Method and system for controlling adhesion of hybrid power locomotive

Abstract

The invention relates to the field of automatic sanding, and provides a hybrid power locomotive adhesion control method and system, and the method comprises the steps: obtaining locomotive data and a working condition of a locomotive; in response to an idling or sliding trend of the locomotive under the working condition, judging the locomotive data according to a preset comprehensive judgment condition, executing a corresponding power battery charging and discharging strategy, and performing an active adhesion suppression mode; according to a preset sanding judgment condition, a corresponding automatic sanding strategy is executed, and automatic sanding is activated or stopped; and in response to the condition that the idling or sliding trend of the locomotive under the working condition disappears and the traction force or the braking force is recovered, judging the locomotive data according to a preset range judgment condition, executing a corresponding power battery charging and discharging strategy, and exiting the idling or sliding inhibition mode. According to the method, stable and rapid adhesion control is realized by judging the charging and discharging power of the power battery in different scenes and considering the voltage of the intermediate direct-current link.

Description

Technical Field

[0001] The present invention relates to the field of automatic sand spreading, and in particular to a hybrid locomotive adhesion control method and system. Background Art

[0002] At present, the main reference indicator for locomotives to determine idling / skidding is the traction motor speed or acceleration, that is, most of them use speed as the main indicator. If the adjustment is too sensitive, the torque fluctuates frequently, the system is unstable, and the traction force is affected; if the adjustment is too slow, the torque will be reduced a lot, which may easily cause short-term drastic fluctuations in the intermediate DC link voltage and even lead to overvoltage protection. In other words, the existing adjustment methods cannot meet the requirement of taking into account the stability of the intermediate DC link voltage during the process of triggering adhesion control.

[0003] Some existing technologies have proposed to establish an adhesion control system, dynamically adjust the given torque according to the calculated axle weight transfer; select the first axis of the locomotive to idle as the main control axis (two independent frames); identify the current track surface state through support vector machine, and design the adhesion control parameters of the main control axis and the slave control axis for different track surface states. However, in the process of adhesion control, there is no consideration of the stability of the intermediate DC link voltage and main power. If there is severe idling or sliding during the adjustment process, it is easy to have large torque fluctuations. In severe cases, it may even cause the occurrence of system overvoltage, overcurrent and other protections, affecting the normal operation of the locomotive.

[0004] The prior art also proposes a sand spreading logic that comprehensively considers the actual operating conditions of the locomotive, improves the intelligence of sand spreading control, and reduces manual intervention. There is no differentiated control of the sand spreading time according to different application scenarios.

[0005] The prior art also proposes to use a direct reasoning calculation method to obtain the adhesion coefficient setting value based on the ambient temperature, weather conditions and track attachment conditions to adaptively adjust the adhesion coefficient, so that the maximum traction limit of the locomotive can be changed in real time with the changes in the road conditions of the section, and the locomotive is pulled as much as possible without the wheelset idling. When the wheelset idling cannot be avoided, the idling risk value is calculated by a nonlinear mathematical model, and the weighted judgment conditions when the multiple single threshold judgment conditions of the traditional wheelset idling and the single threshold conditions are not met are integrated into a whole to achieve a comprehensive judgment of multiple factors. However, in the control and adjustment process, there is no consideration of the stability of the intermediate DC link voltage and the main power, and it is not completely applicable to hybrid locomotives for electric locomotives. Automatic sand spreading in the idling state can be achieved, but the frequent start and stop of sand spreading in the continuous idling section will lead to obvious changes in adhesion under some road conditions with poor adhesion conditions, and there is a lack of adaptive adjustment of the automatic sand spreading start time.

[0006] The prior art also proposes that the output end of the hydrogen fuel cell is electrically connected to the first end of the bidirectional DC / DC converter, the second end of the bidirectional DC / DC converter is electrically connected to the output end of the load and the power battery respectively, the input end of the power battery is electrically connected to the charger, and the charger is also electrically connected to the load; the front-end voltage of the bidirectional DC / DC converter and the front-end voltage of the load are controlled in sections, and each control target is effectively allocated to ensure the stability of the front-end voltage of the bidirectional DC / DC converter and the front-end voltage of the load, avoid the mutual influence between the front-end voltage of the bidirectional DC / DC converter and the front-end voltage of the load, realize the energy control and balance of the locomotive hybrid system, and simplify the control logic. However, the power of the hybrid locomotive, the control of the intermediate DC link and the stable control of the energy source are introduced, without considering that the power of the power battery charging and discharging can be adjusted in different scenarios and the intermediate DC link voltage can be determined.

[0007] With the widespread application of new energy locomotives, especially hybrid locomotives involving multiple energy sources sharing the intermediate DC link, the control is more complicated in the case of idling / coasting, and it is more likely to cause system fluctuations due to unbalanced energy distribution, and even cause fault protection. Summary of the invention

[0008] Based on the above objectives, the present invention proposes a hybrid locomotive adhesion control method, comprising: Obtain locomotive data and locomotive operating conditions; In response to the occurrence of idling or sliding tendency under the working condition of the locomotive, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform the active adhesion suppression mode; According to the preset sand spreading judgment conditions, the corresponding automatic sand spreading strategy is executed to activate or shut down the automatic sand spreading; In response to the disappearance of the idling or sliding tendency under the working condition of the locomotive and the recovery of traction or braking force, the locomotive data is judged according to the preset range judgment condition and the corresponding power battery charging and discharging strategy is executed to exit the idling or sliding inhibition mode.

[0009] In some embodiments, the locomotive data includes: locomotive ground reference speed, creep allowable speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration of each frame, and speed of traction motor; The working conditions of the locomotive include: traction working condition and electric braking working condition.

[0010] In some embodiments, in response to the occurrence of an idling trend under the working condition of the locomotive, the steps of judging the locomotive data according to a preset comprehensive judgment condition and executing a corresponding power battery charging and discharging strategy to enter the active adhesion inhibition mode include: The idling trend emerges; In response to the average acceleration of each rack exceeding the threshold, the power battery SOC range is 10%-90%, and the DC / DC has no fault, the corresponding power battery charging and discharging strategy is executed to enter the active adhesion suppression mode corresponding to idling; Among them, the power battery charging and discharging strategy is: In response to the power battery being in a charging state before idling, adjusting the power battery to a charging-only state; In response to the power battery being in a discharge state before idling, the power battery is reduced from the discharge state to a discharge power equal to 0 during the stable suppression stage of the idling trend, or the power battery is adjusted from a non-charge and non-discharge state to a charge state during the stage when the idling trend cannot be suppressed.

