again;
- the network control unit sends a shutdown command to the hydrogen power system, and the hydrogen stack of the hydrogen power system enters a shutdown state; the hydrogen power system does not respond to the network control unit's request to start the hydrogen power system within a certain period of time T2 after the shutdown, until the hydrogen power system starts to respond to the power request of the network control unit after the accumulated time T2.
- the hydrogen power system detects the traction bus voltage; when the hydrogen power system detects that the traction bus voltage is lower than 680V, it outputs at a fixed power; when the hydrogen power system detects that the traction bus voltage is in the interval of 690V-820V, the hydrogen power system stops; when the hydrogen power system detects that the traction bus voltage is in the interval of 680V-690V, it keeps the current state unchanged; the output power value of the hydrogen power system remains unchanged for a certain time T3 from the time it rises to the requested power value, and does not respond to changes in the bus 690V voltage until the hydrogen power system output continues for T3 time and then responds to the power demand corresponding to the traction bus voltage again.
- a control circuit based on a hybrid power system of a digital rail vehicle, a network control unit and a hydrogen power system are electrically connected Energy storage battery system, the network control unit is also connected to a network input and output unit; a hydrogen power control circuit breaker is connected in series between the hydrogen power system and the power supply; the power supply is also electrically connected to a hybrid switch control circuit breaker, and the hybrid switch control circuit breaker is connected to a hybrid switch; the hybrid switch has two pairs of contacts, the first pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit, respectively, and the second pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit, respectively.
- the vehicle is equipped with a large-capacity on-board energy storage battery and hydrogen energy as the vehicle's power source, realizing hybrid power supply, eliminating the construction of power supply and civil engineering along the line, with the technical effect of low cost and short cycle, which is fully suitable for the operation of existing urban roads and improves the economic and social benefits of vehicles;
- the state quantity acquisition is completed in the network control mode, and the control and power distribution control are completed with each subsystem, which can realize the hybrid operation of the vehicle or pure electric operation under special working conditions.
- the hybrid control method is simple, the power control method has good real-time performance, and is suitable for the working conditions of frequent traction electric braking of multi-rail vehicles;
- FIG1 is a schematic diagram of a control circuit of a hybrid power system based on a digital-rail vehicle according to the present invention (hybrid position).
- FIG. 2 is a state diagram of a control circuit when the hybrid switch is in the electric position in the present invention.
- FIG3 is a state diagram of a control circuit when the hybrid switch is in an emergency stop position in the present invention.
- a control method based on a hybrid power system of a digital rail vehicle includes a network control unit VCU, a hydrogen power system FCU, an energy storage battery system BAT, a hybrid switch HYMS, a driver's cab activation relay and a traction bus.
- the hybrid switch HYMS has a hybrid position, an electric position and an emergency stop position;
- the activation relay in the driver's cab is activated, the high voltage of the energy storage battery system BAT is ready, the hydrogen power system FCU is communicating normally and in standby mode, and the hybrid switch HYMS is in the hybrid position, the network control unit VCU activates the hydrogen power system FCU input enable signal, and the vehicle enters the hybrid mode.
- the hydrogen power system FCU enters the idle mode from the standby state, and the power increases at a certain slope and stabilizes at a set fixed value.
- the slope range is 10kW-15kW/s;
- the energy storage battery system BAT In hybrid mode, when the vehicle is in traction, the energy storage battery system BAT provides energy output, and the hydrogen power system FCU provides endurance for the vehicle; when the vehicle is in braking, the energy storage battery system BAT absorbs electric braking energy and energy output by the hydrogen power system FCU;
- the network control unit VCU activates the hydrogen power system FCU input command reset signal, the vehicle enters the capacitor power supply mode, and the energy storage battery system BAT provides energy output;
- the capacitor cut-off button When the energy storage battery system BAT is under high voltage, the capacitor cut-off button is pressed in the driver's cab, and the network control unit VCU collects the command issued by the capacitor cut-off button and activates the hydrogen power system FCU input command reset signal; then, after the hydrogen power system FCU feedbacks that the status of the hydrogen power system FCU is standby or shutdown, the network control unit VCU outputs a capacitor cut-off pulse signal, and the whole vehicle enters the high-voltage cut-off state.
- the high voltage input of the energy storage battery system BAT is not controlled by the network control unit VCU, and only accepts hard-line control instructions; the power supply cut-off of the energy storage battery system BAT is not affected by the network control unit VCU and the hydrogen power system FCU, and only accepts hard-line control instructions.
- the network control unit VCU stops sending the input enable signal to the hydrogen power system FCU, and the hydrogen power system FCU does not work.
- the power output of the hydrogen power system FCU is adjusted according to the real-time SOC value of the energy storage battery system BAT and the traction bus voltage. To ensure continuous mileage, the hydrogen power system FCU continuously maintains the energy storage battery system BAT power, which specifically includes the following steps:
- the network control unit VCU allocates power demand according to the real-time power SOC value interval sent by the energy storage battery system BAT.
- the hydrogen power system FCU receives the power request value, it rises at a fixed slope and outputs the requested power.
- the real-time power SOC value is lower than 85%
- the hydrogen power system FCU allocates power.
- the SOC value takes 5%-10% as an interval, and divides 0%-85% into several capacity intervals.
- the hydrogen power system outputs the required power in the corresponding interval according to the SOC value.
- the SOC value is lower than 40%, the hydrogen power system outputs the maximum power.
