Automatic power correction control method for diesel locomotives in plateau

Abstract

The present invention relates to the field of plateau internal combustion engine control, and in particular to a method for automatic power correction control of plateau diesel locomotives, which includes the following steps: determining a power correction control limit based on an active power correction control limit and a passive power correction control limit; and automatically correcting the power of a plateau diesel locomotive based on the power correction control limit. The present invention adopts a method of active correction control plus passive correction control, and derives a power correction control limit based on both the active power correction control limit and the passive power correction control limit. The power correction control limit is a calculation result output by the present invention to realize automatic correction of the power of a plateau diesel locomotive. The combined control means of active plus passive correction and the diversity within the active and passive control methods solve the problem of a single control means and a high risk of failure, and can also largely solve some inaccuracies and lags caused by pure passive control.

Description

Technical Field

[0001] The invention relates to the field of plateau internal combustion engine control, and in particular to an automatic power correction control method for plateau internal combustion locomotives. Background Art

[0002] With the improvement of the transport capacity of the Qinghai-Tibet Railway and the construction of the Sichuan-Tibet Railway, the demand for plateau-type diesel locomotives has been gradually released. When diesel locomotives are running on the plateau, the air is thin and the air-fuel ratio is reduced, so the installed power of the locomotive diesel engine needs to be corrected and controlled. The installed power refers to the power used for locomotive operation, which is determined from the rated power of the diesel engine, taking into account the different environmental conditions of the locomotive and the reliability of the diesel engine.

[0003] For diesel locomotives, as the altitude increases and the air density decreases, the main manifestation of the diesel engine is the increase in the supercharger speed and exhaust temperature. The existing technical directions of diesel locomotive power correction control are divided into two categories: the first category is to directly and actively correct the power based on empirical data, without relying on the diesel engine supercharger speed and exhaust temperature application parameters. The second category is to passively correct the power by using the difference between the diesel engine supercharger speed or exhaust temperature and their set application limits.

[0004] However, the prior art mainly has the following problems:

[0005] (1) Lack of adaptability to a wide range of altitudes, including fixed or large fluctuations in diesel engine power;

[0006] (2) Use the turbocharger speed limit n max and exhaust temperature application limit t max Inaccuracies and lags caused by passive control;

[0007] (3) The supercharger speed difference is not effectively controlled;

[0008] (4) The adaptability of diesel locomotives to the operating environment of fast movement and facing long and large tunnels;

[0009] (5) The control method is single and the risk of failure is high.

[0010] Based on this, the existing technology still needs to be improved. Summary of the invention

[0011] In view of the shortcomings of the prior art, the present invention proposes a method for automatically correcting the power of a highland diesel locomotive, which comprises the following steps: based on the power active correction control limit (P r1 ) and power passive correction control limit (P r2 ) determines the power correction control limit (P r0 ); and based on the power correction control limit (P r0) Automatically correct the power of diesel locomotives in plateau areas.

[0012] In the embodiment of the present application, the power-based active correction control limit (P r1 ) and power passive correction control limit (P r2 ) determines the power correction control limit (P r0 ) includes: actively correcting the power control limit (P r1 ) and the power passive correction control limit (P r2 ) is smaller to determine the power correction control limit (P r0 ).

[0013] In an embodiment of the present application, the method further comprises: determining the active correction control limit (P r1 ).

[0014] In an embodiment of the present application, the active correction control limit (P r1 ) includes: obtaining an actual measured initial value of atmospheric pressure (Atm_raw); judging the rate of change of the actual measured initial value of atmospheric pressure (Atm_raw) based on a certain line of plateau railway; in response to the rate of change being greater than a predetermined threshold, determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions; using data of a predetermined time before determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions to determine the calculated atmospheric pressure value (Atm); making a range judgment on the calculated atmospheric pressure value (Atm); and determining the power active correction control limit (P) by means of simulation calculation and experiment based on the calculated atmospheric pressure value (Atm) after the range judgment. r1 ).

[0015] In an embodiment of the present application, the range judgment of the calculated atmospheric pressure value (Atm) includes: obtaining the altitude of the highest altitude station of the plateau railway, and adding a predetermined margin based on the altitude; determining the atmospheric pressure calibration value at the altitude after adding the predetermined margin; judging whether the calculated atmospheric pressure value (Atm) exceeds the following range: the range from the atmospheric pressure calibration value to the atmospheric pressure (Atm_max) at the lowest altitude required by the technical conditions of the plateau diesel locomotive; and in response to the calculated atmospheric pressure value (Atm) exceeding the range from the atmospheric pressure calibration value to the atmospheric pressure (Atm_max) at the lowest altitude required by the technical conditions of the plateau diesel locomotive, the calculated atmospheric pressure value (Atm) is assigned according to the atmospheric pressure (Atm_max) at the lowest altitude required by the technical conditions of the plateau diesel locomotive.