[0011] In some embodiments, in response to the occurrence of a sliding trend under the working condition of the locomotive, the locomotive data is judged according to a preset comprehensive judgment condition and a corresponding power battery charging and discharging strategy is executed, and the step of entering the active adhesion inhibition mode further includes: Sliding trends emerge; In response to the average acceleration in the locomotive data being lower than a threshold, the power battery SOC being in the range of 10%-90%, and the DC / DC being fault-free, executing a corresponding power battery charge and discharge strategy, and entering an active adhesion suppression mode corresponding to coasting; Among them, the power battery charging and discharging strategy is: In response to the rotation speed of the traction motor being lower than the creep allowable speed, the power battery enters a state of only discharging but not charging.

[0012] In some embodiments, the step of executing the corresponding automatic sand spreading strategy and activating or deactivating the automatic sand spreading according to the preset sand spreading judgment condition includes: In response to satisfying the preset sand spreading judgment condition, activating automatic sand spreading; Open the sand magnetic valve and implement the minimum sand spreading time of X seconds for the sand magnetic valve to be opened; In response to not repeatedly activating the automatic sanding within X seconds, returning to setting the minimum sanding time to X seconds; In response to repeated activation of automatic sanding within X seconds, increasing the minimum sanding time from X seconds to Y seconds; In response to the automatic sanding being repeatedly activated within Z seconds after the minimum sanding time Y seconds has been executed, the minimum sanding time is increased by Y seconds at this time until it reaches 3Y seconds; In response to not meeting the preset sand spreading judgment condition, the automatic sand spreading is turned off, and the minimum sand spreading time will be restored to X seconds within W minutes.

[0013] In some embodiments, the preset sanding judgment conditions are that the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum value of the rotational speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion suppression state.

[0014] In some embodiments, the step of judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charge and discharge strategy in response to the disappearance of the idling trend under the working condition of the locomotive and the restoration of the traction force includes: In response to the disappearance of the idling trend under the working condition of the locomotive, the traction force is restored; The power battery is adjusted from the charging state to the discharging state; In response to the existence of an idling trend and the rotational speed of the traction motor not exceeding the creep allowable speed, it is restored to the first torque at the first loading rate; In response to the non-triggering of active adhesion and the rotational speed of the traction motor exceeding the creep allowable speed, it is restored to the third torque at the second slope; In response to the triggering of active adhesion and the rotational speed of the traction motor exceeding the creep allowable speed, it is first restored to the second torque at the first loading rate, and when there is no idling trend for a preset time, it is restored to the first torque at the second slope.

[0015] In some embodiments, the step of judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charge and discharge strategy in response to the disappearance of the sliding trend under the working condition of the locomotive and the restoration of the electric braking force includes: In response to the disappearance of the idling trend under the working condition of the locomotive, the electric braking force is restored; The power battery is adjusted from the state of only discharging and not charging to the state of only charging and not discharging.

[0016] In some embodiments, the step of exiting the idling or sliding suppression mode includes: In response to the range of the power battery SOC being 20% < SOC < 80%, the idling or sliding suppression mode is exited; In response to the range of the power battery SOC being SOC > 80%, the power battery is adjusted to only discharge and not charge until SOC < 70% when the idling or sliding suppression mode is exited; In response to the range of the power battery SOC being SOC < 20%, the power battery is adjusted to only charge and not discharge until SOC > 30% when the idling or sliding suppression mode is exited.

[0017] The present invention proposes a device for applying a hybrid locomotive adhesion control method, comprising: a diesel engine, a main generator, a rectifier, a chopper discharge device, a traction inverter, a traction motor, a bidirectional DC, a power battery, an auxiliary converter module, and an auxiliary inverter system; The diesel engine is connected in series with the main generator, and the output end of the main generator is divided into two paths, which are respectively connected to each rectifier device; The rectifier device is connected in series with the chopper discharge device, and the chopper discharge device is connected in parallel with the bidirectional DC, the inverter module and the auxiliary converter module; The bidirectional DC is directly connected to the power battery, the inverter module is connected to the plurality of traction motors, and the auxiliary converter module is connected to the auxiliary inverter system.

[0018] The present invention has at least the following beneficial technical effects: The present invention proposes a hybrid locomotive adhesion control method and system, the method comprising: acquiring locomotive data and locomotive operating conditions; in response to the occurrence of idling or sliding trends under the locomotive operating conditions, judging the locomotive data according to preset comprehensive judgment conditions and executing corresponding power battery charging and discharging strategies to enter active adhesion inhibition mode; in response to preset sand spreading judgment conditions, executing corresponding automatic sand spreading strategies and activating or shutting down automatic sand spreading; in response to the disappearance of idling or sliding trends under the locomotive operating conditions and the recovery of traction or braking force, judging the locomotive data according to preset range judgment conditions and executing corresponding power battery charging and discharging strategies to exit idling or sliding inhibition mode.

[0019] The present invention obtains the locomotive's reference speed to the ground and sets a variable creep allowable speed based on the power battery SOC. When the microcomputer system determines that there is an idling / gliding trend, on the basis of the original traction motor speed as the main reference, the power battery charging and discharging power and the intermediate DC link voltage are determined in different scenarios, thereby achieving smooth and rapid adhesion control, reducing the system fluctuations and fault protection situations caused by idling / gliding of the hybrid locomotive, and improving the stability of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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 in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0021] Figure 1 A flow chart of a hybrid locomotive adhesion control method provided by the present invention; Figure 2A flow chart of an active adhesion (idling) suppression control strategy under traction conditions of an embodiment of a hybrid locomotive adhesion control method provided by the present invention; Figure 3 A flow chart of an active adhesion (slipping) suppression control strategy under an electric braking condition of an embodiment of a hybrid locomotive adhesion control method provided by the present invention; Figure 4 An active adhesion traction / electric brake suppression exit flow chart of an embodiment of a hybrid locomotive adhesion control method provided by the present invention; Figure 5 An automatic sand spreading control flow chart of an embodiment of a hybrid locomotive adhesion control method provided by the present invention; Figure 6 A hybrid locomotive electrical topology diagram of a hybrid locomotive adhesion control system provided by the present invention; Figure 7 A schematic diagram of the structure of an embodiment of a computer device provided by the present invention; Figure 8 A schematic diagram of the structure of an embodiment of a computer-readable storage medium provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0023] It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are for distinguishing two non-identical entities with the same name or non-identical parameters. It can be seen that "first" and "second" are only for the convenience of expression and should not be understood as limitations on the embodiments of the present invention. The subsequent embodiments will not explain this one by one.

