Energy management control method for electric double-source hybrid power locomotive in contact network-diesel engine

Abstract

The invention discloses an energy management control method for an electric double-source hybrid power locomotive in a contact network-diesel engine. The energy management control method comprises the following steps that the working condition of the double-source hybrid power locomotive is judged; under a contact network power supply working condition, a four-quadrant fault working condition and a neutral section passing prompt working condition, power of two power sources of contact network power supply and a diesel engine is distributed based on different control strategies, and under the principle that a contact network power source is preferentially used, the power supply power of the diesel engine is dynamically distributed, and stable output of traction power of a traction system is achieved. According to the invention, the self-adaptive matching work of the catenary power supply and the diesel generator unit power supply in various application scenes can be realized, and the traction power output of the locomotive is ensured.

Description

Technical Field

[0001] The invention belongs to the field of fully automated products and relates to an energy management control method for a catenary-diesel engine internal electric dual-source hybrid power locomotive. Background Art

[0003] The existing overhead line-diesel internal-electric dual-source EMU power car adopts an internal-electric split design structure, with the electric power car and the internal-combustion power car respectively configured at both ends of the EMU, and there is no situation where two power sources are mixed to supply power to the main circuit. The crew can select the internal-combustion mode or the electric mode on the HMI to activate the corresponding internal-combustion power car or electric power car to exert traction power, realizing the mutual control of the internal-electric dual-source.

[0004] The existing technical solution only realizes separate control of electric vehicles and internal combustion vehicles, and has no hybrid power supply function. It is mainly suitable for working conditions such as using electric vehicles when there is a contact network, using internal combustion vehicles when there is no contact network, and hybrid vehicles during excessive phase separation. It also requires manual settings by the crew. When the traction power is insufficient due to partial inverter failure in the power vehicle, it cannot automatically supplement the insufficient power. Summary of the invention

[0005] In order to solve the above problems, the technical solution adopted by the present invention is: an energy management control method for a catenary-diesel internal-electric dual-source hybrid locomotive, comprising the following steps:

[0006] Determine the working condition of dual-source hybrid locomotive;

[0007] Under the overhead power supply condition, the power of the two major power sources, the overhead power line and the diesel engine, is distributed based on different control strategies according to the four-quadrant working status and whether the locomotive is over-phased. Under the principle of giving priority to the use of the overhead power line, the diesel engine power supply is dynamically allocated to achieve stable traction power output of the traction system.

[0008] Further: the process of determining the working condition of the dual-source hybrid locomotive is as follows:

[0009] First, determine whether the locomotive is powered by the catenary. If the locomotive is not powered by the catenary, it is a pure diesel engine operating condition.

[0010] When the locomotive is powered by the overhead line, it is judged whether all four quadrants of the locomotive are faulty. When all four quadrants of the locomotive are faulty, it belongs to the pure diesel engine working condition.

[0011] When the four quadrants of the locomotive are not all faulty, it is a hybrid operating condition;

[0012] When the four quadrants of the locomotive are not all faulty, determine whether there is an over-phase prompt. If there is an over-phase prompt, it belongs to the hybrid working condition;

[0013] When there is no neutral section prompt, it belongs to the catenary power supply mode.

[0014] Further: Under the pure diesel engine condition, the diesel engine controls the bus voltage and the traction motor power according to the grade characteristics.

[0015] Further: In the hybrid condition, it is necessary to judge whether the diesel engine is at full power. When the diesel engine is at full power, the traction inverter controls the bus voltage to be stable at the third threshold voltage V3;

[0016] When the diesel engine is not in the full power condition, the main generator excitation controls the bus voltage to be stable at the second threshold voltage V2.

[0017] Further: Under the catenary power supply mode, the four - quadrant controls the bus voltage to be stable at the first threshold voltage V1, and the diesel engine is in standby.

[0018] Further: The third threshold voltage V3 < the second threshold voltage V2 < the first threshold voltage V1.

