Load translation control method for hybrid diesel locomotive considering diesel engine and gas engine

Abstract

The invention discloses a load translation control method for a hybrid diesel locomotive considering a diesel engine and a gas engine. The method comprises the following steps: in a ground bench test, respectively simulating typical operation conditions of the diesel / gas engine, and determining respective safe power fluctuation intervals; in the running process of the hybrid diesel locomotive, the output power of the diesel / gas engine is dynamically corrected based on the power fluctuation threshold value of the running data; and scene-based multi-energy load translation control is carried out, the scene comprises the dynamic operation characteristics of acceleration and deceleration of the train, and the engine power of the hybrid diesel locomotive is adjusted according to the working mode of the power battery and the power fluctuation difference value, so that the load translation of the hybrid diesel locomotive is met based on the engine power. According to the method, multi-energy cooperative control considering load translation, scientific and controllable threshold value and working condition adaptation is achieved, the comprehensive traction force of the hybrid diesel locomotive is improved, and energy conservation and emission reduction are achieved.

Description

Technical Field

[0001] This invention relates to the field of hybrid internal combustion locomotive control technology, and in particular to a load shifting control method for hybrid internal combustion locomotives that takes into account both diesel and gas engines. Background Technology

[0002] With traditional internal combustion locomotives facing severe energy efficiency and environmental challenges, and with the maturity and development of high-performance energy storage technology, power electronics technology and intelligent control technology, hybrid internal combustion locomotives will gradually replace traditional internal combustion locomotives. Among them, the technology of combining engines and power batteries is the core of improving the overall traction of locomotives and achieving energy conservation and emission reduction.

[0003] The current control strategy for hybrid internal combustion engine vehicles is as follows: in the low lever position, the power battery is the main power source, and in the high lever position, the power battery and engine are used in a mixed output mode. The engine operates at the economical fuel consumption speed, and when the traction power demand is less than the engine's rated power, it begins to charge the power battery.

[0004] High-power hybrid diesel locomotives for mainline lines rely on diesel / gas engine sets and power batteries to provide traction power. However, existing technologies need to be optimized in the following three aspects: the engine power fluctuates greatly, and the power battery charging and discharging power changes significantly, causing large changes in the power of the diesel / gas engine (such as a short-term drop from 2000kW at full load to below 1500kW), which can easily lead to abnormal combustion in the cylinder (detonation, incomplete combustion); in addition, when the locomotive approaches the target speed or the operating conditions change (such as from an uphill to a flat road), the traction demand decreases, and the excess power of the diesel / gas engine cannot be effectively absorbed, which can easily lead to a sudden drop in power. Summary of the Invention

[0005] This invention provides a load shifting control method for hybrid internal combustion locomotives that takes into account both diesel and gas engines, in order to solve the problems of sudden changes in engine power due to power battery fluctuations, lack of scientific setting and dynamic correction of power fluctuation thresholds, and power imbalance during operating condition switching in current hybrid internal combustion locomotives.

[0006] According to one aspect of the present invention, a load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines is provided. The load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines includes:

[0007] During the operation of the hybrid diesel locomotive, the target speed difference of the hybrid diesel locomotive is obtained, and the range of power fluctuation threshold under typical operating conditions is determined by combining ground bench tests. Based on the range of power fluctuation threshold, the power fluctuation difference of the engine is determined.

[0008] The operating mode of the power battery of the hybrid internal combustion engine is determined based on the target speed difference, and the engine power of the hybrid internal combustion engine is adjusted according to the power battery operating mode and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine based on the engine power.

[0009] Optionally, before determining the engine power fluctuation difference based on the range of the power fluctuation threshold, the method further includes:

[0010] The baseline power under typical operating conditions was determined through ground bench tests.

[0011] The power fluctuation difference of the engine is determined according to the range of the power fluctuation threshold, including:

[0012] The power fluctuation difference of the engine is determined based on the range of the base power and the power fluctuation threshold.

[0013] Optional load shifting control methods for hybrid internal combustion locomotives that take into account both diesel and gas engines also include:

[0014] Obtain the engine's exhaust temperature, output voltage and current values, and cylinder vibration frequency;

[0015] If the exhaust temperature is greater than the temperature threshold, and the output voltage and current values ​​are greater than the voltage and current thresholds or the cylinder vibration frequency is greater than the frequency threshold, then the power fluctuation threshold will be corrected.

[0016] Optionally, the operating mode of the hybrid internal combustion engine vehicle's power battery can be determined based on the target speed difference, including:

[0017] If the target speed difference is greater than the set speed threshold, the power battery of the hybrid internal combustion engine vehicle is determined to be in discharge mode.