[0024] The present invention proposes a hybrid locomotive adhesion control method, please refer to Figure 1 ,include: Obtain locomotive data and locomotive operating conditions; In response to the occurrence of idling or sliding tendency under the working condition of the locomotive, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform the active adhesion suppression mode; According to the preset sand spreading judgment conditions, the corresponding automatic sand spreading strategy is executed to activate or shut down the automatic sand spreading; In response to the disappearance of the idling or sliding tendency under the working condition of the locomotive and the recovery of traction or braking force, the locomotive data is judged according to the preset range judgment condition and the corresponding power battery charging and discharging strategy is executed to exit the idling or sliding inhibition mode.

[0025] The present invention obtains the locomotive reference speed to the ground and sets a variable creep allowable speed based on the power battery SOC. When the microcomputer system determines that there is an idling / sliding trend, on the basis of the original traction motor speed as the main reference, the power battery charging and discharging power and the intermediate DC link voltage are determined in different scenarios to achieve smooth and fast adhesion control, reduce the system fluctuation and fault protection after the hybrid locomotive appears due to idling / sliding, and improve the stability of the locomotive. The present invention adaptively adjusts the automatic sand-spreading start time when continuous idling occurs, and is applicable to the energy change characteristics of locomotives and hybrid locomotives when idling occurs, taking into account the determination factors such as gear position, power, and torque.

[0026] The voltage stability of DC is very high. Because it is a fixed level of current, when the DC power supply voltage is stable, the output voltage will not fluctuate significantly. It ensures that the locomotive has a continuous and stable power supply during operation, thereby reducing the problem of unstable operation caused by voltage fluctuations. The stability of DC voltage helps protect the locomotive's electrical system from damage caused by voltage fluctuations. Stable power supply can reduce the failure rate of electrical components and improve the reliability and service life of the system.

[0027] The main function of adhesion control is to optimize the use of adhesion so that the locomotive can run safely and smoothly. By accurately controlling the adhesion between the wheel and the rail, the idling or sliding of the wheel can be suppressed, and the safety risks such as wheel-rail abrasion and derailment can be reduced. By accurately controlling the adhesion of the locomotive, the traction or braking force can be obtained to the maximum extent, so that the traction power or braking power of the locomotive can be fully exerted, unnecessary energy loss can be reduced, and energy utilization efficiency can be improved. Suppressing the idling or sliding of the wheel reduces the mechanical wear between the wheel and the rail, prolongs the service life of the locomotive and the track, and reduces maintenance costs. It can predict the optimal adhesion point under the current operating state in real time, and adjust it according to the changes in the rail surface state. The locomotive maintains stable operating performance under different rail surface conditions. It enables the locomotive to better cope with complex operating environments, such as ramps and curves, and improves the operating efficiency and safety of the locomotive.

[0028] In some embodiments, the locomotive data includes: locomotive ground reference speed, creep allowable speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration of each frame, and speed of traction motor; The working conditions of the locomotive include: traction working condition and electric braking working condition.

[0029] The present invention proposes a variety of methods to obtain the locomotive reference speed and realize the creep allowable speed setting based on the variable SOC state of the power battery, which are as follows: When the locomotive is loaded, TCMS sends torque reference and speed limit to each converter, and the converter gives torque feedback and speed feedback to TCMS. When the locomotive is changing gears normally, the torque limit takes effect; when the wheels are idling and slipping and cannot reach the rated power or torque, the speed limit takes effect. TCMS sends a speed limit value (TxN±dN) to each traction converter, where TxN is the traction motor speed of each frame converted based on the reference speed, and dN is the percentage of the absolute value of the locomotive's reference speed to the ground. The locomotive can collect radar speed, or if the locomotive has a non-powered axle, collect the non-powered axle speed. If none of the above is available, the locomotive traction motor speed is processed by an algorithm to calculate a relatively stable reference speed to the ground in real time. This patent is explained based on the locomotive using radar speed as the reference speed. The locomotive TCMS collects radar speed. On the premise that the radar speed is valid, that is, the radar is fault-free and the radar speed is greater than the minimum acceptance threshold speed, the whole vehicle uses the radar speed as the reference speed to the ground. In traction conditions, the value of TxN +dN in the forward direction is positive, and the value in the reverse direction is negative; in electric braking conditions, the value of TxN -dN in the forward direction is positive, and the value in the reverse direction (- TxN +dN) is negative. The appropriate idling trend of the locomotive will help to exert traction. At this time, the locomotive is in a creep state. The locomotive creep speed reference = locomotive ground reference speed (±TxN) + creep allowable speed (±dN), creep allowable speed = ground reference speed * X%, the value of X is a variable value in hybrid locomotives. Since the active and stable suppression of idling / gliding can be achieved through the fast and stable charging and discharging power conversion of the power battery and the bidirectional DC and taking into account the intermediate DC link voltage, the creep allowable speed can be appropriately increased when the power battery SOC is between 20%-80% and the power battery has a chargeable and dischargeable margin, the value of X is constant A, and the value of X is constant B in other SOC ranges, and A is greater than B.

[0030] Creep is a sliding phenomenon caused by insufficient friction between the tires and the ground during the driving of the locomotive. If the creep speed is too high, it may cause the locomotive to lose stability and even cause a traffic accident. By setting the creep speed based on the variable SOC state, the creep speed can be accurately controlled according to the actual situation of the locomotive and the battery status, thereby improving the stability of the locomotive.

[0031] Dynamically adjusting the creep speed according to the SOC state of the power battery can ensure that the locomotive can obtain the best power output at different power levels. When the SOC is high, the locomotive can set a higher creep speed to make full use of the remaining power of the battery; when the SOC is low, the creep speed is reduced to reduce excessive consumption of the battery, thereby protecting the battery and extending its service life. By dynamically adjusting the creep speed, a more refined power distribution can also be achieved. For example, when the locomotive starts or accelerates, the creep speed can be appropriately increased to quickly respond to the driver's power needs; while in the uniform speed or deceleration stage, the creep speed is reduced to reduce unnecessary power consumption.

[0032] The variable creep speed setting based on SOC state can accurately control the power output according to the remaining power of the battery and the actual needs of the locomotive, reduce unnecessary energy waste, and improve the energy efficiency of the locomotive. By optimizing power distribution and reducing energy waste, the variable creep speed setting based on SOC state can also help the locomotive extend its cruising range.