[0016] In an embodiment of the present application, the method further comprises: based on the diesel engine exhaust temperature power passive correction control limit (P r2t ), supercharger speed power passive correction control limit (P r2n ) and the turbocharger speed difference power passive correction control limit (P r2Δn ) determines the power passive correction control limit (P r2 ).

[0017] In the embodiment of the present application, the diesel engine exhaust temperature power passive correction control limit (P r2t ), supercharger speed power passive correction control limit (P r2n ) and the turbocharger speed difference power passive correction control limit (P r2Δn ) determines the power passive correction control limit (P r2 ) includes: the passive correction control limit value (P r2t ), supercharger speed power passive correction control limit (P r2n ) and the turbocharger speed difference power passive correction control limit (P r2Δn ) is smaller to determine the power passive correction control limit (P r2 ).

[0018] In an embodiment of the present application, the method further comprises determining the passive correction control limit value (P r2t ): In response to the highland diesel locomotive handle being at full level, the diesel engine exhaust temperature power passive correction control limit value (P r2t ) is set equal to the diesel engine installed power at the lowest altitude (P max ); in response to detecting that the exhaust temperature (t) is greater than the diesel engine exhaust temperature staged power reduction temperature (t2) for more than a first predetermined time, a first-level power limit is performed, and the diesel engine exhaust temperature power passive correction control limit (P r2t ) is set to be equal to the diesel engine exhaust temperature level 1 power limit power (P1); after the level 1 power limit, in response to the exhaust temperature (t) being less than the diesel engine exhaust temperature power recovery temperature (t1) for more than a second predetermined time, the diesel engine exhaust temperature power passive correction control limit value (P r2t ) is restored to the diesel engine installed power (P max ), and in response to the exhaust temperature (t) being greater than or equal to the diesel engine exhaust temperature power recovery temperature (t1) for more than a second predetermined time and the exhaust temperature (t) being greater than the diesel engine exhaust temperature staged power reduction temperature (t2) for more than a third predetermined time, a secondary power limit is performed, and the diesel engine exhaust temperature power passive correction control limit (P r2t) is set to be equal to the diesel engine exhaust temperature secondary power limit power (P2); after the secondary power limit, in response to detecting that the exhaust temperature (t) is less than the diesel engine exhaust temperature power recovery temperature (t1) for more than a fourth predetermined time, it is restored to the primary power limit, and the diesel engine exhaust temperature power passive correction control limit value (P r2t ) is restored to the diesel engine exhaust temperature primary power limit (P1), and in response to detecting that the exhaust temperature (t) is greater than or equal to the diesel engine exhaust temperature power recovery temperature (t1) for more than a fourth predetermined time, the exhaust temperature (t) and the exhaust temperature application limit (t max ) is used to limit the power by proportional integral algorithm, and the diesel engine exhaust temperature power passive correction control limit (P r2t ) is set equal to the diesel engine exhaust temperature proportional integral passive correction power (P t ).

[0019] In an embodiment of the present application, the method further comprises determining the supercharger speed difference power passive correction control limit (P r2Δn ): In response to the highland diesel locomotive handle being in full position, the supercharger speed difference power passive correction control limit value (P r2Δn ) is set equal to the diesel engine installed power at the lowest altitude (P max ); In response to the difference Δn between the two supercharger speeds being greater than a predetermined percentage for more than a fifth predetermined time, the supercharger speed difference power passive correction control limit (P r2Δn ) is set to be equal to the secondary power limiting power (P2) of the diesel engine exhaust temperature.

[0020] In the embodiment of the present application, the diesel engine exhaust temperature staged power reduction temperature (t2) is obtained through experiments and application feedback at the exhaust temperature application limit value (t max ) range with a higher safety margin, and the diesel engine exhaust temperature power recovery temperature (t1) is the hysteresis of the diesel engine exhaust temperature staged power reduction temperature (t2).