- the corresponding power value is output according to the agreed interval, and the SOC value-power corresponding interval can be adjusted according to the actual situation; the output power value of the hydrogen power system FCU remains unchanged from the time it rises to the requested power value to a certain time T1 (3 minutes in this embodiment), and does not respond to the real-time power SOC value change of the energy storage battery system BAT until the hydrogen power system FCU output continues for a certain period of time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system BAT again, until the SOC value remains unchanged within the range of 70%-85%, and the hydrogen power system The system enters idle mode and outputs 10kW at minimum power;
- the network control unit VCU sends a shutdown command to the hydrogen power system FCU, and the hydrogen stack of the hydrogen power system FCU enters a shutdown state; the hydrogen power system FCU does not respond to the network control unit VCU's request to start the hydrogen power system FCU within a certain time T2 (3 minutes in this embodiment) after the hydrogen power system FCU is shut down, until the hydrogen power system FCU starts to respond to the power request of the network control unit VCU after the accumulated time T2;
- the hydrogen power system FCU detects the traction bus voltage; when the hydrogen power system FCU detects that the traction bus voltage is in the interval below 680V, it outputs at a fixed power; when the hydrogen power system FCU detects that the traction bus voltage is in the interval of 690V-820V, the hydrogen power system FCU stops; when the hydrogen power system detects that the traction bus voltage is in the interval of 680V-690V, it maintains the current state unchanged.
- the hydrogen power system FCU Prevent the hydrogen power system FCU from continuously working to charge the energy storage battery system BAT, causing the traction bus voltage to be too high and damaging system components.
- the output power value of the hydrogen power system remains unchanged from the time it rises to the requested power value to a certain time T3 (3 minutes in this embodiment), and does not respond to changes in the bus voltage of 690V until the hydrogen power system output continues for T3 time and responds to the power demand corresponding to the traction bus voltage again.
- FIG. 1 to FIG. 3 a control circuit based on a hybrid system of a digital-rail vehicle is shown.
- a is a DC24V power supply bus
- b is an electric mode train line
- b is an emergency stop mode train line.
- the network control unit VCU and the hydrogen power system FCU are electrically connected to the energy storage battery system BAT respectively, and the network control unit VCU is also connected to a network input and output unit.
- a hydrogen power control circuit breaker is connected in series between the hydrogen power system FCU and the power supply.
- the power supply is also electrically connected to the hybrid switch HYMS control circuit breaker, and the hybrid switch HYMS control circuit breaker is connected to the hybrid switch HYMS; the hybrid switch HYMS has two pairs of contacts, the first pair of contacts of the hybrid switch HYMS are electrically connected to the hydrogen power system FCU and the network input and output unit, and the second pair of contacts of the hybrid switch HYMS are electrically connected to the hydrogen power system FCU and the network input and output unit.
- the network control unit VCU cancels the hydrogen power system enable, disconnects all output contactors of the hydrogen power system, and immediately shuts down for protection.
- the network control unit VCU When the vehicle energy storage battery system BAT needs to cut off the high voltage and exit the working mode, the network control unit VCU will forward the request to the hydrogen power system after receiving the exit command request.
- the hydrogen power system enters the shutdown purge mode, and feedbacks the shutdown status after the purge is completed.
- the network control unit VCU sends a shutdown command to the energy storage battery system.
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Abstract
A control method based on a digital rail vehicle hybrid power system. The method comprises: when four conditions are all met, i.e. a cab activation relay is activated, a high voltage of an energy storage battery system is ready, a hydrogen-powered system is in normal communication and is standby, and a hybrid power switch is at a hybrid power position, a network control unit activating an input enabling signal of the hydrogen-powered system, and a vehicle entering a hybrid power mode; when the vehicle is in a traction state, the energy storage battery system providing an energy output, and the hydrogen-powered system providing vehicle endurance mileage; when the vehicle is in a braking state, the energy storage battery system absorbing electric braking energy and energy which is output by the hydrogen-powered system; when the hybrid power switch is at an electric-power position, the vehicle entering a capacitor mode, and the energy storage battery system providing an energy output; and when the hybrid power switch is at an emergency stop position, the hydrogen-powered system immediately shutting down. Further provided is a control circuit based on a digital rail vehicle hybrid power system. The digital rail vehicle hybrid power system takes a vehicle-mounted energy storage battery plus hydrogen energy as a power source of a vehicle, such that hybrid power supply is realized, and constructions such as power supply along a line and civil engineering are eliminated, thereby achieving the technical effects of low costs and a short cycle; and state quantity collection is completed in a network vehicle-control mode, such that completion control and power distribution control are realized. The present application is suitable for an operation condition of frequent traction and electric braking of a digital rail vehicle.
Description
本发明涉及车辆混合动力控制技术领域，具体涉及一种基于数轨车辆混合动力***的控制方法和控制电路。The present invention relates to the technical field of vehicle hybrid power control, and in particular to a control method and a control circuit based on a digital-rail vehicle hybrid power system.
钢轮钢轨有轨电车已经历经了100多年的发展，车辆技术经过多次更新换代，目前已发展出多模块铰接、100％低地板、无接触网供电等成熟的技术，能够满足中低运量城市路面轨道交通的运输需要。但近几年钢轮钢轨有轨电车发展遇到了瓶颈，相比于普通公交***的BRT，其虽有载客量大、舒适性高的优点，但确存在建设成本高，建设周期长的缺点，难以适应目前国内城市公共交通建设的需要。因此，如果能够扬长避短，研发一款新型的车辆制式，在大大降低建设成本和周期的情况下保留传统有轨电车的优点，其必然会具有较强的市场竞争力。Steel wheel and steel rail trams have gone through more than 100 years of development. The vehicle technology has been updated many times. At present, mature technologies such as multi-module articulation, 100% low floor, and non-contact network power supply have been developed, which can meet the transportation needs of medium and low-volume urban road rail transit. However, in recent years, the development of steel wheel and steel rail trams has encountered bottlenecks. Compared with the BRT of ordinary public transportation systems, although it has the advantages of large passenger capacity and high comfort, it does have the disadvantages of high construction cost and long construction period, which makes it difficult to adapt to the current needs of domestic urban public transportation construction. Therefore, if we can make the best use of our strengths and avoid our weaknesses, and develop a new vehicle format that retains the advantages of traditional trams while greatly reducing construction costs and periods, it will inevitably have strong market competitiveness.