[0018] If the target speed difference is less than or equal to the set speed threshold, then the power battery working mode of the hybrid internal combustion engine vehicle is determined to be the charging mode.

[0019] Optionally, the engine power of the hybrid internal combustion engine vehicle can be adjusted based on the operating mode of the power battery and the power fluctuation difference, including:

[0020] If the power battery of the hybrid internal combustion engine vehicle is in discharge mode, the total traction demand power and the set engine power are obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the total traction demand power, the set engine power and the power fluctuation difference.

[0021] If the power battery of the hybrid internal combustion engine vehicle is in charging mode, the current traction power demand is obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the difference between the current traction power demand and the power fluctuation.

[0022] Optionally, the engine power of the hybrid internal combustion engine vehicle can be adjusted based on the total traction power demand, the set engine power, and the power fluctuation difference, including:

[0023] The discharge power of the power battery is determined based on the total traction power demand and the set engine power.

[0024] If the power battery discharge power is less than or equal to the power battery limit power, and the total traction demand power is less than or equal to the sum of the set engine power and the power fluctuation difference, then the engine operating power is controlled to be maintained at the set engine power.

[0025] If the power battery discharge power is greater than the power battery limit power, and / or the total traction demand power is greater than the sum of the set engine power and the power fluctuation difference, then the engine operating power is increased to the sum of the set engine power and the power fluctuation difference.

[0026] Optionally, the engine power of the hybrid internal combustion engine vehicle can be adjusted based on the current traction demand power and the power fluctuation difference, including:

[0027] The engine power allocation is determined based on the current traction power demand and the power battery charging power, and the power fluctuation range is determined based on the power fluctuation difference.

[0028] If the allocated engine power is within the power fluctuation range, the allocated engine power will be adjusted, and the engine's operating power will be controlled to maintain the allocated engine power.

[0029] If the allocated engine power is not within the power fluctuation range, then the engine's operating power is controlled to remain within the engine's allowable operating range.

[0030] According to another aspect of the present invention, a load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines is provided. The load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines includes:

[0031] The power fluctuation difference determination module is used to obtain the target speed difference of the hybrid internal combustion locomotive during the operation of the hybrid internal combustion locomotive, and to determine the range of power fluctuation threshold under typical operating conditions by combining ground bench tests, and to determine the power fluctuation difference of the engine according to the range of power fluctuation threshold.

[0032] The hybrid internal combustion engine control module is used to determine the operating mode of the power battery of the hybrid internal combustion engine based on the target speed difference, and adjust the engine power of the hybrid internal combustion engine based on the power battery operating mode and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine based on the engine power.

[0033] According to another aspect of the present invention, a hybrid internal combustion engine vehicle is provided, the hybrid internal combustion engine vehicle comprising:

[0034] At least one processor; and,

[0035] A memory that is communicatively connected to at least one processor; wherein,

[0036] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to execute the load shifting control method for hybrid internal combustion locomotives that accommodates both diesel and gas engines, according to any embodiment of the present invention.

[0037] According to another aspect of the present invention, a computer-readable storage medium is provided, which stores computer instructions for causing a processor to execute and implement the load shifting control method for a hybrid internal combustion locomotive that accommodates both diesel and gas engines, according to any embodiment of the present invention.

[0038] The technical solution of this invention involves acquiring the target speed difference of a hybrid internal combustion engine vehicle during operation, determining the range of power fluctuation thresholds under typical operating conditions through ground bench tests, and determining the engine power fluctuation difference based on the range of power fluctuation thresholds. The operating mode of the hybrid internal combustion engine's power battery is determined based on the target speed difference, and the engine power is adjusted according to the power battery operating mode and the power fluctuation difference to meet the load shifting requirements of the hybrid internal combustion engine. This invention solves the problems of sudden changes in engine power due to power battery fluctuations, lack of scientific setting and dynamic correction of power fluctuation thresholds, and power imbalance during operating condition switching in current hybrid internal combustion engine vehicles. It achieves multi-energy coordinated control that balances load shifting, scientifically controllable thresholds, and operating condition adaptation, thereby improving the overall traction of the hybrid internal combustion engine and achieving energy conservation and emission reduction.

[0039] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1This is a flowchart of a load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines, according to an embodiment of the present invention.

[0042] Figure 2 This is a flowchart of a load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines, according to an embodiment of the present invention.

[0043] Figure 3 This is a schematic diagram of the structure of a load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines, according to an embodiment of the present invention.