[0021] The present invention adopts a method combining active and passive correction control, in which active correction refers to atmospheric pressure, and passive control combines step-by-step power limitation and proportional integral algorithm power limitation, which can better meet the needs of wide altitude application range of diesel locomotives, solve the adaptability problems caused by fixed and single installed power or large fluctuations of diesel engines, and avoid the failure risk caused by single control means.

[0022] The present invention adopts a method combining active and passive correction control, wherein the passive control is combined with a step-wise power limiting method and a proportional integral algorithm power limiting method, which can overcome the inaccuracy and hysteresis caused by the previous use of passive correction control.

[0023] The passive correction control method of the present invention adds correction control of the supercharger speed difference, which can perform pre-intervention on the supercharger speed difference.

[0024] The active correction control of the present invention determines the rate of change and range of atmospheric pressure, and can better adapt to the operating environment of plateau diesel locomotives with long sections and many tunnels. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic flow chart of a method for automatically correcting power of a highland diesel locomotive according to an embodiment of the present application is shown;

[0026] Figure 2 A schematic flow chart of a method for automatically correcting power of a highland diesel locomotive according to another embodiment of the present application is shown;

[0027] Figure 3 A schematic diagram of a process for determining a power active correction control limit value according to an embodiment of the present application is shown;

[0028] Figure 4 A schematic diagram of a process for determining a power passive correction control limit value according to an embodiment of the present application is shown;

[0029] Figure 5 A schematic diagram of a process for determining a passive correction control limit value of a diesel engine exhaust temperature power according to an embodiment of the present application is shown;

[0030] Figure 6 A schematic diagram showing a flow chart of determining a supercharger speed power passive correction control limit according to an embodiment of the present application; and

[0031] Figure 7 A schematic diagram of a flow chart for determining a supercharger speed difference power passive correction control limit according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0032] It should be understood that the embodiments of the present invention shown in the exemplary embodiments are only illustrative. Although only a few embodiments are described in detail in the present invention, it is easy for those skilled in the art to appreciate that multiple modifications are feasible without actually departing from the teaching of the subject matter of the present invention. Accordingly, all such modifications should be included within the scope of the present invention. Without departing from the gist of the present invention, other replacements, modifications, changes and deletions may be made to the design, operating conditions and parameters of the following exemplary embodiments.

[0033] According to the present invention, a method 100 for automatically correcting power of a highland diesel locomotive is provided. Figure 1 As shown, the following steps are included:

[0034] S101. Actively correct the control limit value P based on power r1 and power passive correction control limit P r2 Determine the power correction control limit P r0 ;as well as

[0035] S103. Based on the power correction control limit P r0 Automatically correct the power of diesel locomotives in plateaus.

[0036] In one embodiment of the present application, Figure 2 As shown, the power active correction control limit value P r1 and the power passive correction control limit P r2 Take the smaller one to determine the power correction control limit P r0 .

[0037] Power correction control limit P r0 The calculation results output by the present invention are used to realize the automatic correction of the power of highland diesel locomotives. The combined control means of active and passive correction and the diversity of active and passive control methods can solve the problem of single control means and high failure risk, and can also solve the partial inaccuracy and lag caused by pure passive control to a large extent.

[0038] The method for automatic power correction control of a highland diesel locomotive described in the present application may further include: determining the active correction control limit value P based on the atmospheric pressure calculated value Atm: r1 .

[0039] Specifically, the active correction control limit value P is determined based on the atmospheric pressure calculated value Atm. r1 The method comprises: obtaining an actual measured initial value Atm_raw of atmospheric pressure; judging a change rate of the actual measured initial value Atm_raw of atmospheric pressure based on a certain line of plateau railway; in response to the change rate being greater than a predetermined threshold, determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions; determining the atmospheric pressure calculation value Atm by using data of a predetermined time before determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions; judging a range of the atmospheric pressure calculation value Atm; and determining the power active correction control limit value P by means of simulation calculation and experiment based on the atmospheric pressure calculation value Atm after the range judgment. r1 In one embodiment, the predetermined threshold may be, for example, 120 meters.

[0040] Among them, the range judgment of the calculated atmospheric pressure value Atm includes: obtaining the altitude of the highest altitude station of the plateau railway, and adding a predetermined margin based on the altitude; determining the atmospheric pressure calibration value at the altitude after adding the predetermined margin (for example, 400 meters); judging whether the calculated atmospheric pressure value Atm exceeds the following range: the range from the atmospheric pressure calibration value to the atmospheric pressure Atm_max at the lowest altitude required by the technical conditions of the plateau diesel locomotive; and in response to the calculated atmospheric pressure value Atm exceeding the range from the atmospheric pressure calibration value to the atmospheric pressure Atm_max at the lowest altitude required by the technical conditions of the plateau diesel locomotive, the calculated atmospheric pressure value Atm is assigned according to the atmospheric pressure Atm_max at the lowest altitude required by the technical conditions of the plateau diesel locomotive.