[0019] Further: The working process of the four - quadrant controlling the bus voltage to be stable at the first threshold voltage V1 and the diesel engine being in standby is as follows:

[0020] During four - quadrant operation and when the diesel engine is in standby, judge whether the four - quadrant power P is greater than the four - quadrant limit power P 限 ;

[0021] When the four - quadrant output power P < the four - quadrant limit power P 限 the diesel engine is in standby;

[0022] When the four - quadrant output power P > the four - quadrant limit power P 限 the four - quadrant power closed - loop stably outputs the limit power P 限 ; The main generator excitation controls the bus voltage V to be stable at the second threshold voltage V2. At this time, judge whether the diesel engine is at full power;

[0023] When the diesel engine is running at full power, the traction inverter reduces the power, and controls the bus voltage V to be stable at the third threshold voltage V3;

[0024] When the diesel engine is not in the full - power condition, the main generator excitation controls the bus voltage to be stable at the second threshold voltage V2. At this time, judge again whether the four - quadrant power P is less than P 限 and whether the bus voltage V satisfies V2 < V < V1;

[0025] When the four - quadrant output power P < P 限 and the bus voltage V satisfies V2 < V < V1, the four - quadrant control exits the power closed - loop and enters the bus voltage closed - loop control, and the diesel engine is in standby mode;

[0026] When the four - quadrant output power P ≥ P限 Or when the bus voltage V does not meet the requirement that V2 < V < V1, the four - quadrant power closed - loop stably outputs power P 限 ; The main generator excitation control bus voltage V is stabilized at the second threshold voltage V2, and at this time, it is judged whether the diesel engine is at full power.

[0027] An energy management and control device for a catenary - diesel internal - electric dual - source hybrid locomotive, comprising:

[0028] A judgment module: judging the working conditions of the dual - source hybrid locomotive;

[0029] A control strategy module: under the catenary power supply condition, four - quadrant fault condition, and over - phase - separation prompt condition, respectively, based on different control strategies, allocate the power of the two power sources of the catenary power supply and the diesel engine. Under the principle of preferentially using the catenary power supply, dynamically allocate the diesel engine power supply power to achieve stable output of the traction power of the traction system.

[0030] A readable storage medium stores program modules, and the program modules can be run in a processor to implement the method described in any one of the above.

[0031] An energy management and control method for a catenary - diesel internal - electric dual - source hybrid locomotive provided by the present invention. The present invention invents an energy management traction controller for the energy management method when the internal combustion and electric power are mixed for power supply. This control method can realize energy management under various conditions of pure - electric, pure - diesel, and internal - electric hybrid, realize seamless switching of energy under various operating conditions, and ensure stable output of the vehicle's power. It has the following advantages:

[0032] The present invention mainly solves the problem of controlling the power distribution of two power sources when the catenary power supply and the diesel engine are mixed for power supply. Under the principle of preferentially using the catenary power supply, dynamically allocate the diesel engine power supply power to ensure that when the catenary power supply is used, the power reduction of the catenary caused by partial converter failures is compensated by the diesel engine power, and ensure the stability of the traction power of the traction system.

[0033] The energy management and control method of the present invention can realize the adaptive matching operation of the catenary power supply and the diesel - generator set power supply in various application scenarios, and ensure the output of the locomotive traction power.

[0034] When the catenary power supply is used, in the case of a four - quadrant rectifier failure, the energy management method for the hybrid power supply of the catenary and the diesel - generator set, how to achieve seamless matching of two different energies and ensure stable output of the locomotive traction power. Brief Description of the Drawings

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0036] Figure 1 This is a schematic diagram of the mixed power supply of overhead line and diesel generator set;

[0037] Figure 2 is a flow chart of the method;

[0038] Figure 3 This is a working process diagram of the four-quadrant control bus voltage being stable at the first threshold voltage V1 and the diesel engine being on standby. DETAILED DESCRIPTION

[0039] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0040] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] Figure 1 This is a schematic diagram of the mixed power supply of overhead line and diesel generator set;

[0042] Figure 2 is a flow chart of the method;

[0043] A method for controlling energy management of a catenary-diesel engine internal electric dual-source hybrid locomotive comprises the following steps:

[0044] S1: Determine the working condition of the dual-source hybrid locomotive;

[0045] S2: Under the working conditions of overhead power supply, four-quadrant fault and over-phase warning, the power of the two major power sources, overhead power supply and diesel engine, is distributed based on different control strategies. Under the principle of giving priority to the use of overhead power supply, the diesel engine power supply is dynamically allocated to achieve stable traction power output of the traction system.