[0044] Figure 4 This is a schematic diagram of the structure of a hybrid internal combustion locomotive that implements the load shifting control method for hybrid internal combustion locomotives that takes into account both diesel and gas engines, as described in the embodiments of the present invention. Detailed Implementation

[0045] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0047] Figure 1This invention provides a flowchart of a load shifting control method for a hybrid diesel locomotive that incorporates both diesel and gas engines. This embodiment is applicable to load shifting control of high-power hybrid diesel locomotives on main lines. The load shifting control method can be executed by a load shifting control device for a hybrid diesel locomotive that incorporates both diesel and gas engines. This load shifting control device can be implemented in hardware and / or software and can be configured within the hybrid diesel locomotive. Figure 1 As shown, the load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines includes:

[0048] S110. During the operation of the hybrid diesel locomotive, obtain the target speed difference of the hybrid diesel locomotive, and determine the range of power fluctuation threshold under typical operating conditions by combining ground bench tests, and determine the power fluctuation difference of the engine according to the range of power fluctuation threshold.

[0049] The target speed difference of the hybrid diesel locomotive is the speed difference between the real-time collected speed and the corresponding target speed during the operation of the hybrid diesel locomotive. It can be calculated by the following formula: Target speed difference ΔV = V0 - Vt, where V0 is the real-time collected speed and Vt is the target speed.

[0050] To achieve a scientific setting of the power fluctuation threshold, ground bench tests were conducted to determine the range of power fluctuation threshold values ​​under typical operating conditions, which will serve as parameters for engine power regulation in hybrid diesel locomotives. Specifically, in the ground bench tests, typical operating conditions of the engines were simulated (for diesel engines in hybrid diesel locomotives, the typical operating condition is 800 rpm / 2000 kW, and for gas engines, it is 1000 rpm / 3000 kW). Furthermore, the in-cylinder combustion pressure, maximum in-cylinder temperature, exhaust temperature, and fuel injection uniformity of the engines were collected in real time using corresponding sensors. Thus, the range of power fluctuation threshold values ​​under their respective typical operating conditions was determined by collecting the in-cylinder combustion pressure, maximum in-cylinder temperature, exhaust temperature, and fuel injection uniformity of both diesel and gas engines in real time.

[0051] Furthermore, when the in-cylinder explosion pressure, maximum in-cylinder temperature, exhaust temperature, and fuel injection uniformity collected in real time all meet the conditions, the range of power fluctuation threshold values ​​under their respective typical operating conditions can be recorded. For example, when the in-cylinder explosion pressure is between 12 MPa and 15 MPa, the maximum in-cylinder temperature is less than or equal to 1800 K, the exhaust temperature is less than or equal to 650 °C, and there is no knocking, the range of power fluctuation threshold values ​​under their respective typical operating conditions can be recorded.

[0052] Based on the above, before determining the power fluctuation difference of the engines according to the range of the power fluctuation threshold, the power fluctuation difference ΔP corresponding to the diesel engine and the gas engine is calculated by ground bench testing under typical operating conditions, with the reference power P1 as the center, according to the corresponding typical operating condition reference power and the range of the power fluctuation threshold A, ΔP=P1×|A|). For example, with a typical operating condition of 800 rpm / 2000kW, under typical operating conditions, the power fluctuation threshold A of the diesel engine is ±10%, and the corresponding power fluctuation difference ΔP of the diesel engine is 200kW. Due to the difference in combustion characteristics, the power fluctuation threshold A of the gas engine is ±9%, and the corresponding power fluctuation difference ΔP of the gas engine is 180kW. Thus, this embodiment can ensure compatibility with both power sources of hybrid internal combustion locomotives.

[0053] Based on the above, during the operation of a hybrid internal combustion engine vehicle, the onboard control system acquires the engine's exhaust temperature, output voltage and current values, and cylinder vibration frequency. Specifically, it collects the exhaust temperature, output voltage and current values, and cylinder vibration frequency for the diesel engine. If the exhaust temperature exceeds a temperature threshold, and the output voltage and current values ​​exceed a voltage and current threshold, or the cylinder vibration frequency exceeds a frequency threshold, then the power fluctuation threshold for the diesel engine is corrected. Similarly, the exhaust temperature, output voltage and current values, and cylinder vibration frequency for the gas engine are collected. If the exhaust temperature exceeds a temperature threshold, and the output voltage and current values ​​exceed a voltage and current threshold, or the cylinder vibration frequency exceeds a frequency threshold, then the power fluctuation threshold for the gas engine is corrected.