[0041] The automatic power correction control method for a highland diesel locomotive described in the present application may further include: passively correcting the power control limit value P based on the diesel engine exhaust temperature. r2t , turbocharger speed power passive correction control limit P r2n and the turbocharger speed difference power passive correction control limit P r2Δn Determine the power passive correction control limit P r2 .

[0042] In one embodiment of the present application, Figure 4 As shown, the passive correction control limit value P based on the diesel engine exhaust temperature power can be r2t , turbocharger speed power passive correction control limit P r2n and the turbocharger speed difference power passive correction control limit P r2Δn Take the smaller one to determine the power passive correction control limit value P r2 .

[0043] The automatic power correction control method for highland diesel locomotives described in the present application further comprises determining the passive power correction control limit value P based on the diesel engine exhaust temperature through the following steps: r2t :

[0044] In response to the highland diesel locomotive handle being at full level, the diesel engine exhaust temperature power passive correction control limit value P of the highland diesel locomotive is set. r2t Set to be equal to the diesel engine installed power P at the lowest altitude max ;

[0045] In response to detecting that the exhaust temperature t is greater than the diesel engine exhaust temperature staged power reduction temperature t2 for more than a first predetermined time (e.g., 3 seconds), the first-level power limitation is performed, and the diesel engine exhaust temperature power passive correction control limit value P is set to r2t Set it equal to the diesel engine exhaust temperature level 1 power limit P1;

[0046] After the first level power limit, in response to the exhaust temperature t being less than the diesel engine exhaust power recovery temperature t1 for more than a second predetermined time (e.g., 10 seconds), the diesel engine exhaust power passive correction control limit value P is set. r2t Restore to the diesel engine installed power P at the lowest altitude max In response to the exhaust temperature t being greater than or equal to the diesel engine exhaust temperature power recovery temperature t1 for more than a second predetermined time and the exhaust temperature t being greater than the diesel engine exhaust temperature staged power reduction temperature t2 for more than a third predetermined time (e.g., 3 seconds), the secondary power limitation is performed, and the diesel engine exhaust temperature power passive correction control limit value P is set. r2t Set it equal to the diesel engine exhaust temperature secondary power limit P2;

[0047] After the second level power limit, in response to detecting that the exhaust temperature t is lower than the diesel engine exhaust temperature power recovery temperature t1 for more than a fourth predetermined time (e.g., 10 seconds) again, the power limit is restored to the first level, and the diesel engine exhaust temperature power passive correction control limit value P is set. r2t The diesel engine exhaust temperature level 1 power limit P1 is restored, and in response to the exhaust temperature t being detected again to be greater than or equal to the diesel engine exhaust temperature power recovery temperature t1 for more than a fourth predetermined time, the exhaust temperature t and the exhaust temperature application limit t are adjusted according to the exhaust temperature t. max The difference between them is used to limit the power by proportional integral algorithm, and the diesel engine exhaust temperature power passive correction control limit value P r2t Set to be equal to the diesel engine exhaust temperature proportional integral passive correction power P t .

[0048] The automatic power correction control method for highland diesel locomotives described in the present application further comprises determining the supercharger speed difference power passive correction control limit value P through the following steps r2Δn :

[0049] In response to the highland diesel locomotive handle being in full position, the supercharger speed difference power passive correction control limit value P of the highland diesel locomotive is set r2Δn Set to be equal to the diesel engine installed power P at the lowest altitude max ;

[0050] In response to the difference Δn between the two supercharger speeds being greater than a predetermined percentage for a fifth predetermined time (eg, 10 seconds), the supercharger speed difference power passive correction control limit value P is set. r2Δn It is set to be equal to the diesel engine exhaust temperature secondary power limiting power P2.

[0051] In the embodiment of the present application, the diesel engine exhaust temperature staged power reduction temperature t2 is obtained through experiments and application feedback at the exhaust temperature application limit value t maxA temperature with a higher safety margin is within the range, and the diesel engine exhaust temperature power recovery temperature t1 is the hysteresis of the diesel engine exhaust temperature staged power reduction temperature t2.