[0033] In some embodiments, see Figure 2 In response to the idling trend under the working condition of the locomotive, the steps of judging the locomotive data according to the preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: The idling trend emerges; In response to the average acceleration of each rack exceeding the threshold, the power battery SOC range is 10%-90%, and the DC / DC has no fault, the corresponding power battery charging and discharging strategy is executed to enter the active adhesion suppression mode corresponding to idling; Among them, the power battery charging and discharging strategy is: In response to the power battery being in a charging state before idling, adjusting the power battery to a charging-only state; In response to the power battery being in a discharge state before idling, the power battery is reduced from the discharge state to a discharge power equal to 0 during the stable suppression stage of the idling trend, or the power battery is adjusted from a non-charge and non-discharge state to a charge state during the stage when the idling trend cannot be suppressed.

[0034] The present invention proposes that after entering the active adhesion suppression mode under traction conditions, the original SOC-based power battery charge and discharge control strategy is ignored, and the power battery is implemented according to the charge and discharge state before entering the mode, and the strategy of only charging but not discharging, only discharging for supplementation-supplementation but not discharging-only discharging for supplementation is implemented; when active adhesion suppression is performed by power battery discharge under traction conditions, the discharge power change rate changes with the intermediate DC link voltage and the difference with the protection voltage, so as to suppress the instability of the system caused by the drastic change of the discharge power; when adhesion control is realized by power battery charging control under traction conditions, the air conditioner is entered at a speed below the creep allowable speed. In the stage of stable suppression of the turning trend, the power battery charging power increases at a fixed slope; when the adhesion control is realized by the power battery charging control under the traction condition, when the creep speed is exceeded, the diesel engine power is kept unchanged, and the main generator weak excitation adjustment rate and strong DC / DC adjustment control strategy are adopted; when the adhesion control is realized by the power battery charging control under the traction condition, when the creep speed is exceeded, the charging control state that takes into account the intermediate DC link voltage is entered, and the charging power increases with the increase of the intermediate DC link voltage to prevent overvoltage caused by voltage surge due to excessive torque reduction. The details are as follows: Under traction conditions, the appropriate idling trend of the locomotive will help to exert traction. Below the creep allowable speed, the traction motor speed has a certain sudden increase or the speed difference between the two traction motors does not affect the traction. Only when the average acceleration of each frame is greater than a certain threshold, the active adhesion (idling) inhibition mode will be entered when the power battery SOC of the corresponding frame is within the available range of 10%-90% and there is no fault, and the DC / DC is fault-free. At this time, the current diesel engine power output value is maintained while the traction gear remains unchanged, and the power battery cancels the existing charge and discharge strategy based on the SOC state and is adjusted to: 1) If the vehicle is in charging state before idling, the power battery charging control is regulated by DC / DC; 2) If the battery is in the discharge state before idling, it will enter the discharge state according to the degree of idling -> the discharge power is 0 or neither charging nor discharging -> it will switch to the charging state.

[0035] Among them, for 1) the charging state before idling, the following description is made by adjusting the power battery charging control through DC / DC: Assume that the power battery is switched to the charging state or is initially in the charging state. In this state, the diesel engine excitation keeps the diesel engine power and voltage as two indicators. The power battery keeps the lower limit voltage U3 through the bidirectional DC. When the idling trend appears, it enters the idling trend stable suppression stage, and records the current front frame torque output value, the first torque Tq1. When the intermediate DC link voltage changes between Un and U+n, the power battery charging power increases at a fixed slope K, which is equivalent to the power battery charging power increase value = traction power decrease value. If the traction motor speed exceeds the creep allowable speed or the intermediate DC link voltage exceeds the range of U+n and Un, the fixed slope charging mode will be exited, and the front frame torque output value, the second torque Tq2, before exceeding the creep allowable speed will be recorded. At this time, the power battery and DC / DC are mainly regulated, and the diesel engine control main excitation regulation rate is slowed down to prevent the intermediate DC link voltage from fluctuating due to the simultaneous regulation of the diesel engine and the power battery. Enter the charging control state that takes into account the intermediate DC link voltage. After exceeding the creep allowable speed, the torque drops rapidly, and the intermediate DC link voltage rises suddenly. P2=P1-K(U1+NU), P1 is the maximum charging value of the power battery, P2 is the current charging value of the power battery, U is the current real-time intermediate DC link voltage value, U1+N is the charging power upper limit voltage setting value, and U1+N<front frame intermediate DC link voltage protection value, K is the charging adjustment coefficient, when U>=U1+N, the power battery is charged at the maximum power at this time, that is, in this process, the power battery charging power increases with the increase of the intermediate DC link voltage. If the intermediate DC link voltage continues to increase, the voltage is suppressed from continuing to rise by adjusting the braking chopper. On the contrary, when the intermediate DC link voltage drops, if the idling trend does not disappear, the current charging power is kept unchanged, and the charging power will not decrease with the decrease of the intermediate voltage, so as to prevent the torque fluctuation from aggravating the idling trend due to the conversion of the charging power into traction power; if the idling trend disappears, the charging power will decrease with the decrease of the intermediate DC link voltage. During the decrease of the intermediate DC link voltage, if the intermediate DC link voltage is less than the minimum charging voltage line U3 of the power battery DC / DC control, the power battery charging power will be reduced to 0, but the power battery will not be immediately converted to the discharge state, so as to prevent the system fluctuation caused by the charge-discharge conversion from causing power fluctuation. At the same time, under the traction condition, if the average acceleration of the front frame does not exceed the threshold to trigger active adhesion, but the traction motor speed directly exceeds the creep allowable speed, the third torque Tq3 of the front frame torque output value before the ultra-high creep allowable speed is recorded.

[0036] Among them, for 2) before idling, it is in the discharge state, then according to the degree of idling, it enters the discharge state -> the discharge power is 0 or neither charging nor discharging -> turns to the charging state, and the following description is given: Assume that the power battery is in a discharging state, the target power of the diesel engine is P_diesel, the target voltage of the diesel engine is U1, the target voltage of the power battery is U2, and the intermediate DC link voltage U detected in real time satisfies U2 <= U <= U1. Assume that at this time, there is a tendency of the front frame to idle, then enter the idle trend stable suppression stage, record the current front frame torque output value, the first torque Tq1. When the intermediate DC link voltage U < (intermediate DC link voltage protection value - N), where N is a constant, the power battery discharging power is preferentially reduced at a slope of K. If the intermediate DC link voltage U > (intermediate DC link voltage protection value - N), then the slope is the first slope K1 and the first slope K1 < K to prevent the power battery discharging power from decreasing too fast, resulting in too fast a decrease in the front frame torque, until the power battery discharging power of the front frame is reduced to 0. During this process, if the intermediate DC link voltage U - N > the voltage target value U2 of DC / DC1 due to the torque reduction, where N is a constant, the power battery will not switch to the charging mode to prevent system fluctuations caused by frequent charge and discharge conversions due to voltage mutations. If the traction motor speed exceeds the creep allowable speed during this process, record the front frame torque value at the previous moment, the second torque Tq2. If the power battery discharging power of the front frame is reduced to 0, the power battery remains in a state of neither charging nor discharging. If the idle trend still cannot be suppressed after maintaining this state for a certain period of time, then DC / DC1 controls the power battery to enter the charging state.