[0054] Temperature threshold, voltage and current threshold, and frequency threshold can be selected and set according to the power fluctuation threshold setting requirements. In this embodiment, no special restrictions are placed on the specific values ​​of temperature threshold, voltage and current threshold, and frequency threshold.

[0055] For example, taking a temperature threshold of 650℃, a voltage and current threshold of 5%, and a frequency threshold of 200Hz as examples, if the exhaust temperature is greater than 650℃ and the output voltage and current values ​​are greater than 5% or the cylinder vibration frequency is greater than 200Hz, it can be determined that the power fluctuation threshold is not suitable, and the power fluctuation threshold is further corrected. Specifically, if the diesel engine has abnormal combustion, the power fluctuation threshold is reduced from ±10% to ±9%. If the gas engine has abnormal mechanical load, the power fluctuation difference ΔP is adjusted from 180kW to 160kW.

[0056] Furthermore, the adaptability of the power fluctuation threshold can be verified. After correction, one or two operating condition cycles are continuously monitored. If the above parameters recover to the ideal value and do not affect the traction force, the corrected power fluctuation threshold is determined. Otherwise, the iteration is repeated until the optimal power fluctuation threshold is obtained.

[0057] S120. Determine the operating mode of the power battery of the hybrid internal combustion engine vehicle based on the target speed difference, and adjust the engine power of the hybrid internal combustion engine vehicle based on the operating mode of the power battery and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine vehicle based on the engine power.

[0058] Specifically, if the target speed difference is greater than the set speed threshold, the traction demand increases, and the power battery discharge power needs to be increased. In this case, the power battery working mode of the hybrid internal combustion engine is determined to be the discharge mode. If the power battery working mode of the hybrid internal combustion engine is the discharge mode, the total traction demand power and the set engine power are obtained. The total traction demand power is the traction power that meets the target speed difference requirement. The engine power of the hybrid internal combustion engine is adjusted according to the total traction demand power, the set engine power, and the power fluctuation difference.

[0059] The speed threshold can be selected and set according to the working state of the power battery of the hybrid internal combustion engine vehicle. In this embodiment, no special restrictions are placed on the specific value of the speed threshold.

[0060] Furthermore, the power battery discharge power is determined based on the total traction power demand and the set engine power, specifically: power battery discharge power = total traction power demand - set engine power; based on this, if the power battery discharge power is less than or equal to the power battery limit power, and the total traction power demand is less than or equal to the sum of the set engine power and the power fluctuation difference, then the engine's operating power is controlled to be maintained at the set engine power.

[0061] The power limit of the power battery is the maximum allowable discharge power of the power battery. In this embodiment, no special limit is placed on the specific value of the power limit of the power battery.

[0062] If the power battery discharge power exceeds the power battery limit power, and / or the total traction demand power exceeds the sum of the set engine power and the power fluctuation difference, then the engine operating power is increased to the sum of the set engine power and the power fluctuation difference. That is, if the power battery discharge power continues to increase and the power battery reaches its discharge limit, the engine power is slightly increased to the sum of the set engine power and the power fluctuation difference. If it does not exceed the threshold, the engine power is maintained at the sum of the set engine power and the power fluctuation difference. If it exceeds the threshold, an alarm is triggered and the output is limited.

[0063] Specifically, if the target speed difference is less than or equal to the set speed threshold, the traction demand decreases, and the power battery needs to switch to charging mode. In this case, the power battery working mode of the hybrid internal combustion engine is determined to be charging mode. If the power battery working mode of the hybrid internal combustion engine is charging mode, the current traction demand power is obtained, and the engine power of the hybrid internal combustion engine is adjusted according to the current traction demand power and the power fluctuation difference.

[0064] Furthermore, the allocated engine power is determined based on the current traction demand power and the power battery charging power. Specifically, the allocated engine power Pgenerator = Ptraction demand + Pcharge, where Pcharge is the power battery charging power. The power fluctuation range is determined based on the power fluctuation difference, which is within the range of [Pbase - ΔP, Pbase + ΔP]. Based on this, if the allocated engine power is within the power fluctuation range, the power battery charging power is dynamically adjusted. If the current traction demand power continues to decrease, the power battery charging power is increased synchronously to control the engine's operating power to remain at the allocated engine power. If the current traction demand power does not continue to decrease, the engine's operating power is controlled to remain at the power battery charging power. If the allocated engine power is not within the power fluctuation range, the engine's operating power is controlled to remain within the engine's allowable operating range.

[0065] Based on the above embodiments, the vehicle control system synchronously collects power fluctuation threshold, diesel engine / gas engine parameters, power battery SOC and traction demand every 0.3 seconds, and iteratively optimizes the power allocation strategy to ensure stable engine power, met traction demand and reasonable battery SOC under all operating conditions.