[0052] The present application is further described below by way of examples:

[0053] The highest railway station in my country is Tanggula Station on the Qinghai-Tibet Railway, which is about 5,100 meters above sea level. max As the highest diesel engine installed power in this application, the atmospheric pressure at the lowest altitude is Atm_max.

[0054] Power active correction control limit P r1 The calculation needs to refer to the measured initial value of atmospheric pressure Atm_raw. The measured initial value of atmospheric pressure Atm_raw refers to the line conditions of the Qinghai-Tibet Railway Golmud Line, which is the highest altitude in my country, to determine the rate of change. The maximum operating speed of this line is 120km / h, and the maximum slope is 20‰. After the measured initial value of atmospheric pressure Atm_raw is converted to the altitude, if the rate of change within 3 minutes is greater than 120 meters, it is determined that the measured initial value of atmospheric pressure Atm_raw is abnormal, so as to judge that the locomotive is entering or exiting a tunnel or facing special environmental conditions. The calculated value of atmospheric pressure Atm will use the data collected 3 minutes ago. This improves the adaptability of the locomotive to the operating environment of fast movement and facing long tunnels.

[0055] Then the atmospheric pressure range is judged. Considering the measurement accuracy and margin, the highest altitude of Tanggula Railway Station is 5100 meters, and the margin of 400 meters is added to 5500 meters. The atmospheric pressure calibration value at this altitude is 50.5kpa. If the atmospheric pressure range exceeds the range of 50.5kpa to the atmospheric pressure Atm_max at the lowest altitude of the locomotive, the atmospheric pressure calculation value Atm is assigned according to Atm_max. This solves the problem of partial failure of atmospheric pressure as a control parameter.

[0056] According to the calculated value of atmospheric pressure Atm, the power active correction control limit P is obtained through simulation calculation and experiment. r1 . It solves the problem of insufficient adaptability to wide altitude application range caused by the fixed and single installed power of diesel engines.

[0057] Power passive correction control limit P r2 Passive correction control limit P of diesel engine exhaust temperature power r2t , turbocharger speed power passive correction control limit P r2n and the turbocharger speed difference power passive correction control limit P r2ΔnThe smaller of the three is used to solve the problem of insufficient adaptability to wide altitude application range caused by large fluctuations in diesel engine installed power, and to a certain extent solve the inaccuracy and lag caused by passive control. By introducing the passive correction control of supercharger speed difference power, the supercharger speed difference problem is also intervened in advance.

[0058] Diesel engine exhaust temperature power passive correction control limit P r2t The power limit is combined with the proportional integral algorithm. First, the diesel engine exhaust temperature power recovery temperature t1 and the diesel engine exhaust temperature staged power reduction temperature t2 are set. The diesel engine exhaust temperature staged power reduction temperature t2 is obtained through experiments and application feedback and is the exhaust temperature application limit value t max The temperature with a higher safety margin within the range. The diesel engine exhaust temperature power recovery temperature t1 is the hysteresis of the diesel engine exhaust temperature graded power reduction temperature t2. At the same time, the diesel engine exhaust temperature level 1 power limit P1 and the diesel engine exhaust temperature level 2 power limit P2 are set. These two powers can be obtained through experiments, leaving enough safety margin.

[0059] When the locomotive handle is at full level, set the diesel engine exhaust temperature power passive correction control limit P r2t When the exhaust temperature t is detected to be greater than the diesel engine exhaust temperature graded power reduction temperature t2 for more than 3 seconds, the diesel engine exhaust temperature power passive correction control limit P r2t =Equal to the diesel engine exhaust temperature level 1 power limit P1. After the level 1 power limit, if the exhaust temperature t is less than the diesel engine exhaust temperature power recovery temperature t1 for more than 10 seconds, the diesel engine exhaust temperature power passive correction control limit value P r2t It can be restored to the diesel engine installed power P at the lowest altitude max If the exhaust temperature t is still greater than the diesel engine exhaust temperature staged power reduction temperature t2 for more than 3 seconds after the first level power limitation, the second level power limitation will be implemented, and the diesel engine exhaust temperature power passive correction control limit value P r2t Equal to the diesel engine exhaust temperature level 2 power limit P2, and then detect again whether the exhaust temperature t is less than the diesel engine exhaust temperature power recovery temperature t1 for more than 10 seconds. If the condition is met, it will be restored to the level 1 power limit, and the diesel engine exhaust temperature power passive correction control limit P r2t Equal to the diesel engine exhaust temperature level 1 power limit P1. If the condition is not met, the limit value t is applied according to the exhaust temperature t and the exhaust temperature t max The difference between them is used to limit the power by proportional integral algorithm, and the diesel engine exhaust temperature power passive correction control limit P r2t Equal to the diesel engine exhaust temperature proportional integral passive correction power P t The diesel engine exhaust temperature power passive correction method is adopted to solve the problem of insufficient adaptability to wide altitude application range caused by large fluctuation of diesel engine installed power. At the same time, the inaccuracy and hysteresis of passive exhaust temperature control are partially solved.