[0046] The steps S1 / S2 are performed sequentially;

[0047] The process of judging the working condition of the dual-source hybrid locomotive according to the locomotive operating condition is as follows:

[0048] First, determine whether the locomotive is powered by the catenary. If the locomotive is not powered by the catenary, it is a pure diesel engine operating condition.

[0049] When the locomotive is powered by the overhead line, it is judged whether all four quadrants of the locomotive are faulty. When all four quadrants of the locomotive are faulty, it belongs to the pure diesel engine working condition.

[0050] When the four quadrants of the locomotive are not all faulty, it is a hybrid operating condition;

[0051] When the four quadrants of the locomotive are not all faulty, determine whether there is an over-phase prompt. If there is an over-phase prompt, it belongs to the hybrid working condition;

[0052] When there is no excessive phase warning, it belongs to the overhead contact network power supply mode.

[0053] Furthermore: Under the pure diesel engine working condition, all the inverters of the locomotive and vehicle work normally, and the independent power supply of the overhead line fully meets the power requirements of the traction and auxiliary inverters. At this time, the diesel engine-generator set is in standby state, and the diesel engine is automatically started after receiving the wake-up command. The diesel engine controls the bus voltage and traction motor power according to the level characteristics.

[0054] Further: in the hybrid operating condition, it is necessary to determine whether the diesel engine is at full power. When the diesel engine is at full power, the traction inverter controls the bus voltage to be stable at a third threshold voltage V3;

[0055] When the diesel engine is not in full power operation, the main generator excitation control bus voltage is stabilized at the second threshold voltage V2.

[0056] Furthermore: in the overhead line power supply mode, the four-quadrant control bus voltage is stabilized at a first threshold voltage V1, and the diesel engine is on standby.

[0057] Furthermore: the third threshold voltage V3<the second threshold voltage V2<the first threshold voltage V1.

[0058] Figure 3 This is a working process diagram of the four-quadrant control bus voltage being stable at the first threshold voltage V1 and the diesel engine being on standby;

[0059] Further: the four-quadrant control bus voltage is stabilized at the first threshold voltage V1, and the working process of the diesel engine standby is as follows:

[0060] When the diesel engine is in standby mode and the four-quadrant power P is greater than the four-quadrant limit power P 限 ;

[0061] When the output power P of the four - quadrant is less than the four - quadrant limit power P 限 , the diesel engine is on standby;

[0062] When the output power P of the four - quadrant is greater than the four - quadrant limit power P 限 , the four - quadrant power closed - loop stably outputs the limit power P 限 ; The voltage V of the main - generator excitation control bus is stabilized at the second threshold voltage V2, and at this time, it is judged whether the diesel engine is at full power;

[0063] When the diesel engine is running at full power, the traction inverter reduces power, and the control bus voltage V is stabilized at the third threshold voltage V3;

[0064] When the diesel engine is not in the full - power condition, the voltage of the main - generator excitation control bus is stabilized at the second threshold voltage V2, and at this time, it is further judged whether the four - quadrant power P is less than P 限 and whether the bus voltage V satisfies V2 < V < V1;

[0065] When the four - quadrant output power P < P 限 and the bus voltage V satisfies V2 < V < V1, the four - quadrant control exits the power closed - loop and enters the bus - voltage closed - loop control, and the diesel engine is in the standby mode;

[0066] When the four - quadrant output power P ≥ P 限 or the bus voltage V does not satisfy V2 < V < V1, the four - quadrant power closed - loop stably outputs the power P 限 ; The voltage V of the main - generator excitation control bus is stabilized at the second threshold voltage V2, and at this time, it is judged whether the diesel engine is at full power.

[0067] An energy management and control device for a catenary - diesel - engine internal - electric dual - source hybrid locomotive, including;

[0068] Judgment module: Judging the working condition of the dual - source hybrid locomotive according to the operating condition of the locomotive;

[0069] Control strategy module: Under the catenary power supply condition, four - quadrant fault condition, and over - phase - separation prompt condition, respectively distributing the power of the two power sources of the catenary power supply and the diesel engine based on different control strategies, and dynamically distributing the diesel - engine power supply power under the principle of preferentially using the catenary power source to achieve stable output of the traction power of the traction system.