[0037] Power battery charge and discharge strategy Under traction conditions, the locomotive needs sufficient power to overcome resistance and accelerate. The power battery charge and discharge strategy can precisely adjust the power output and avoid unnecessary energy waste.

[0038] Under traction conditions, if the battery is in a high-load state for a long time, it may cause overcharging or over-discharging of the battery, thereby damaging the performance and lifespan of the battery. Monitor the SOC state of the battery and adjust the charge and discharge process when necessary to prevent overcharging or over-discharging of the battery. By precisely controlling the charge and discharge process of the power battery, it can ensure that the locomotive operates in the best state under traction conditions, thereby improving the traction efficiency.

[0039] In some embodiments, please refer to Figure 3 , in response to the occurrence of a sliding trend under the working condition of the locomotive, then judge the locomotive data according to the preset comprehensive judgment conditions and execute the corresponding power battery charge and discharge strategy. The steps of entering the active adhesion suppression mode further include: The sliding trend appears; In response to the average acceleration in the locomotive data being lower than the threshold, the range of the power battery SOC being 10% - 90%, and DC / DC having no fault, execute the corresponding power battery charge and discharge strategy and enter the active adhesion suppression mode corresponding to the sliding; Among them, the power battery charge and discharge strategy is: In response to the rotation speed of the traction motor being lower than the creep allowable speed, the power battery enters a state of only discharging but not charging.

[0040] The present invention proposes that under electric braking conditions, when there is a sliding tendency or the traction motor speed is lower than the creep allowable speed, triggering the reduction of the braking torque, the power battery adopts a control strategy of only discharging but not charging, as follows: Under the electric braking condition, the locomotive has a certain sudden drop in the speed of the traction motor or a speed difference between the two traction motors, which does not affect the braking force. Only when the average acceleration of the frame is less than a certain threshold, the power battery of the corresponding frame has been put into use and the SOC is in the available range of 10%-90%, and the DC / DC has no faults, the active sliding inhibition mode will be entered. When there is a sliding trend or the traction motor speed is lower than the creeping speed to trigger the reduction of the braking torque, the power battery enters the stage of only discharging but not charging. U1 is DC / DC1 Voltage target value, U2 is the intermediate DC link voltage currently collected by the microcomputer, U3 is the highest voltage for opening the braking chopper, and U4 is the lowest voltage maintained by the diesel engine under electric braking conditions, among which U1 is the largest and U4 is the smallest. At this time, the intermediate DC link voltage is increased to (U3-N) by discharging the power battery, where N is a constant. This strategy prevents the intermediate DC link voltage from suddenly dropping due to the rapid reduction of the electric braking force, causing bus undervoltage. In the whole process, U3-N>U4, preventing system fluctuations caused by switching between the two energy sources of the power battery and the diesel engine.

[0041] Under electric braking conditions, the locomotive converts kinetic energy into electrical energy through the reverse action of the electric motor and stores it in the power battery. At this time, the power battery charge and discharge control strategy can maximize the recovery of braking energy and improve the energy recovery efficiency. This can not only extend the cruising range of the power battery, but also reduce the energy loss during braking and improve the overall energy efficiency of the locomotive. The active adhesion suppression mode is designed to optimize the adhesion between the wheel and the track (or road surface) to improve braking performance. Ensure stable output of braking force. By precisely controlling the charging and discharging process of the power battery, the braking force can be accurately adjusted, and the response speed and stability of the braking system can be improved. This helps to shorten the braking distance and improve the safety of the locomotive.

[0042] In some embodiments, see Figure 5 The step of executing the corresponding automatic sand spreading strategy and activating or deactivating the automatic sand spreading according to the preset sand spreading judgment condition includes: In response to satisfying the preset sand spreading judgment condition, activating automatic sand spreading; Open the sand magnetic valve and implement the minimum sand spreading time of X seconds for the sand magnetic valve to be opened; In response to not repeatedly activating the automatic sanding within X seconds, returning to setting the minimum sanding time to X seconds; In response to repeated activation of automatic sanding within X seconds, increasing the minimum sanding time from X seconds to Y seconds; In response to the automatic sanding being repeatedly activated within Z seconds after the minimum sanding time Y seconds has been executed, the minimum sanding time is increased by Y seconds at this time until it reaches 3Y seconds; In response to not meeting the preset sand spreading judgment condition, the automatic sand spreading is turned off, and the minimum sand spreading time will be restored to X seconds within W minutes.

[0043] The present invention proposes an adaptive sand spreading control strategy with variable sand spreading time based on idling trend determination, which is as follows: Each time the automatic sand spreading request is activated, TCMS will enforce a minimum sand magnetic valve open time of X seconds. If the automatic sand spreading request is repeated within X seconds, the minimum sand spreading time will increase from X seconds to Y seconds, Y>X. During these Y seconds, the sand spreading open state remains unchanged regardless of the automatic sand spreading request status. If the minimum hold time expires and the automatic sand spreading request is reactivated again within Z seconds, the minimum sand spreading time will be increased by another Y seconds, and the minimum sand spreading time can be increased to a maximum of 3Y seconds. When the automatic sand spreading request is turned off and there are no additional automatic sand spreading requests, the minimum hold time will slowly decay over W minutes until the minimum sand spreading time returns to X seconds.

[0044] Sanding can significantly improve the contact between wheels and rails, especially in rainy and snowy weather or when there is oil on the wheel-rail surface. Sanding can effectively increase the adhesion coefficient between wheels and rails, prevent wheels from spinning or sliding, and ensure that the traction and braking force of the locomotive are fully utilized. Under traction conditions, the correct use of sanding can optimize the traction performance of the locomotive, allowing the locomotive to travel more stably and efficiently. Under braking conditions, sanding can increase the friction between wheels and rails, thereby shortening the braking distance and improving the braking efficiency of the locomotive.

[0045] In some embodiments, see Figure 5 The preset sand spreading judgment conditions are that the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion inhibition state.