[0060] Supercharger speed power passive correction control limit P r2n The existing technology is still used, and the limit value t is applied according to the supercharger speed n and the supercharger speed. max The difference between them is used to limit the power by proportional integral algorithm, and the supercharger speed power passive correction control limit P r2n Equal to the supercharger speed proportional integral passive correction power P n .

[0061] When the locomotive handle is at full level, the supercharger speed difference power passive correction control limit P r2Δn Equal to the diesel engine installed power P at the lowest altitude max Then determine whether the difference Δn between the two supercharger speeds is greater than 10% for more than 10 seconds. If the condition is met, set the supercharger speed difference power passive correction control limit P r2Δn Equal to the diesel engine exhaust temperature secondary power limit P2.

[0062] The present invention provides a technical solution for automatic power correction control of plateau diesel locomotives. The overall steps are shown in Figure 2 , by the power active correction control limit P r1 and power passive correction control limit P r2 The smaller of the two is taken to obtain the power correction control limit P r0 .

[0063] Power active correction control limit P r1 The calculation steps are shown in Figure 3 , the rate of change of the measured initial value of atmospheric pressure Atm_raw is judged. After the measured initial value of atmospheric pressure Atm_raw is converted to the altitude, if the rate of change within 3 minutes is greater than 120 meters, it is judged that the measured initial value of atmospheric pressure Atm_raw is abnormal, so as to judge that the locomotive is entering or exiting a tunnel or facing special environmental conditions. The calculated value of atmospheric pressure Atm will use the data collected 3 minutes ago. Then the range of atmospheric pressure is judged. Taking into account the measurement accuracy and margin, if the range of atmospheric pressure exceeds the range of 50.5kpa to the atmospheric pressure Atm_max at the lowest altitude of the locomotive, the calculated value of atmospheric pressure Atm will be assigned according to Atm_max. According to the calculated value of atmospheric pressure Atm, the power active correction control limit P is obtained through simulation calculation and experiment. r1 .

[0064] Power passive correction control limit P r2 The calculation steps are shown in Figure 4 , the diesel engine exhaust temperature power passive correction control limit P r2t , turbocharger speed power passive correction control limit P r2n and the turbocharger speed difference power passive correction control limit Pr2Δn The smaller of the three is the answer.

[0065] Diesel engine exhaust temperature power passive correction control limit P r2t The calculation steps are shown in Figure 5 , which combines the hierarchical power limit and the proportional integral algorithm power limit. When the locomotive handle is at full level, the diesel engine exhaust temperature power passive correction control limit value P is set. r2t Equal to the diesel engine installed power P at the lowest altitude max When the exhaust temperature t is detected to be greater than the diesel engine exhaust temperature staged power reduction temperature t2 for more than 3 seconds, the diesel engine exhaust temperature power passive correction control limit P r2t =Equal to the diesel engine exhaust temperature level 1 power limit P1. After the level 1 power limit, if the exhaust temperature t is less than the diesel engine exhaust temperature power recovery temperature t1 for more than 10 seconds, the diesel engine exhaust temperature power passive correction control limit value P r2t It can be restored to the diesel engine installed power P at the lowest altitude max If the exhaust temperature t is still greater than the diesel engine exhaust temperature staged power reduction temperature t2 for more than 3 seconds after the first level power limitation, the second level power limitation will be implemented, and the diesel engine exhaust temperature power passive correction control limit value P r2t Equal to the diesel engine exhaust temperature level 2 power limit P2, and then detect again whether the exhaust temperature t is less than the diesel engine exhaust temperature power recovery temperature t1 for more than 10 seconds. If the condition is met, it will be restored to the level 1 power limit, and the diesel engine exhaust temperature power passive correction control limit P r2t Equal to the diesel engine exhaust temperature level 1 power limit P1. If the condition is not met, the limit value t is applied according to the exhaust temperature t and the exhaust temperature t max The difference between them is used to limit the power by proportional integral algorithm, and the diesel engine exhaust temperature power passive correction control limit P r2t Equal to the diesel engine exhaust temperature proportional integral passive correction power P t .