[0070] A readable storage medium stores program modules, and the program modules can be run in a processor to implement the method described in any one of the above.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for energy management and control of a catenary-diesel engine internal electric dual-source hybrid locomotive, characterized in that: The following steps are involved: Determine the working condition of dual-source hybrid locomotive; Under the overhead power supply condition, the power of the two major power sources, the overhead power line and the diesel engine, is distributed based on different control strategies according to the four-quadrant working status and whether the locomotive is over-phased. Under the principle of giving priority to the use of the overhead power line, the diesel engine power supply is dynamically allocated to achieve stable traction power output of the traction system.

2. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 1 is characterized in that: The process of determining the working condition of the dual-source hybrid locomotive is as follows: First, determine whether the locomotive is powered by the catenary. If the locomotive is not powered by the catenary, it is a pure diesel engine operating condition. When the locomotive is powered by the overhead line, it is judged whether all four quadrants of the locomotive are faulty. When all four quadrants of the locomotive are faulty, it belongs to the pure diesel engine working condition. When the four quadrants of the locomotive are not all faulty, it is a hybrid operating condition; When the four quadrants of the locomotive are not all faulty, determine whether there is an over-phase prompt. If there is an over-phase prompt, it belongs to the hybrid working condition; When there is no excessive phase warning, it belongs to the overhead contact network power supply mode.

3. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 2 is characterized in that: Under the pure diesel engine operating condition, the bus voltage and the traction motor power are controlled according to the pure diesel operating condition level characteristics.

4. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 2 is characterized in that: In the hybrid operating condition, it is necessary to determine whether the diesel engine is at full power. When the diesel engine is at full power, the traction inverter controls the bus voltage to be stable at a third threshold voltage V3; When the diesel engine is not operating at full power, the main generator excitation controller controls the bus voltage to be stable at the second threshold voltage V2.

5. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 2 is characterized in that: In the overhead line power supply mode, the four-quadrant control bus voltage is stabilized at the first threshold voltage V1, and the diesel engine is on standby.

6. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 2 is characterized in that: The third threshold voltage V3<the second threshold voltage V2<the first threshold voltage V1.

7. The method for energy management and control of a catenary-diesel internal-electric dual-source hybrid locomotive according to claim 5 is characterized in that: The four-quadrant control bus voltage is stabilized at the first threshold voltage V1, and the working process of the diesel engine standby is as follows: When the diesel engine is in standby mode and the four-quadrant power P is greater than the four-quadrant limit power P 限 ; When the four-quadrant output power P< the four-quadrant limit power P 限 When the diesel engine is on standby; When the four-quadrant output power P> the four-quadrant limit power P 限 When the four-quadrant power closed-loop stable output limit power P 限 ; The main excitation control bus voltage V is stabilized at the second threshold voltage V2, at which time it is judged whether the diesel engine is at full power; When the diesel engine is running at full power, the traction inverter reduces power and controls the bus voltage V to be stable at the third threshold voltage V3; When the diesel engine is not in full power condition, the main generator excitation control bus voltage is stabilized at the second threshold voltage V2. At this time, it is judged whether the four-quadrant power P is less than P 限 And whether the bus voltage V satisfies, V2 <V<V1; When the four - quadrant power P < P 限 and the bus voltage V satisfies V2 < V < V1, the four - quadrant control exits the power closed - loop and enters the bus - voltage closed - loop control, and the diesel engine is in the standby mode; When the four - quadrant power P≥P 限 or the bus voltage V does not meet the condition that V2 < V < V1, the four - quadrant power closed - loop stably outputs the power P 限 ; The main - generator excitation controls the bus voltage V to be stable at the second threshold voltage V2, and at this time, it is judged whether the diesel engine is at full power.

8. An energy management control device for a catenary-diesel engine internal electric dual-source hybrid locomotive, characterized in that: include: Judgment module: judge the working condition of the dual-source hybrid locomotive; Control strategy module: Under the catenary power supply condition, the power of the two major power sources, the catenary and the diesel engine, is distributed based on different control strategies according to the four-quadrant working status and whether the locomotive is over-phased. Under the principle of giving priority to the use of the catenary power supply, the diesel engine power supply is dynamically allocated to achieve stable traction power output of the traction system.

9. A readable storage medium storing a program module, characterized in that: The program module is executed in a processor to implement the method according to any one of claims 1 to 7.

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