[0046] Automatic sand spreading activation strategy: The sand spreading of each rack can be controlled individually. The control strategy of automatic sand spreading is: 1) The power feedback of a rack is less than a certain percentage of the rack power reference value; 2) The torque feedback of this frame is less than a certain percentage of the torque reference value of this frame; 3) Traction gear>N; If the above three conditions are met and the maximum speed of the traction motor is detected to be greater than the creep allowable speed, TCMS activates the automatic sand spreading control; Or when the traction gear position > N, and the power battery enters the adhesion inhibition state, TCMS activates the automatic sand spreading control; The initial sand spreading time for all automatic sand spreading is X seconds.

[0047] Automatic sand spreading closing strategy: When the power feedback value of the frame is greater than a certain percentage of the power reference value, or the torque feedback value is greater than a certain percentage of the torque reference value, or the adhesion inhibition state is exited, or it is detected that the speed of all wheels is less than the creep allowable speed for a period of time, the automatic sand spreading request is closed.

[0048] In some embodiments, see Figure 2 , in response to the idling tendency under the working condition of the locomotive disappearing and the traction force being restored, the steps of judging the locomotive data according to the preset range judgment condition and executing the corresponding power battery charging and discharging strategy include: In response to the disappearance of the idling tendency under the working condition of the locomotive, the traction force is restored; Adjust the power battery from a charging state to a discharging state; In response to the existence of an idling tendency and the rotation speed of the traction motor not exceeding the creep allowable speed, restoring to a first torque at a first loading rate; In response to active adhesion not being triggered, the rotation speed of the traction motor exceeds the creep allowable speed, and then the rotation speed is restored to the third torque at a second slope; In response to triggering active adhesion, the rotation speed of the traction motor exceeds the creep allowable speed, and then it is first restored to the second torque at a first loading rate, and when there is no idling trend for a preset time, it is restored to the first torque at a second slope.

[0049] The present invention proposes to realize an adaptive traction loading rate recovery control strategy under traction conditions according to different adhesion triggering conditions; under traction conditions, for continuous idling sections, the traction force corresponding to the current maximum adhesion coefficient can be quickly located through active adhesion adjustment in the creep allowable speed range. The details are as follows: After the idling trend disappears, the traction recovery process begins. At this time, the current power output value of the diesel engine is maintained. If the power battery 1 is in a charging state at this time, the bidirectional DC / DC1 is controlled to change the power battery from a charging state to a discharging state. This part of the converted energy is converted into the front frame traction torque. There are three cases in the process of traction recovery: 1) If the torque is reduced due to idling tendency and the creep speed is not exceeded, the torque is restored to the first torque Tq1 with the first slope K1 loading rate and maintained for a period of time; 2) If the active adhesion suppression is not triggered and the traction motor speed directly exceeds the creep speed and the torque is reduced, the torque is restored to the third torque Tq3 with the second slope K2 slope and maintained for a certain period of time; 3) If the active adhesion suppression is triggered to reduce the traction torque and the creep speed is exceeded to reduce the traction torque, the torque is first restored to the second torque Tq2 with the first slope K1 loading rate, and the second torque Tq2 is assumed to be the traction corresponding to the maximum adhesion coefficient. Maintain for a period of time, if there is no idling tendency, then the torque is restored to the first torque Tq1 with the second slope K2 loading rate, and maintained for a certain period of time. The first slope K1 of the torque loading rate is greater than the second slope K2. In the past, it was difficult to determine the corresponding traction under the maximum adhesion coefficient when continuous idling occurred during the locomotive adhesion control process. It was usually based on the torque value of idling again in the traction recovery process after the idling disappeared. The determination strategy in this patent is that when active adhesion suppression takes effect, the traction force is steadily reduced through the rapid energy conversion of the power battery. If the traction motor speed still exceeds the creep allowable speed and triggers more serious idling, then the second torque Tq2 at this time can be determined as the torque corresponding to the maximum adhesion system. Compared with the previous determination strategy, the time for determining the traction force corresponding to the maximum adhesion coefficient is greatly shortened, thereby improving the traction output under idling conditions.

[0050] It can adjust the traction loading rate according to the real-time situation, and can respond quickly to environmental changes or load changes, thereby improving dynamic response capabilities. It can maintain a more stable operating state, reduce fluctuations caused by load changes or external interference, and improve the stability of the overall system. It monitors the load conditions in real time and adjusts the traction loading rate when necessary to prevent system overload, thereby avoiding possible safety hazards. It can adjust the traction loading rate according to the load conditions, so that the system can operate in a more efficient manner, thereby reducing energy waste and improving energy utilization efficiency.

[0051] In some embodiments, see Figure 3 In response to the disappearance of the sliding tendency under the working condition of the locomotive and the recovery of the electric braking force, the steps of judging the locomotive data according to the preset range judgment condition and executing the corresponding power battery charging and discharging strategy include: In response to the disappearance of the idling tendency under the working condition of the locomotive, the electric braking force is restored; Adjust the power battery from the state of only discharging to the state of only charging.

[0052] The present invention proposes that under the electric braking condition, when the coasting trend ends and the electric braking force is restored, the power battery adopts a control strategy of quickly switching to only charging and not discharging; specifically as follows: When the coasting trend ends and the electric braking force is restored, the power battery quickly switches to the charging mode to prevent overvoltage of the system caused by the rapid restoration of the electric braking force. Its control strategy is P2 = P1 - K(U1 - N - U2), where K is the charging adjustment coefficient, P1 is the upper limit of the charging power, and P2 is the current real-time charging power. When U2 >= U1 - N, then P2 = P1. That is, the charging power of the electric power increases with the increase of the voltage in the intermediate link, and vice versa, the charging power decreases with the decrease of the voltage in the intermediate DC link. When the voltage still increases after exceeding the maximum charging power, the braking chopper is finally turned on to adjust the voltage in the intermediate DC link.

[0053] According to the control strategy, adjust the magnitude and distribution of the electric braking force, so as to maximize the recovery of braking energy, improve the response speed and stability of the power battery, and enhance the safety of the locomotive.

[0054] In some embodiments, please refer to Figure 4 , the steps of exiting the idling or coasting suppression mode include: In response to the range of the power battery SOC being 20% < SOC < 80%, the idling or coasting suppression mode is exited; In response to the range of the power battery SOC being SOC > 80%, the power battery is adjusted to only discharge and not charge until the idling or coasting suppression mode is exited when SOC < 70%; In response to the range of the power battery SOC being SOC < 20%, the power battery is adjusted to only charge and not discharge until the idling or coasting suppression mode is exited when SOC > 30%.