[0066] The technical solution of this invention, during the operation of a hybrid internal combustion engine vehicle, acquires the target speed difference of the hybrid internal combustion engine vehicle and determines the range of power fluctuation thresholds under typical operating conditions based on ground bench tests. The power fluctuation difference of the engine is then determined according to the range of power fluctuation thresholds. The operating mode of the hybrid internal combustion engine vehicle's power battery is determined based on the target speed difference, and the engine power is adjusted according to the power battery operating mode and the power fluctuation difference to meet the load shifting requirements of the hybrid internal combustion engine vehicle. This invention solves the problems of sudden changes in engine power due to power battery fluctuations, the lack of scientific setting and dynamic correction of power fluctuation thresholds, and power imbalance during operating condition switching in current hybrid internal combustion engine vehicles. It achieves multi-energy coordinated control that balances load shifting, scientifically controllable thresholds, and operating condition adaptation, thereby improving the overall traction of the hybrid internal combustion engine vehicle and achieving energy conservation and emission reduction.

[0067] Based on the same inventive concept Figure 2 This is a flowchart illustrating a load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines, provided by an embodiment of the present invention. Based on the previous embodiments, this embodiment determines the range of power fluctuation threshold values ​​through ground bench tests, using this range as a parameter for engine power adjustment in the hybrid internal combustion locomotive. During locomotive operation, the power fluctuation threshold is iteratively corrected through a "monitoring-analysis-correction-verification" cycle. Furthermore, based on a scenario-based multi-energy load shifting control strategy considering target speed differences and changes in operating conditions, and a comprehensive control closed-loop logic ensuring "stable engine power + satisfied traction demand + reasonable battery SOC" under all operating conditions, this provides an optional implementation method. Figure 2 As shown, the load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines includes:

[0068] S210. Combine ground bench tests to determine the range of power fluctuation threshold values ​​and the reference power under typical operating conditions.

[0069] S220. Determine the engine power fluctuation difference based on the range of the reference power and power fluctuation threshold under typical operating conditions.

[0070] For example, taking a mainline hybrid internal combustion locomotive (equipped with a 600kWh power battery, with optional diesel engine / gas engine, both rated at 3000kW) as an example, in the ground bench test, under the condition of 800 rpm / 2000kW, the power fluctuation threshold of the diesel engine is ±10% (power fluctuation difference ΔP=200kW), and the power fluctuation threshold of the gas engine is ±9% (power fluctuation difference ΔP=180kW).

[0071] Furthermore, if the exhaust temperature of the fuel engine reaches 660℃ during the operation of the hybrid internal combustion engine vehicle, its power fluctuation threshold is corrected to ±8% (power fluctuation difference ΔP=160kW), and subsequent parameters return to normal.

[0072] S230. During the operation of the hybrid diesel locomotive, obtain the target speed difference of the hybrid diesel locomotive.

[0073] Specifically, the engine's exhaust temperature, output voltage and current values, and cylinder vibration frequency are obtained. Furthermore, if the exhaust temperature is greater than the temperature threshold, and the output voltage and current values ​​are greater than the voltage and current threshold, or the cylinder vibration frequency is greater than the frequency threshold, then the power fluctuation threshold is corrected.

[0074] S240. Determine whether the target speed difference is greater than the set speed threshold. If yes, proceed to step S250; otherwise, proceed to step S260.

[0075] S250, the operating mode of the power battery of the hybrid internal combustion engine vehicle is determined to be the discharge mode.

[0076] Specifically, if the target speed difference is greater than the set speed threshold, the power battery of the hybrid internal combustion engine vehicle is determined to be in discharge mode.

[0077] S251. Obtain the total traction power demand and set the engine power, and determine the power battery discharge power based on the total traction power demand and set engine power.

[0078] S252. Determine whether the power battery discharge power is less than or equal to the power battery limit power, and whether the total traction demand power is less than or equal to the sum of the set engine power and the power fluctuation difference. If yes, proceed to step S253; otherwise, proceed to step S254.

[0079] S253, Control the engine's operating power to maintain at the set engine power.

[0080] S254. Increase the engine's operating power to the sum of the set engine power and the power fluctuation difference.

[0081] S260, The working mode of the power battery of the hybrid internal combustion engine vehicle is determined to be charging mode.

[0082] Specifically, if the target speed difference is not greater than the set speed threshold, the power battery working mode of the hybrid internal combustion engine vehicle is determined to be the charging mode.