现有轨道交通车辆动力源来自于接触网或车载储能电池。接触网供电的***，所有电源均来自于变电所，在变电所无故障退出的情况下可为车辆提供持续的电能供应；车载储能供电的***需要在起始站或停站时补充电。The power source of existing rail transit vehicles comes from the overhead line or on-board energy storage batteries. For the overhead line power supply system, all power comes from the substation, which can provide continuous power supply for the vehicle when the substation is out of service without any fault; the on-board energy storage power supply system needs to be supplemented with electricity at the starting station or when stopping at a station.
上述现有技术存在的缺点是：The disadvantages of the above prior art are:
(1)由接触网供电的车辆所需基建及供电成本极高；(1) The infrastructure and power supply costs required for vehicles powered by overhead lines are extremely high;
(2)由车载储能方式供电的车辆受限于车辆安装空间的影响，均需在其中某些站点或起始站设置地面充电装置为电池补充电，影响发车效率且增加土建和供电成本。(2) Vehicles powered by on-board energy storage are limited by the space available for installation. They all need to install ground charging devices at certain stations or starting stations to recharge the batteries, which affects departure efficiency and increases construction and power supply costs.
发明内容Summary of the invention
为解决上述现有技术的不足，本发明提供一种基于数轨车辆混合动力***的控制方法和控制电路。In order to solve the above-mentioned deficiencies in the prior art, the present invention provides a control method and a control circuit based on a digital-rail vehicle hybrid power system.
本发明采用如下技术方案：一种基于数轨车辆混合动力***的控制方法，The present invention adopts the following technical solution: a control method based on a digital-rail vehicle hybrid system,
步骤如下，Proceed as follows,
司机室激活继电器激活、储能电池***高压准备就绪、氢动力***通讯正常且待机、混动开关处于混动位四个条件全部满足时，网络控制单元激活氢动力***投入使能信号，车辆进入混合动力模式，所述氢动力***从待机状态进入怠速模式，功率按照一定斜率上升并稳定在设定的固定值；When the four conditions are met, namely, the activation relay in the driver's cab is activated, the high voltage of the energy storage battery system is ready, the hydrogen power system is communicating normally and in standby mode, and the hybrid switch is in the hybrid position, the network control unit activates the hydrogen power system enable signal, and the vehicle enters the hybrid mode. The hydrogen power system enters the idle mode from the standby state, and the power increases at a certain slope and stabilizes at a set fixed value.
在混合动力模式下，当车辆处于牵引状态时，所述储能电池***提供能量输出，所述
氢动力***为车辆提供续航；当车辆处于制动状态时，所述储能电池***吸收电制动能量和所述氢动力***输出的能量；In hybrid mode, when the vehicle is in traction mode, the energy storage battery system provides energy output. The hydrogen power system provides endurance for the vehicle; when the vehicle is in a braking state, the energy storage battery system absorbs the electric braking energy and the energy output by the hydrogen power system;
当混动开关处于电动位时，网络控制单元激活氢动力***投入指令复位信号，车辆进入电容供电模式，所述储能电池***提供能量输出；When the hybrid switch is in the electric position, the network control unit activates the hydrogen power system input command reset signal, and the vehicle enters the capacitor power supply mode, and the energy storage battery system provides energy output;
当混动开关处于急停位时，所述氢动力***关断；When the hybrid switch is in the emergency stop position, the hydrogen power system is shut down;
当所述储能电池***下高压时，司机室按下电容切除按钮，网络控制单元采集电容切除按钮发出的指令并激活氢动力***投入指令复位信号；然后，待氢动力***反馈氢动力***的状态为待机或停机状态后，网络控制单元输出电容切除脉冲信号，整车进入高压切除状态。When the energy storage battery system is under high voltage, the capacitor cut-off button is pressed in the driver's cab, and the network control unit collects the command issued by the capacitor cut-off button and activates the hydrogen power system input command reset signal; then, after the hydrogen power system feedback indicates that the status of the hydrogen power system is standby or shutdown, the network control unit outputs a capacitor cut-off pulse signal, and the entire vehicle enters a high-voltage cut-off state.
进一步是：所述储能电池***投入高压不受网络控制单元控制，仅接受硬线控制指令；储能电池***切除供电不受网络控制单元、氢动力***的影响，仅接受硬线控制指令。Furthermore, the energy storage battery system is not controlled by the network control unit when it is put into high voltage, but only accepts hard-line control instructions; the energy storage battery system is not affected by the network control unit and the hydrogen power system when it cuts off power supply, but only accepts hard-line control instructions.
当所述车辆网络通讯故障时，车辆进入紧急牵引模式，所述网络控制单元停止向氢动力***发送投入使能信号，氢动力***不工作。When the vehicle network communication fails, the vehicle enters the emergency traction mode, the network control unit stops sending the input enable signal to the hydrogen power system, and the hydrogen power system does not work.