[0055] The present invention proposes that after the idling / coasting trend disappears, corresponding full charge operations should be carried out according to the state of the power battery SOC, and the idling / coasting suppression state can be completely exited only when the SOC meets the requirements; specifically as follows: When the idling / sliding trend disappears and the traction / braking force is restored, if the state of charge (SOC) of the power battery is between 20% and 80%, the power battery and the bidirectional DC directly exit the idling / sliding suppression mode; when SOC > 80%, the power battery enters a state of only discharging and not charging, and when the SOC drops below 70% through discharging, the power battery and the bidirectional DC / DC directly exit the idling / sliding suppression mode; when SOC < 20%, the power battery enters a state of only charging and not discharging, and when the SOC rises above 30% through charging, the power battery and the bidirectional DC / DC exit the idling / sliding suppression mode. If the adhesion control is triggered again during the restoration of the traction / braking force, it is adjusted according to the above control strategy.

[0056] In the idling or sliding suppression mode, the locomotive maintains a certain power output to maintain the vehicle speed or prevent sliding. The locomotive can adjust the power output according to the actual driving conditions to avoid unnecessary energy waste. The idling or sliding suppression mode will limit the braking performance of the locomotive. The braking system of the locomotive can work more freely, improving the braking effect and safety.

[0057] The present invention proposes a device for applying a method for adhesion control of a hybrid locomotive. Please refer to Figure 6 , including: a diesel engine, a main generator, a rectifying device, a chopper discharging device, a traction inverter, a traction motor, a bidirectional DC, a power battery, an auxiliary converter module, and an auxiliary inverter system; The diesel engine is connected in series with the main generator, and the output end of the main generator is divided into two paths, respectively connected to each rectifying device; The rectifying device is connected in series with the chopper discharging device, and the chopper discharging device is connected in parallel with the bidirectional DC, the inverter module, and the auxiliary converter module; The bidirectional DC is directly connected to the power battery, the inverter module is connected to a plurality of the traction motors, and the auxiliary converter module is connected to the auxiliary inverter system.

[0058] The microcomputer control system of the hybrid locomotive of the present invention realizes the variable creep allowance speed based on the SOC of the power battery by obtaining the locomotive's ground reference speed setting. When the microcomputer system determines that there is an idling / sliding trend, it ignores the original power battery charging and discharging strategy based on SOC, and comprehensively determines according to conditions such as traction / electric braking conditions, whether it exceeds / falls below the creep allowance speed, and taking into account the intermediate DC link voltage, etc. Different main generator excitation and power battery charging and discharging strategies are used to suppress and control idling / sliding. During this process, the traction force corresponding to the maximum adhesion coefficient under the current idling trend can be quickly located, and an adaptive sanding control strategy is determined according to situations such as short-term idling and continuous idling, realizing precise and stable adhesion control of the hybrid locomotive.

[0059] Taking the hybrid locomotive with a frame control structure as an example, from the topology Figure 1 The electrical topology diagram of the hybrid locomotive shows that it includes: diesel engine, main generator, main rectifier, intermediate DC circuit, chopper discharge device, main drive system (traction converter and traction motor), bidirectional DC and power battery, auxiliary converter, and auxiliary drive system. The chopper discharge device is mainly composed of an IGBT chopper module and a brake resistor in series. The locomotive TCMS controls the start and stop of the chopper discharge device. Therefore, the chopper device is only put into operation when the voltage increase trend of the intermediate DC link is uncontrollable, which plays the role of overvoltage protection and rapid discharge. Taking the first circuit of the locomotive as an example, after the generator works, the main generator rectifier converts the AC power into DC power. The locomotive is divided into two intermediate DC circuits. The first DC power is output to the main drive system and the auxiliary converter. The power battery is connected in parallel to the intermediate DC link through the voltage regulation control of the bidirectional DC. According to the control requirements of the whole vehicle, the power battery can be used as a power source to provide power and can be charged as an electrical equipment.

[0060] The basic design working principle is: according to the characteristics of energy flow of hybrid locomotives, P diesel engine + P power battery = P traction inverter + P auxiliary system, where the energy of P power battery and P traction inverter is bidirectional. When the locomotive shows an idling tendency under traction conditions, the gear of the locomotive is kept unchanged, the diesel engine power remains unchanged, and the power consumption of the auxiliary equipment does not change suddenly. The P power battery can realize the rapid conversion of charging and discharging power under the control requirements of the TCMS vehicle while taking into account the stable voltage of the intermediate DC link, thereby indirectly realizing the stable and rapid adjustment of the power setting of the corresponding frame, from the original indefinite passive torque adjustment based on the speed change of the traction motor to the controllable way of adjusting the torque output by adjusting the charging and discharging power of the power battery. When the locomotive shows a sliding tendency under the electric braking condition, the power battery adopts the strategy of only discharging and not charging and only charging and not discharging before and after the electric braking sliding and sliding recovery, respectively, to ensure the stable operation of the intermediate DC link under the electric braking sliding state of the locomotive.

[0061] Based on the same inventive concept, according to another aspect of the present invention, Figure 7 As shown, an embodiment of the present invention further provides a computer device 30, which includes a processor 310 and a memory 320. The memory 320 stores a computer program 321 that can be run on the processor. When the processor 310 executes the program, the steps of the above method are performed.

[0062] Based on the same inventive concept, according to another aspect of the present invention, Figure 8 As shown, an embodiment of the present invention further provides a computer-readable storage medium 40, which stores a computer program 410 for executing the above method when executed by a processor.

[0063] The embodiment of the present invention may also include a corresponding computer device. The computer device includes a memory, at least one processor, and a computer program stored in the memory and executable on the processor, and the processor executes any one of the above methods when executing the program.

[0064] The memory, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer executable programs and modules, such as program instructions / modules in the embodiments of the present application. The processor executes various functional applications and data processing of the device by running the non-volatile software programs, instructions and modules stored in the memory, that is, implementing the above method.

[0065] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the device, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In an embodiment, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the local module via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0066] Finally, it should be noted that a person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium of the program can be a disk, an optical disk, a read-only storage memory (ROM) or a random access memory (RAM), etc. The above-mentioned computer program embodiments can achieve the same or similar effects as the corresponding above-mentioned arbitrary method embodiments.

[0067] It will also be appreciated by those skilled in the art that various exemplary logic blocks, modules, circuits and algorithm steps described in conjunction with the disclosure herein can be implemented as electronic hardware, computer software or a combination of the two. In order to clearly illustrate this interchangeability of hardware and software, a general description has been given to the functions of various schematic components, blocks, modules, circuits and steps. Whether this function is implemented as software or hardware depends on specific applications and the design constraints imposed on the entire system. Those skilled in the art can implement the function in various ways for each specific application, but this implementation decision should not be interpreted as causing a departure from the disclosed scope of the embodiments of the present invention.