[0083] S261. Obtain the current traction power demand, determine the allocated engine power based on the current traction power demand and the power battery charging power, and determine the power fluctuation range based on the power fluctuation difference.

[0084] S262. Determine whether the allocated engine power is within the power fluctuation range. If yes, proceed to step S263; otherwise, proceed to step S264.

[0085] S263. Adjust the distribution of engine power and control the engine's operating power to maintain the distributed engine power.

[0086] S264. Control the engine's operating power to maintain it within the engine's permissible operating range.

[0087] The technical solution of this invention aims to solve the problems in existing hybrid internal combustion locomotives, such as sudden power fluctuations of diesel / gas engines due to power battery fluctuations, lack of scientific setting and dynamic correction of power fluctuation thresholds, and power imbalance during operating condition switching. It provides a scientific method for setting the power fluctuation threshold, determining safe power fluctuation ranges based on the core operating parameters of the diesel / gas engine, which can be controlled within ±8%~±10% and ±7%~±9% respectively. This reduces the combustion anomaly rate by ≥30% and extends equipment life by ≥15%, achieving controllable power fluctuations from both power sources in the hybrid internal combustion locomotive. Secondly, it achieves dynamic correction of the power fluctuation threshold during operation, adapting to different operating conditions and the equipment status of the two engines. The power distribution driven by the target speed difference ΔV meets the traction speed requirements (target speed difference ΔV convergence rate ≥98%), adapting to the operating scenarios of mainline hybrid internal combustion locomotives, thus making the hybrid internal combustion locomotive highly adaptable. Finally, a scenario-based load shifting logic is constructed to enable the power battery to accurately handle load fluctuations during charging and discharging, thereby increasing the utilization rate of engine redundant power by ≥25% and reducing fuel consumption by ≥8%. By using the power battery to handle load fluctuations, the power of the diesel / gas engine is stabilized within the power range determined by the power fluctuation threshold, ensuring high safety and avoiding mechanical shock and combustion risks caused by sudden changes in engine power, thus reducing the failure rate by ≥20%.

[0088] Based on the same inventive concept Figure 3 This is a schematic diagram of a load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines, provided as an embodiment of the present invention. Figure 3 As shown, the load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines includes:

[0089] The power fluctuation difference determination module 310 is used to obtain the target speed difference of the hybrid internal combustion engine during the operation of the hybrid internal combustion engine, and to determine the range of power fluctuation threshold under typical operating conditions in combination with ground bench tests, and to determine the power fluctuation difference of the engine according to the range of power fluctuation threshold.

[0090] The hybrid internal combustion engine vehicle control module 320 is used to determine the power battery operating mode of the hybrid internal combustion engine vehicle based on the target speed difference, and adjust the engine power of the hybrid internal combustion engine vehicle based on the power battery operating mode and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine vehicle based on the engine power.

[0091] Optional, the load shifting control device for hybrid internal combustion locomotives that accommodates both diesel and gas engines also includes:

[0092] The reference power determination module is used to determine the reference power under typical operating conditions through ground bench tests.

[0093] The power fluctuation difference of the engine is determined according to the range of the power fluctuation threshold, specifically for:

[0094] The power fluctuation difference of the engine is determined based on the range of the base power and the power fluctuation threshold.

[0095] Optional, the load shifting control device for hybrid internal combustion locomotives that accommodates both diesel and gas engines also includes:

[0096] The parameter acquisition module is used to acquire the engine's exhaust temperature, output voltage and current values, and cylinder vibration frequency.

[0097] The power fluctuation threshold correction module is used to correct the power fluctuation threshold if the exhaust temperature is greater than the temperature threshold, the output voltage and current values ​​are greater than the voltage and current thresholds, or the cylinder vibration frequency is greater than the frequency threshold.

[0098] Optionally, the operating mode of the hybrid internal combustion engine vehicle's power battery is determined based on the target speed difference, specifically for:

[0099] If the target speed difference is greater than the set speed threshold, the power battery of the hybrid internal combustion engine vehicle is determined to be in discharge mode.

[0100] If the target speed difference is less than or equal to the set speed threshold, then the power battery working mode of the hybrid internal combustion engine vehicle is determined to be the charging mode.

[0101] Optionally, the engine power of the hybrid internal combustion engine vehicle can be adjusted based on the operating mode of the power battery and the power fluctuation difference, specifically for:

[0102] If the power battery of the hybrid internal combustion engine vehicle is in discharge mode, the total traction demand power and the set engine power are obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the total traction demand power, the set engine power and the power fluctuation difference.