所述氢动力***功率输出根据所述储能电池***的实时电量SOC值和牵引母线电压调节；The power output of the hydrogen power system is adjusted according to the real-time SOC value of the energy storage battery system and the traction bus voltage;
1)氢动力***启动阶段，网络控制单元根据储能电池***发送的实时电量SOC值区间分配功率需求；氢动力***接收到功率请求值时按照固定斜率上升，输出请求功率；氢动力***输出功率值从上升至请求功率值时开始到一定时间T1内维持不变，对储能电池***的实时电量SOC值变化不做响应，直到氢动力***输出持续T1时间后再次响应储能电池***当前SOC值对应的功率需求；1) During the startup phase of the hydrogen power system, the network control unit allocates power demand according to the real-time SOC value interval sent by the energy storage battery system; when the hydrogen power system receives the power request value, it rises at a fixed slope and outputs the requested power; the output power value of the hydrogen power system remains unchanged from the time it rises to the requested power value to a certain time T1, and does not respond to changes in the real-time SOC value of the energy storage battery system until the hydrogen power system outputs for T1 time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system again;
2)所述储能电池***的SOC值高于设定值时，网络控制单元向氢动力***发送关机指令，氢动力***的氢堆进入停机状态；氢动力***停机后一定时间T2内不响应网络控制单元对氢动力***的开机请求，直到累计T2时间后氢动力***开始响应网络控制单元的功率请求。2) When the SOC value of the energy storage battery system is higher than the set value, the network control unit sends a shutdown command to the hydrogen power system, and the hydrogen stack of the hydrogen power system enters a shutdown state; the hydrogen power system does not respond to the network control unit's request to start the hydrogen power system within a certain period of time T2 after the shutdown, until the hydrogen power system starts to respond to the power request of the network control unit after the accumulated time T2.
当所述网络控制单元不能接收到储能电池***发送的实时电量SOC值时，所述氢动力***检测牵引母线电压；当氢动力***检测牵引母线电压低于680V时，按照固定功率输出；当氢动力***检测牵引母线电压位于区间位于690V-820V时，氢动力***停止；当氢动力***检测牵引母线电压位于680V-690V区间时，保持当前状态不变；所述氢动力***输出功率值从上升至请求功率值时开始到一定时间T3内维持不变，对母线690V电压变化不做响应，直到氢动力***输出持续T3时间后再次响应牵引母线电压对应的功率需求。When the network control unit cannot receive the real-time SOC value of the power sent by the energy storage battery system, the hydrogen power system detects the traction bus voltage; when the hydrogen power system detects that the traction bus voltage is lower than 680V, it outputs at a fixed power; when the hydrogen power system detects that the traction bus voltage is in the interval of 690V-820V, the hydrogen power system stops; when the hydrogen power system detects that the traction bus voltage is in the interval of 680V-690V, it keeps the current state unchanged; the output power value of the hydrogen power system remains unchanged for a certain time T3 from the time it rises to the requested power value, and does not respond to changes in the bus 690V voltage until the hydrogen power system output continues for T3 time and then responds to the power demand corresponding to the traction bus voltage again.
一种基于数轨车辆混合动力***的控制电路，网络控制单元和氢动力***分别电连接
储能电池***，网络控制单元还连接有网络输入输出单元；所述氢动力***与电源之间串联有氢动力控制断路器；所述电源还电连接有混动开关控制断路器，混动开关控制断路器连接有混动开关；所述混动开关具有两对触点，混动开关第一对触点分别电连接至氢动力***和网络输入输出单元，混动开关第二对触点分别电连接至氢动力***和网络输入输出单元。A control circuit based on a hybrid power system of a digital rail vehicle, a network control unit and a hydrogen power system are electrically connected Energy storage battery system, the network control unit is also connected to a network input and output unit; a hydrogen power control circuit breaker is connected in series between the hydrogen power system and the power supply; the power supply is also electrically connected to a hybrid switch control circuit breaker, and the hybrid switch control circuit breaker is connected to a hybrid switch; the hybrid switch has two pairs of contacts, the first pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit, respectively, and the second pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit, respectively.
本发明的有益效果在于：The beneficial effects of the present invention are:
在车辆配置大容量车载储能电池加氢能源作为车辆的动力源，实现混合动力供电，取消了沿线供电、土建等施工，具有造价低、周期短的技术效果，完全适用于既有城市道路运营，提高车辆的经济效益和社会效益；The vehicle is equipped with a large-capacity on-board energy storage battery and hydrogen energy as the vehicle's power source, realizing hybrid power supply, eliminating the construction of power supply and civil engineering along the line, with the technical effect of low cost and short cycle, which is fully suitable for the operation of existing urban roads and improves the economic and social benefits of vehicles;
在网络控车模式下完成状态量采集，并与各子***完成控制和功率分配控制，可实现车辆混合动力运行或在特殊工况下纯电运行，该混合动力控制方法简单，功率控制方法实时性好，适合数轨车辆频繁牵引电制动的工况；The state quantity acquisition is completed in the network control mode, and the control and power distribution control are completed with each subsystem, which can realize the hybrid operation of the vehicle or pure electric operation under special working conditions. The hybrid control method is simple, the power control method has good real-time performance, and is suitable for the working conditions of frequent traction electric braking of multi-rail vehicles;
***控制中硬件电路少，控制过程及时可靠，当网络故障时可采用后备的硬线控制方式，能量利用率高。There are fewer hardware circuits in the system control, and the control process is timely and reliable. When the network fails, a backup hard-line control method can be used, and the energy utilization rate is high.
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
图1为本发明一种基于数轨车辆混合动力***的控制电路原理图(混动位)。FIG1 is a schematic diagram of a control circuit of a hybrid power system based on a digital-rail vehicle according to the present invention (hybrid position).
图2为本发明中混动开关处于电动位时的控制电路状态图。FIG. 2 is a state diagram of a control circuit when the hybrid switch is in the electric position in the present invention.
图3为本发明中混动开关处于急停位时的控制电路状态图。FIG3 is a state diagram of a control circuit when the hybrid switch is in an emergency stop position in the present invention.