[0066] Supercharger speed power passive correction control limit P r2n The calculation steps are shown in Figure 6 , according to the supercharger speed n and the supercharger speed application limit t max The difference between them is used to limit the power by proportional integral algorithm, and the supercharger speed power passive correction control limit P r2n Equal to the supercharger speed proportional integral passive correction power P n .

[0067] Supercharger speed difference power passive correction control limit P r2Δn The calculation steps are shown in Figure 7 When the locomotive handle is at full level, set the supercharger speed difference power passive correction control limit P r2Δn Equal to the diesel engine installed power P at the lowest altitude maxThen determine whether the difference Δn between the two supercharger speeds is greater than 10% for more than 10 seconds. If the condition is met, set the supercharger speed difference power passive correction control limit P r2Δn Equal to the diesel engine exhaust temperature secondary power limit P2.

[0068] The present invention adopts a method combining active and passive correction control, in which active correction refers to atmospheric pressure, and passive control combines step-by-step power limitation and proportional integral algorithm power limitation, which can better meet the needs of wide altitude application range of diesel locomotives, solve the adaptability problems caused by fixed and single installed power or large fluctuations of diesel engines, and avoid the failure risk caused by single control means.

[0069] The present invention adopts a method combining active and passive correction control, wherein the passive control is combined with a step-wise power limiting method and a proportional integral algorithm power limiting method, which can overcome the inaccuracy and hysteresis caused by the previous use of passive correction control.

[0070] The passive correction control method of the present invention adds correction control of the supercharger speed difference, which can perform pre-intervention on the supercharger speed difference.

[0071] The active correction control of the present invention determines the rate of change and range of atmospheric pressure, and can better adapt to the operating environment of plateau diesel locomotives with long sections and many tunnels.

[0072] In addition, in other embodiments of the present application, other means may be used to replace atmospheric pressure as input for active power correction, such as railway kilometer mark information.

[0073] In other embodiments of the present application, in the passive correction of diesel engine exhaust power described in the present invention, in addition to performing first and second level power limiting according to the diesel engine exhaust temperature graded power reduction temperature and the diesel engine exhaust temperature power recovery temperature, the number of levels may also be increased or decreased.

[0074] In other embodiments of the present application, in addition to the diesel engine exhaust temperature, supercharger speed, and supercharger speed difference in the power passive correction control described in the present invention, other factors are added, such as the diesel engine oil-water temperature or the diesel engine load rate.

[0075] The other embodiments mentioned above can also achieve the effects of the present application, and are therefore also included in the scope of the present application.

[0076] The above description is only a preferred embodiment of the present invention and is not intended to limit the scope of implementation of the present invention. If the present invention is modified or replaced by equivalents without departing from the spirit and scope of the present invention, it should be included in the protection scope of the claims of the present invention.