[0103] If the power battery of the hybrid internal combustion engine vehicle is in charging mode, the current traction power demand is obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the difference between the current traction power demand and the power fluctuation.

[0104] Optionally, the engine power of the hybrid internal combustion engine vehicle can be adjusted based on the total traction power demand, the set engine power, and the power fluctuation difference. Specifically, this is used for:

[0105] The discharge power of the power battery is determined based on the total traction power demand and the set engine power.

[0106] If the power battery discharge power is less than or equal to the power battery limit power, and the total traction demand power is less than or equal to the sum of the set engine power and the power fluctuation difference, then the engine operating power is controlled to be maintained at the set engine power.

[0107] If the power battery discharge power is greater than the power battery limit power, and / or the total traction demand power is greater than the sum of the set engine power and the power fluctuation difference, then the engine operating power is increased to the sum of the set engine power and the power fluctuation difference.

[0108] Optionally, the engine power of the hybrid internal combustion engine can be adjusted based on the current traction power demand and the power fluctuation difference, specifically for:

[0109] The engine power allocation is determined based on the current traction power demand and the power battery charging power, and the power fluctuation range is determined based on the power fluctuation difference.

[0110] If the allocated engine power is within the power fluctuation range, the allocated engine power will be adjusted, and the engine's operating power will be controlled to maintain the allocated engine power.

[0111] If the allocated engine power is not within the power fluctuation range, then the engine's operating power is controlled to remain within the engine's allowable operating range.

[0112] The load shifting control device for hybrid internal combustion locomotives that takes into account both diesel and gas engines provided in the embodiments of the present invention can execute the load shifting control method for hybrid internal combustion locomotives that takes into account both diesel and gas engines provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the load shifting control method for hybrid internal combustion locomotives that takes into account both diesel and gas engines.

[0113] Based on the same inventive concept Figure 4 A schematic diagram of a hybrid internal combustion engine vehicle 410, which can be used to implement embodiments of the present invention, is shown. Figure 4As shown, the hybrid internal combustion engine vehicle 410 includes at least one processor 411 and a memory, such as a read-only memory (ROM 412) or a random access memory (RAM 413), communicatively connected to the at least one processor 411. The memory stores computer programs executable by the at least one processor. The processor 411 can perform various appropriate actions and processes based on the computer program stored in the read-only memory (ROM 412) or the computer program loaded from storage unit 418 into the random access memory (RAM 413). The RAM 413 can also store various programs and data required for the operation of the hybrid internal combustion engine vehicle 410. The processor 411, ROM 412, and RAM 413 are interconnected via a bus 414. An I / O (input / output) interface 415 is also connected to the bus 414.

[0114] Multiple components in the hybrid internal combustion engine vehicle 410 are connected to the I / O interface 415, including: an input unit 416, such as a keyboard, mouse, etc.; an output unit 417, such as various types of displays, speakers, etc.; a storage unit 418, such as a disk, optical disk, etc.; and a communication unit 419, such as a network card, modem, wireless transceiver, etc. The communication unit 419 allows the hybrid internal combustion engine vehicle 410 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0115] Processor 411 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 411 performs the various methods and processes described above, such as the load shifting control method for hybrid internal combustion locomotives that accommodate both diesel and gas engines.

[0116] In some embodiments, the load shifting control method for a hybrid internal combustion engine locomotive that accommodates both diesel and gas engines can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 418. In some embodiments, part or all of the computer program can be loaded into and / or installed on the hybrid internal combustion engine locomotive 410 via ROM 412 and / or communication unit 419. When the computer program is loaded into RAM 413 and executed by processor 411, one or more steps of the load shifting control method for a hybrid internal combustion engine locomotive that accommodates both diesel and gas engines described above can be performed. Alternatively, in other embodiments, processor 411 can be configured to perform the load shifting control method for a hybrid internal combustion engine locomotive that accommodates both diesel and gas engines by any other suitable means (e.g., by means of firmware).

[0117] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0118] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0119] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0120] To provide user interaction, the systems and technologies described herein can be implemented in a hybrid internal combustion engine vehicle, which includes: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the hybrid internal combustion engine vehicle. Other types of devices can also be used to provide user interaction; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0121] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0122] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0123] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0124] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines, characterized in that, include: During the operation of the hybrid internal combustion locomotive, the target speed difference of the hybrid internal combustion locomotive is obtained, and the range of power fluctuation threshold under typical operating conditions is determined by combining ground bench tests. The power fluctuation difference of the engine is determined according to the range of the power fluctuation threshold. The operating mode of the power battery of the hybrid internal combustion engine is determined based on the target speed difference, and the engine power of the hybrid internal combustion engine is adjusted based on the power battery operating mode and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine based on the engine power.