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
实施例一Embodiment 1
一种基于数轨车辆混合动力***的控制方法，包括网络控制单元VCU、氢动力***FCU、储能电池***BAT、混动开关HYMS、司机室激活继电器和牵引母线。混动开关HYMS具有混动位、电动位和急停位；
A control method based on a hybrid power system of a digital rail vehicle includes a network control unit VCU, a hydrogen power system FCU, an energy storage battery system BAT, a hybrid switch HYMS, a driver's cab activation relay and a traction bus. The hybrid switch HYMS has a hybrid position, an electric position and an emergency stop position;
步骤如下：Proceed as follows:
司机室激活继电器激活、储能电池***BAT高压准备就绪、氢动力***FCU通讯正常且待机、混动开关HYMS处于混动位四个条件全部满足时，网络控制单元VCU激活氢动力***FCU投入使能信号，车辆进入混合动力模式，所述氢动力***FCU从待机状态进入怠速模式，功率按照一定斜率上升并稳定在设定的固定值，该斜率范围为10kW-15kW/s；When the following four conditions are met: the activation relay in the driver's cab is activated, the high voltage of the energy storage battery system BAT is ready, the hydrogen power system FCU is communicating normally and in standby mode, and the hybrid switch HYMS is in the hybrid position, the network control unit VCU activates the hydrogen power system FCU input enable signal, and the vehicle enters the hybrid mode. The hydrogen power system FCU enters the idle mode from the standby state, and the power increases at a certain slope and stabilizes at a set fixed value. The slope range is 10kW-15kW/s;
在混合动力模式下，当车辆处于牵引状态时，所述储能电池***BAT提供能量输出，所述氢动力***FCU为车辆提供续航；当车辆处于制动状态时，所述储能电池***BAT吸收电制动能量和所述氢动力***FCU输出的能量；In hybrid mode, when the vehicle is in traction, the energy storage battery system BAT provides energy output, and the hydrogen power system FCU provides endurance for the vehicle; when the vehicle is in braking, the energy storage battery system BAT absorbs electric braking energy and energy output by the hydrogen power system FCU;
当混动开关HYMS处于电动位时，网络控制单元VCU激活氢动力***FCU投入指令复位信号，车辆进入电容供电模式，所述储能电池***BAT提供能量输出；When the hybrid switch HYMS is in the electric position, the network control unit VCU activates the hydrogen power system FCU input command reset signal, the vehicle enters the capacitor power supply mode, and the energy storage battery system BAT provides energy output;
当混动开关HYMS处于急停位时，所述氢动力***FCU关断；When the hybrid switch HYMS is in the emergency stop position, the hydrogen power system FCU is shut down;
当所述储能电池***BAT下高压时，司机室按下电容切除按钮，网络控制单元VCU采集电容切除按钮发出的指令并激活氢动力***FCU投入指令复位信号；然后，待氢动力***FCU反馈氢动力***FCU的状态为待机或停机状态后，网络控制单元VCU输出电容切除脉冲信号，整车进入高压切除状态。When the energy storage battery system BAT is under high voltage, the capacitor cut-off button is pressed in the driver's cab, and the network control unit VCU collects the command issued by the capacitor cut-off button and activates the hydrogen power system FCU input command reset signal; then, after the hydrogen power system FCU feedbacks that the status of the hydrogen power system FCU is standby or shutdown, the network control unit VCU outputs a capacitor cut-off pulse signal, and the whole vehicle enters the high-voltage cut-off state.
优选的：本实施例中储能电池***BAT投入高压不受网络控制单元VCU控制，仅接受硬线控制指令；储能电池***BAT切除供电不受网络控制单元VCU、氢动力***FCU的影响，仅接受硬线控制指令。Preferably: in this embodiment, the high voltage input of the energy storage battery system BAT is not controlled by the network control unit VCU, and only accepts hard-line control instructions; the power supply cut-off of the energy storage battery system BAT is not affected by the network control unit VCU and the hydrogen power system FCU, and only accepts hard-line control instructions.
优选的：本实施例中，当车辆网络通讯故障时，车辆进入紧急牵引模式，网络控制单元VCU停止向氢动力***FCU发送投入使能信号，氢动力***FCU不工作。Preferably: in this embodiment, when the vehicle network communication fails, the vehicle enters the emergency traction mode, the network control unit VCU stops sending the input enable signal to the hydrogen power system FCU, and the hydrogen power system FCU does not work.