[0068] The above are exemplary embodiments disclosed in the present invention, but it should be noted that various changes and modifications may be made without departing from the scope of the embodiments disclosed in the present invention as defined in the claims. The functions, steps and / or actions of the method claims according to the disclosed embodiments described herein do not need to be performed in any particular order. The serial numbers of the embodiments disclosed in the above embodiments of the present invention are for description only and do not represent the advantages and disadvantages of the embodiments. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.

[0069] It should be understood that, as used herein, the singular forms "a", "an" are intended to include the plural forms as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations including one or more of the associated listed items.

[0070] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the above embodiments of the present invention, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. A hybrid locomotive adhesion control method, characterized in that: include: Obtain locomotive data and locomotive operating conditions; In response to the occurrence of idling or sliding tendency under the working condition of the locomotive, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform the active adhesion suppression mode; According to the preset sand spreading judgment conditions, the corresponding automatic sand spreading strategy is executed to activate or shut down the automatic sand spreading; In response to the disappearance of the idling or sliding tendency under the working condition of the locomotive and the recovery of traction or braking force, the locomotive data is judged according to the preset range judgment condition and the corresponding power battery charging and discharging strategy is executed to exit the idling or sliding inhibition mode.

2. The hybrid vehicle adhesion control method according to claim 1, characterized in that: The locomotive data includes: locomotive reference speed to the ground, creep allowable speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration of each frame and speed of traction motor; The working conditions of the locomotive include: traction working condition and electric braking working condition.

3. The hybrid vehicle adhesion control method according to claim 2, characterized in that: In response to the idling trend under the working condition of the locomotive, the steps of judging the locomotive data according to the preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: The idling trend emerges; In response to the average acceleration of each rack exceeding the threshold, the power battery SOC range is 10%-90%, and the DC / DC has no fault, the corresponding power battery charging and discharging strategy is executed to enter the active adhesion suppression mode corresponding to idling; Among them, the power battery charging and discharging strategy is: In response to the power battery being in a charging state before idling, adjusting the power battery to a charging-only state; In response to the power battery being in a discharge state before idling, the power battery is reduced from the discharge state to a discharge power equal to 0 during the stable suppression stage of the idling trend, or the power battery is adjusted from a non-charge and non-discharge state to a charge state during the stage when the idling trend cannot be suppressed.

4. The hybrid vehicle adhesion control method according to claim 2, characterized in that: In response to the occurrence of a sliding trend under the working condition of the locomotive, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed, and the step of entering the active adhesion inhibition mode also includes: Sliding trends emerge; In response to the average acceleration in the locomotive data being lower than a threshold, the power battery SOC being in the range of 10%-90%, and the DC / DC being fault-free, executing a corresponding power battery charge and discharge strategy, and entering an active adhesion suppression mode corresponding to coasting; Among them, the power battery charging and discharging strategy is: In response to the rotation speed of the traction motor being lower than the creep allowable speed, the power battery enters a state of only discharging but not charging.

5. The hybrid vehicle adhesion control method according to claim 2, characterized in that: The step of executing the corresponding automatic sand spreading strategy and activating or deactivating the automatic sand spreading according to the preset sand spreading judgment condition comprises: In response to satisfying the preset sand spreading judgment condition, activating automatic sand spreading; Open the sand magnetic valve and implement the minimum sand spreading time of X seconds for the sand magnetic valve to be opened; In response to not repeatedly activating the automatic sanding within X seconds, returning to setting the minimum sanding time to X seconds; In response to repeated activation of automatic sanding within X seconds, increasing the minimum sanding time from X seconds to Y seconds; In response to the automatic sanding being repeatedly activated within Z seconds after the minimum sanding time Y seconds has been executed, the minimum sanding time is increased by Y seconds at this time until it reaches 3Y seconds; In response to not meeting the preset sand spreading judgment condition, the automatic sand spreading is turned off, and the minimum sand spreading time will be restored to X seconds within W minutes.

6. The hybrid vehicle adhesion control method according to claim 5, characterized in that: The preset sand spreading judgment conditions are that the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion inhibition state.

7. The hybrid vehicle adhesion control method according to claim 3, characterized in that: In response to the idling tendency under the working condition of the locomotive disappearing and the traction force being restored, the step of judging the locomotive data according to the preset range judgment condition and executing the corresponding power battery charging and discharging strategy includes: In response to the disappearance of the idling tendency under the working condition of the locomotive, the traction force is restored; Adjust the power battery from a charging state to a discharging state; In response to the existence of an idling tendency and the rotation speed of the traction motor not exceeding the creep allowable speed, restoring to a first torque at a first loading rate; In response to active adhesion not being triggered, the rotation speed of the traction motor exceeds the creep allowable speed, and then the rotation speed is restored to the third torque at a second slope; In response to triggering active adhesion, the rotation speed of the traction motor exceeds the creep allowable speed, and then it is first restored to the second torque at a first loading rate, and when there is no idling trend for a preset time, it is restored to the first torque at a second slope.

8. The hybrid vehicle adhesion control method according to claim 4, characterized in that: In response to the disappearance of the sliding tendency under the working condition of the locomotive and the recovery of the electric braking force, the step of judging the locomotive data according to the preset range judgment condition and executing the corresponding power battery charging and discharging strategy includes: In response to the disappearance of the idling tendency under the working condition of the locomotive, the electric braking force is restored; Adjust the power battery from a state of only discharging but not charging to a state of only charging but not discharging.

9. The hybrid vehicle adhesion control method according to claim 1, characterized in that: The step of exiting the idling or sliding inhibition mode includes: In response to the power battery SOC being in the range of 20% < SOC < 80%, the idling or coasting inhibition mode is exited; In response to the power battery SOC range being SOC>80%, the power battery is adjusted to be discharged but not charged, until the idling or coasting inhibition mode is exited when SOC<70%; In response to the power battery SOC being in the range of SOC<20%, the power battery is adjusted to be charged but not discharged until the idling or coasting inhibition mode is exited when SOC>30%.

10. The device for applying the hybrid vehicle adhesion control method according to claims 1-9, characterized in that: include: Diesel engine, main generator, rectifier, chopper discharge device, traction inverter, traction motor, bidirectional DC, power battery, auxiliary converter module, auxiliary inverter system; The diesel engine is connected in series with the main generator, and the output end of the main generator is divided into two paths, which are respectively connected to each rectifier device; The rectifier device is connected in series with the chopper discharge device, and the chopper discharge device is connected in parallel with the bidirectional DC, the inverter module and the auxiliary converter module; The bidirectional DC is directly connected to the power battery, the inverter module is connected to the plurality of traction motors, and the auxiliary converter module is connected to the auxiliary inverter system.

Images