2. The load shifting control method for hybrid internal combustion locomotives that considers both diesel and gas engines according to claim 1, characterized in that, Before determining the engine power fluctuation difference based on the range of the power fluctuation threshold, the method further includes: The baseline power under typical operating conditions was determined through ground bench tests. The power fluctuation difference of the engine is determined according to the range of the power fluctuation threshold, including: The power fluctuation difference of the engine is determined based on the range of the reference power and the power fluctuation threshold.

3. The load shifting control method for hybrid internal combustion locomotives that considers both diesel and gas engines according to claim 1, characterized in that, The hybrid internal combustion locomotive load shifting control method that takes into account both diesel and gas engines also includes: The exhaust temperature, output voltage and current values, and cylinder vibration frequency of the engine are obtained. If the exhaust temperature is greater than the temperature threshold, and the output voltage and current values ​​are greater than the voltage and current thresholds or the cylinder vibration frequency is greater than the frequency threshold, then the power fluctuation threshold is corrected.

4. The load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines according to claim 1, characterized in that, Determining the operating mode of the power battery of the hybrid internal combustion engine vehicle based on the target speed difference includes: If the target speed difference is greater than the set speed threshold, then the power battery of the hybrid internal combustion engine vehicle is determined to be in discharge mode. If the target speed difference is less than or equal to the set speed threshold, then the power battery working mode of the hybrid internal combustion engine vehicle is determined to be the charging mode.

5. The load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines according to claim 1, characterized in that, Adjusting the engine power of the hybrid internal combustion engine vehicle based on the power battery operating mode and the power fluctuation difference includes: If the power battery of the hybrid internal combustion engine vehicle is in discharge mode, the total traction demand power and the set engine power are obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the total traction demand power, the set engine power and the power fluctuation difference. If the power battery of the hybrid internal combustion engine vehicle is in charging mode, the current traction demand power is obtained, and the engine power of the hybrid internal combustion engine vehicle is adjusted according to the current traction demand power and the power fluctuation difference.

6. The load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines according to claim 5, characterized in that, Adjusting the engine power of the hybrid internal combustion engine vehicle based on the total traction demand power, the set engine power, and the power fluctuation difference includes: The power battery discharge power is determined based on the total traction power requirement and the set engine power. If the discharge power of the power battery is less than or equal to the power battery limit power, and the total traction demand power is less than or equal to the sum of the set engine power and the power fluctuation difference, then the operating power of the engine is controlled to be maintained at the set engine power. If the discharge power of the power battery is greater than the power battery limit power, and / or the total traction demand power is greater than the sum of the set engine power and the power fluctuation difference, then the working power of the engine is increased to the sum of the set engine power and the power fluctuation difference.

7. The load shifting control method for a hybrid internal combustion locomotive that considers both diesel and gas engines according to claim 5, characterized in that, Adjusting the engine power of the hybrid internal combustion engine vehicle based on the current traction power demand and the power fluctuation difference includes: The engine power allocation is determined based on the current traction demand power and the power battery charging power, and the power fluctuation range is determined based on the power fluctuation difference. If the allocated engine power is within the power fluctuation range, the allocated engine power is adjusted, and the engine's operating power is controlled to remain at the allocated engine power. If the allocated engine power is not within the power fluctuation range, then the engine's operating power is controlled to remain within the engine's allowable operating range.

8. A load shifting control device for a hybrid internal combustion locomotive that accommodates both diesel and gas engines, characterized in that, include: The power fluctuation difference determination module is used to perform the following tasks during the operation of the hybrid internal combustion engine vehicle: obtaining the target speed difference of the hybrid internal combustion engine vehicle, determining the range of power fluctuation threshold under typical operating conditions by combining ground bench tests, and determining the power fluctuation difference of the engine according to the range of power fluctuation threshold. The hybrid internal combustion engine vehicle control module is used to determine the power battery operating mode of the hybrid internal combustion engine vehicle based on the target speed difference, and adjust the engine power of the hybrid internal combustion engine vehicle based on the power battery operating mode and the power fluctuation difference, so as to meet the load shift of the hybrid internal combustion engine vehicle based on the engine power.

9. A hybrid internal combustion engine vehicle, characterized in that, The hybrid internal combustion engine vehicle includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the load shifting control method for a hybrid internal combustion locomotive that takes into account both diesel and gas engines, as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the load shifting control method for a hybrid internal combustion locomotive that accommodates both diesel and gas engines, as described in any one of claims 1-7.

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