氢动力***FCU功率输出根据储能电池***BAT的实时电量SOC值和牵引母线电压调节。为保持续航里程，氢动力***FCU持续维持储能电池***BAT电量，具体包括如下步骤：The power output of the hydrogen power system FCU is adjusted according to the real-time SOC value of the energy storage battery system BAT and the traction bus voltage. To ensure continuous mileage, the hydrogen power system FCU continuously maintains the energy storage battery system BAT power, which specifically includes the following steps:
1)氢动力***FCU启动阶段，网络控制单元VCU根据储能电池***BAT发送的实时电量SOC值区间分配功率需求，氢动力***FCU接收到功率请求值时按照固定斜率上升，输出请求功率；具体的：实时电量SOC值低于85％时对氢动力***FCU分配功率，SOC值以5％-10％作为一个区间，将0％-85％划分为几个容量区间，氢动力***根据SOC值输出相应区间需求功率，SOC值低于40％时氢动力***输出最大功率，SOC值升高过程中，根据约定好的区间输出相应功率值，所述SOC值-功率对应区间可根据实际情况调整；氢动力***FCU输出功率值从上升至请求功率值时开始到一定时间T1(本实施例为3min)内维持不变，对储能电池***BAT的实时电量SOC值变化不做响应，直到氢动力***FCU输出持续一定时间后再次响应储能电池***BAT当前SOC值对应的功率需求，直到SOC值达到70％-85％范围内保持不变，氢动力系
统进入怠速模式，以最小功率输出10kW；1) During the startup phase of the hydrogen power system FCU, the network control unit VCU allocates power demand according to the real-time power SOC value interval sent by the energy storage battery system BAT. When the hydrogen power system FCU receives the power request value, it rises at a fixed slope and outputs the requested power. Specifically: when the real-time power SOC value is lower than 85%, the hydrogen power system FCU allocates power. The SOC value takes 5%-10% as an interval, and divides 0%-85% into several capacity intervals. The hydrogen power system outputs the required power in the corresponding interval according to the SOC value. When the SOC value is lower than 40%, the hydrogen power system outputs the maximum power. During the increase of SOC value, the corresponding power value is output according to the agreed interval, and the SOC value-power corresponding interval can be adjusted according to the actual situation; the output power value of the hydrogen power system FCU remains unchanged from the time it rises to the requested power value to a certain time T1 (3 minutes in this embodiment), and does not respond to the real-time power SOC value change of the energy storage battery system BAT until the hydrogen power system FCU output continues for a certain period of time and then responds to the power demand corresponding to the current SOC value of the energy storage battery system BAT again, until the SOC value remains unchanged within the range of 70%-85%, and the hydrogen power system The system enters idle mode and outputs 10kW at minimum power;
2)为保证储能电池***BAT在电制动时有足够的容量，储能电池***BAT的SOC值高于设定值85％时，网络控制单元VCU向氢动力***FCU发送关机指令，氢动力***FCU的氢堆进入停机状态；氢动力***FCU停机后一定时间T2(本实施例为3min)内不响应网络控制单元VCU对氢动力***FCU的开机请求，直到累计时间T2后氢动力***FCU开始响应网络控制单元VCU的功率请求；2) To ensure that the energy storage battery system BAT has sufficient capacity during electric braking, when the SOC value of the energy storage battery system BAT is higher than the set value of 85%, the network control unit VCU sends a shutdown command to the hydrogen power system FCU, and the hydrogen stack of the hydrogen power system FCU enters a shutdown state; the hydrogen power system FCU does not respond to the network control unit VCU's request to start the hydrogen power system FCU within a certain time T2 (3 minutes in this embodiment) after the hydrogen power system FCU is shut down, until the hydrogen power system FCU starts to respond to the power request of the network control unit VCU after the accumulated time T2;
3)当储能电池***BAT与网络控制单元VCU通讯故障，导致网络控制单元VCU不能接收到储能电池***BAT发送的实时电量SOC值时，氢动力***FCU检测牵引母线电压；当氢动力***FCU检测牵引母线电压位于区间低于680V时，按照固定功率输出；当氢动力***FCU检测牵引母线电压位于区间690V-820V时，氢动力***FCU停止；当氢动力***检测牵引母线电压位于680V-690V区间时，保持当前状态不变。防止氢动力***FCU持续工作对储能电池***BAT充电引起牵引母线电压过高，损坏***部件。所述氢动力***输出功率值从上升至请求功率值时开始到一定时间T3(本实施例为3min)内维持不变，对母线690V电压变化不做响应，直到氢动力***输出持续T3时间后再次响应牵引母线电压对应的功率需求。3) When the energy storage battery system BAT and the network control unit VCU fail to communicate, resulting in the network control unit VCU being unable to receive the real-time power SOC value sent by the energy storage battery system BAT, the hydrogen power system FCU detects the traction bus voltage; when the hydrogen power system FCU detects that the traction bus voltage is in the interval below 680V, it outputs at a fixed power; when the hydrogen power system FCU detects that the traction bus voltage is in the interval of 690V-820V, the hydrogen power system FCU stops; when the hydrogen power system detects that the traction bus voltage is in the interval of 680V-690V, it maintains the current state unchanged. Prevent the hydrogen power system FCU from continuously working to charge the energy storage battery system BAT, causing the traction bus voltage to be too high and damaging system components. The output power value of the hydrogen power system remains unchanged from the time it rises to the requested power value to a certain time T3 (3 minutes in this embodiment), and does not respond to changes in the bus voltage of 690V until the hydrogen power system output continues for T3 time and responds to the power demand corresponding to the traction bus voltage again.
实施例二Embodiment 2
结合图1至图3所示，一种基于数轨车辆混合动力***的控制电路，In combination with FIG. 1 to FIG. 3, a control circuit based on a hybrid system of a digital-rail vehicle is shown.
图中a为DC24V供电母线，b为电动模式列车线，处为急停模式列车线。网络控制单元VCU和氢动力***FCU分别电连接储能电池***BAT，网络控制单元VCU还连接有网络输入输出单元。氢动力***FCU与电源之间串联有氢动力控制断路器。电源还电连接有混动开关HYMS控制断路器，混动开关HYMS控制断路器连接有混动开关HYMS；混动开关HYMS具有两对触点，混动开关HYMS第一对触点分别电连接至氢动力***FCU和网络输入输出单元，混动开关HYMS第二对触点分别电连接至氢动力***FCU和网络输入输出单元。In the figure, a is a DC24V power supply bus, b is an electric mode train line, and b is an emergency stop mode train line. The network control unit VCU and the hydrogen power system FCU are electrically connected to the energy storage battery system BAT respectively, and the network control unit VCU is also connected to a network input and output unit. A hydrogen power control circuit breaker is connected in series between the hydrogen power system FCU and the power supply. The power supply is also electrically connected to the hybrid switch HYMS control circuit breaker, and the hybrid switch HYMS control circuit breaker is connected to the hybrid switch HYMS; the hybrid switch HYMS has two pairs of contacts, the first pair of contacts of the hybrid switch HYMS are electrically connected to the hydrogen power system FCU and the network input and output unit, and the second pair of contacts of the hybrid switch HYMS are electrically connected to the hydrogen power system FCU and the network input and output unit.