Claims

1. A method for automatic power correction control of a highland diesel locomotive, characterized in that: The following steps are involved: Passive correction control limit value of diesel engine exhaust temperature power (P r2t )、Supercharger speed power passive correction control limit (P r2n ) and the turbocharger speed difference power passive correction control limit (P r2Δn ) is smaller to determine the power passive correction control limit (P r2 ); Active correction control limit based on power (P r1 ) and the power passive correction control limit (P r2 ) determines the power correction control limit (P r0 );as well as Based on the power correction control limit (P r0 ) Automatically correct the power of diesel locomotives in plateau areas; The method further comprises determining the diesel engine exhaust temperature power passive correction control limit value (P r2t ): In response to the highland diesel locomotive handle being in full position, the diesel engine exhaust temperature power passive correction control limit value (P r2t ) is set equal to the diesel engine installed power at the lowest altitude (P max ); In response to detecting that the exhaust temperature (t) is greater than the diesel engine exhaust temperature staged power reduction temperature (t2) for more than a first predetermined time, the first stage power reduction is performed, and the diesel engine exhaust temperature power passive correction control limit (P r2t ) is set equal to the diesel engine exhaust temperature level 1 power limit (P1); After the first level power limitation, in response to the exhaust temperature (t) being less than the diesel engine exhaust power recovery temperature (t1) for more than a second predetermined time, the diesel engine exhaust power passive correction control limit value (P r2t ) is restored to the diesel engine installed power at the lowest altitude (P max ), and in response to the exhaust temperature (t) being greater than or equal to the diesel engine exhaust temperature power recovery temperature (t1) for more than a second predetermined time and the exhaust temperature (t) being greater than the diesel engine exhaust temperature staged power reduction temperature (t2) for more than a third predetermined time, a secondary power limit is performed, and the diesel engine exhaust temperature power passive correction control limit (P r2t ) is set equal to the diesel engine exhaust temperature secondary power limit (P2); After the second level power limitation, in response to detecting that the exhaust temperature (t) is lower than the diesel engine exhaust temperature power recovery temperature (t1) for more than a fourth predetermined time, the power limitation is restored to the first level, and the diesel engine exhaust temperature power passive correction control limit value (P r2t ) is restored to the diesel engine exhaust temperature primary power limit (P1), and in response to detecting that the exhaust temperature (t) is greater than or equal to the diesel engine exhaust temperature power recovery temperature (t1) for more than a fourth predetermined time, the exhaust temperature (t) and the exhaust temperature application limit (t max ) is used to limit the power by proportional integral algorithm, and the diesel engine exhaust temperature power passive correction control limit (P r2t ) is set equal to the diesel engine exhaust temperature proportional integral passive correction power (P t );and The method further comprises determining the supercharger speed difference power passive correction control limit (P r2Δn ): In response to the highland diesel locomotive handle being in full position, the supercharger speed difference power passive correction control limit value (P r2Δn ) is set equal to the diesel engine installed power at the lowest altitude (P max ); In response to the difference Δn between the two supercharger speeds being greater than a predetermined percentage for a fifth predetermined time, the supercharger speed difference power passive correction control limit (P r2Δn ) is set to be equal to the secondary power limit power (P2) of the diesel engine exhaust temperature.

2. The automatic power correction control method for highland diesel locomotive according to claim 1 is characterized in that: The power-based active correction control limit (P r1 ) and power passive correction control limit (P r2 ) determines the power correction control limit (P r0 ) includes: actively correcting the power control limit (P r1 ) and the power passive correction control limit (P r2 ) is smaller to determine the power correction control limit (P r0 ).

3. The automatic power correction control method for highland diesel locomotive according to claim 1 is characterized in that: Further including: The active correction control limit (P r1 ).

4. The automatic power correction control method for highland diesel locomotive according to claim 3 is characterized in that: The active correction control limit (P) is determined based on the calculated atmospheric pressure (Atm). r1 )include: Get the measured initial value of atmospheric pressure (Atm_raw); Determine the rate of change of the atmospheric pressure measured initial value (Atm_raw) based on a certain line of the plateau railway; In response to the change rate being greater than a predetermined threshold, determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions; Determine the calculated atmospheric pressure value (Atm) using data of a predetermined time before determining that the plateau diesel locomotive is entering or exiting a tunnel or facing special environmental conditions; Performing range determination on the calculated atmospheric pressure value (Atm); and Based on the atmospheric pressure calculated value (Atm) after range determination, the power active correction control limit (P r1 ).

5. The plateau diesel locomotive power automatic correction control method according to claim 4 is characterized in that: The determining the range of the calculated atmospheric pressure value (Atm) includes: Obtaining the altitude of the highest altitude station of the plateau railway, and adding a predetermined margin based on the altitude; determining a calibrated value of atmospheric pressure at the altitude after adding the predetermined margin; Determine whether the calculated atmospheric pressure value (Atm) exceeds the following range: the range from the atmospheric pressure calibration value to the atmospheric pressure at the lowest altitude required by the technical conditions of the plateau diesel locomotive (Atm_max); and In response to the calculated atmospheric pressure value (Atm) exceeding the range of the atmospheric pressure calibration value to the atmospheric pressure (Atm_max) at the minimum altitude required by the technical conditions of the plateau diesel locomotive, the calculated atmospheric pressure value (Atm) is assigned according to the atmospheric pressure (Atm_max) at the minimum altitude required by the technical conditions of the plateau diesel locomotive.

6. The automatic power correction control method for highland diesel locomotive according to claim 1 is characterized in that: The diesel engine exhaust temperature staged power reduction temperature (t2) is obtained through tests and application feedback at the exhaust temperature application limit (t max ) range with a higher safety margin, and the diesel engine exhaust temperature power recovery temperature (t1) is the hysteresis of the diesel engine exhaust temperature staged power reduction temperature (t2).

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