在工作时；While working;
1)结合图1所示，当车辆供电正常，氢动力控制断路器FCUCB和混动开关控制断路器HYCB闭合，混动开关HYMS位于混动位，所有触点不接通；网络输入输出单元RIOM未检测到1-2位电动模式闭合、3-4位混动模式闭合，且储能电池***BAT高压已投入，则网络控制单元VCU接收到上述状态量后输出氢动力***使能指令，氢动力***FCU投入工作；1) As shown in Figure 1, when the vehicle power supply is normal, the hydrogen power control circuit breaker FCUCB and the hybrid switch control circuit breaker HYCB are closed, the hybrid switch HYMS is in the hybrid position, and all contacts are not connected; the network input and output unit RIOM does not detect that the 1-2 electric mode is closed, the 3-4 hybrid mode is closed, and the energy storage battery system BAT high voltage has been put into operation, then the network control unit VCU receives the above state quantity and outputs the hydrogen power system enable instruction, and the hydrogen power system FCU is put into operation;
2)结合图2所示，当检测到混动开关HYMS(3-4)位接通，网络控制单元VCU将氢动力***使能撤销，氢动力***管路吹扫结束后停机，进入纯电续航；2) As shown in FIG. 2 , when it is detected that the hybrid switch HYMS (3-4) is turned on, the network control unit VCU cancels the hydrogen power system enable, and the hydrogen power system stops after the pipeline purge is completed, and enters pure electric cruising;
3)结合图3所示，当检测到混动开关HYMS(1-2)位接通，网络控制单元VCU将氢动力***使能撤销，氢动力***所有输出接触器断开，立即保护性停机。
3) As shown in FIG. 3 , when it is detected that the hybrid switch HYMS (1-2) is turned on, the network control unit VCU cancels the hydrogen power system enable, disconnects all output contactors of the hydrogen power system, and immediately shuts down for protection.
4)整车储能电池***BAT需切除高压退出工作模式时，网络控制单元VCU收到退出指令请求后，将改请求转发氢动力***，氢动力***进入停机吹扫模式，吹扫结束后反馈停机状态，网络控制单元VCU发送储能电池***停机指令。4) When the vehicle energy storage battery system BAT needs to cut off the high voltage and exit the working mode, the network control unit VCU will forward the request to the hydrogen power system after receiving the exit command request. The hydrogen power system enters the shutdown purge mode, and feedbacks the shutdown status after the purge is completed. The network control unit VCU sends a shutdown command to the energy storage battery system.
以上公开的本发明优选实施例只是用于帮助阐述本发明。优选实施例并没有详尽叙述所有的细节，也不限制该发明仅为所述的具体实施方式。显然，根据本说明书的内容，可作很多的修改和变化。本说明书选取并具体描述这些实施例，是为了更好地解释本发明的原理和实际应用，从而使所属技术领域技术人员能很好地理解和利用本发明。本发明仅受权利要求书及其全部范围和等效物的限制。
The preferred embodiments of the present invention disclosed above are only used to help illustrate the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.
Claims (6)
- 一种基于数轨车辆混合动力***的控制方法，A control method based on a hybrid power system of a digital-rail vehicle,其特征在于：Features:步骤如下，Proceed as follows,司机室激活继电器激活、储能电池***高压准备就绪、氢动力***通讯正常且待机、混动开关处于混动位四个条件全部满足时，网络控制单元激活氢动力***投入使能信号，车辆进入混合动力模式，所述氢动力***从待机状态进入怠速模式，输出功率按照一定斜率上升并稳定在设定的固定值；When the four conditions that the driver's cab activation relay is activated, the energy storage battery system is high voltage ready, the hydrogen power system communication is normal and in standby mode, and the hybrid switch is in the hybrid position are all met, the network control unit activates the hydrogen power system input enable signal, and the vehicle enters the hybrid mode. The hydrogen power system enters the idle mode from the standby state, and the output power increases according to a certain slope and stabilizes at a set fixed value;在混合动力模式下，当车辆处于牵引状态时，所述储能电池***提供能量输出，所述氢动力***为车辆提供续航；当车辆处于制动状态时，所述储能电池***吸收电制动能量和所述氢动力***输出的能量；In the hybrid mode, when the vehicle is in a traction state, the energy storage battery system provides energy output, and the hydrogen power system provides endurance for the vehicle; when the vehicle is in a braking state, the energy storage battery system absorbs electric braking energy and energy output by the hydrogen power system;当混动开关处于电动位时，网络控制单元激活氢动力***投入指令复位信号，车辆进入电容供电模式，所述储能电池***提供能量输出；When the hybrid switch is in the electric position, the network control unit activates the hydrogen power system input command reset signal, and the vehicle enters the capacitor power supply mode, and the energy storage battery system provides energy output;当混动开关处于急停位时，所述氢动力***关断；When the hybrid switch is in the emergency stop position, the hydrogen power system is shut down;当所述储能电池***下高压时，司机室按下电容切除按钮，网络控制单元采集电容切除按钮发出的指令并激活氢动力***投入指令复位信号；然后，待氢动力***反馈氢动力***的状态为待机或停机状态后，网络控制单元输出电容切除脉冲信号，整车进入高压切除状态。When the energy storage battery system is under high voltage, the capacitor cut-off button is pressed in the driver's cab, and the network control unit collects the command issued by the capacitor cut-off button and activates the hydrogen power system input command reset signal; then, after the hydrogen power system feedback indicates that the status of the hydrogen power system is standby or shutdown, the network control unit outputs a capacitor cut-off pulse signal, and the entire vehicle enters a high-voltage cut-off state.
- 根据权利要求1所述的一种基于数轨车辆混合动力***的控制方法，其特征在于：所述储能电池***投入高压不受网络控制单元控制，仅接受硬线控制指令；储能电池***切除供电不受网络控制单元、氢动力***的影响，仅接受硬线控制指令。According to a control method based on a hybrid power system of a digital-rail vehicle according to claim 1, it is characterized in that: the energy storage battery system is not controlled by a network control unit when it is put into high voltage, and only accepts hard-line control instructions; the energy storage battery system is not affected by the network control unit and the hydrogen power system when it cuts off power supply, and only accepts hard-line control instructions.
- 根据权利要求1所述的一种基于数轨车辆混合动力***的控制方法，其特征在于：当所述车辆网络通讯故障时，车辆进入紧急牵引模式，所述网络控制单元停止向氢动力***发送投入使能信号，氢动力***不工作。According to a control method based on a hybrid power system of a digital-rail vehicle according to claim 1, it is characterized in that: when the vehicle network communication fails, the vehicle enters an emergency traction mode, the network control unit stops sending an enable signal to the hydrogen power system, and the hydrogen power system does not work.
- 根据权利要求1所述的一种基于数轨车辆混合动力***的控制方法，其特征在于：所述氢动力***功率输出根据所述储能电池***的实时电量SOC值和牵引母线电压调节；According to a control method based on a hybrid power system of a digital-rail vehicle according to claim 1, it is characterized in that: the power output of the hydrogen power system is adjusted according to the real-time SOC value of the energy storage battery system and the traction bus voltage;1)氢动力***启动阶段，网络控制单元根据储能电池***发送的实时电量SOC值区间分配功率需求，氢动力***接收到功率请求值时按照一定斜率上升，输出请求功率；氢动力***输出功率值从上升至请求功率值时开始到一定时间T1内维持不变，对储能电池***的实时电量SOC值变化不做响应，直到氢动力***输出持续一定时间后再次响应储能电池系 统当前SOC值对应的功率需求；1) During the startup phase of the hydrogen power system, the network control unit allocates power demand according to the real-time SOC value interval sent by the energy storage battery system. When the hydrogen power system receives the power request value, it increases at a certain slope and outputs the requested power. The output power value of the hydrogen power system remains unchanged from the time it rises to the requested power value to a certain time T1, and does not respond to the change of the real-time SOC value of the energy storage battery system until the hydrogen power system outputs for a certain period of time and then responds to the energy storage battery system again. The power demand corresponding to the current SOC value;2)所述储能电池***的SOC值高于设定值时，网络控制单元向氢动力***发送关机指令，氢动力***的氢堆进入停机状态；氢动力***停机后一定时间T2内不响应网络控制单元对氢动力***的开机请求，直到累计时间T2后氢动力***开始响应网络控制单元的功率请求。2) When the SOC value of the energy storage battery system is higher than the set value, the network control unit sends a shutdown command to the hydrogen power system, and the hydrogen stack of the hydrogen power system enters a shutdown state; the hydrogen power system does not respond to the network control unit's request to start the hydrogen power system within a certain period of time T2 after shutdown, until the hydrogen power system starts to respond to the power request of the network control unit after the accumulated time T2.
- 根据权利要求4所述的一种基于数轨车辆混合动力***的控制方法，其特征在于：当所述网络控制单元不能接收到储能电池***发送的实时电量SOC值时，所述氢动力***检测牵引母线电压；当氢动力***检测牵引母线电压低于680V时，按照固定功率输出并持续一定时间T2保持不变；当氢动力***检测牵引母线电压位于690V-820V区间时，氢动力***停止工作；当氢动力***检测牵引母线电压位于680V-690V区间时，保持当前状态不变。According to claim 4, a control method based on a hybrid power system of a digital-rail vehicle is characterized in that: when the network control unit cannot receive the real-time power SOC value sent by the energy storage battery system, the hydrogen power system detects the traction bus voltage; when the hydrogen power system detects that the traction bus voltage is lower than 680V, it outputs a fixed power and remains unchanged for a certain period of time T2; when the hydrogen power system detects that the traction bus voltage is in the range of 690V-820V, the hydrogen power system stops working; when the hydrogen power system detects that the traction bus voltage is in the range of 680V-690V, the current state remains unchanged.
- 一种基于数轨车辆混合动力***的控制电路，其特征在于：网络控制单元和氢动力***分别电连接储能电池***，网络控制单元还连接有网络输入输出单元；所述氢动力***与电源之间串联有氢动力控制断路器；所述电源还电连接有混动开关控制断路器，混动开关控制断路器连接有混动开关；所述混动开关具有两对触点，混动开关第一对触点分别电连接至氢动力***和网络输入输出单元，混动开关第二对触点分别电连接至氢动力***和网络输入输出单元。 A control circuit based on a hybrid power system of a digital rail vehicle, characterized in that: a network control unit and a hydrogen power system are electrically connected to an energy storage battery system respectively, and the network control unit is also connected to a network input and output unit; a hydrogen power control circuit breaker is connected in series between the hydrogen power system and a power source; the power source is also electrically connected to a hybrid switch control circuit breaker, and the hybrid switch control circuit breaker is connected to a hybrid switch; the hybrid switch has two pairs of contacts, a first pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit respectively, and a second pair of contacts of the hybrid switch are electrically connected to the hydrogen power system and the network input and output unit respectively.
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